Cessna 700 airborne from the virtual Vagar (EKVG) airport in the Faroe Islands with Microsoft Flight Simulator.
The fourth leg of this world tour in flight simulation continues with a trip between Vagar airport (EKVG) in the Faroe Islands (Kingdom of Denmark) and Finland‘s northernmost airport, (EFIV).
Below is a diagram showing the route, which takes approximately two hours.
From the Vagar airport (EKVG) to the Ivalo airport (EFIV).
I’m using Microsoft Flight Simulator for the trip. The tanks are only 50% full, as we need to limit the aircraft’s weight to allow a safe takeoff on this 5908-foot runway. The aircraft requires a minimum of 4810 feet, to which must be added a strong crosswind component this morning. What’s more, the runway is soggy. If we add too much fuel, we risk ending up in the bay at the end of runway 30.
Cessna Longitude enroute to Ivalo (EFIV) Finland in flight simulation.
The virtual Cessna Longitude is now at its planned cruising altitude. Thick clouds cover the coast of Norway, but the weather is much more favorable in northern Finland, where our destination lies.
Virtual Cessna 700 starting the descent towards Ivalo (EFIV) Finland.
After waiting as long as possible before starting the descent, to save the remaining fuel, it’s time to descend into the cloud layer for the approach to Ivalo.
Virtual Cessna Longitude over the frozen northern land of Finland
On the way down to the airport, the aircraft passes through several layers of cloud. Finland, still frozen in March, is clearly visible.
Visual approach to the Ivalo (EFIV) virtual airport in Finland
We have to wait until the last moment to extend the landing gear and flaps to maximize fuel economy. Near the airport, I’m treated to a magnificent spectacle as the sun reaches the horizon.
Long final for runway 22 of the Ivalo virtual airport (EFIV) in Finland
Landing gear down. Flaps to follow shortly. An alarm has just gone off in the cockpit to indicate a low fuel level in the tanks. But there’s still around 350 lbs for each engine. On final approach, the view is superb.
Cessna Citation on short final runway 22 for the Ivalo (EFIV) virtual airport in Finland.
Winds are 220 degrees at 7 knots, directly in line with Runway 22. The runway is 8199 x 148 feet. The flaps are down and the approach is smooth.
Ivalo (EFIV) the northernmost aiport in Finland with Microsoft Flight Simulator copie
Welcome to Lapland! Ivalo Airport (EFIV) was Finland’s ninth busiest airport in 2024. The region attracts winter sports enthusiasts as well as those keen to observe the Northern Lights.
« Passer par le Nord » (Northern Sea Route), by Isabelle Autissier and Érik Orsenna, is an essential book for the reader who wishes to learn more about the profound transformations brought on by global warming, with regards to geopolitical, economic and ecological issues in the Arctic.
The book is at the same time a lesson in geography, history, politics, ecology and economy. It will certainly captivate those who are interested in maritime traffic and the development of new maritime routes, as well as the race towards the appropriation and exploitation of the immense oil and gas resources of the North.
Book cover of “Passer par le Nord” by Isabelle Autissier and Érik Orsenna
In order to sustain the reader’s interest, several maps are included in the book. They are very useful when comes the time to better understand the history and different uses, past and present, of the seas, islands and territories like: Kara Sea, Barents Sea, Laptev Sea, Franz Josef Land, Novaya Zemlya, Aleutian Islands, New Siberian Islands, North Land, Wrangel, Bering Strait, Svalbard, Spitzberg, Oslo, Tromsö, Kirkenes, Murmansk, etc.
Some of the seaways of Russia, which are among the longest in the world, are equally presented: Ob, Yenisei, Lena and Kolyma.
The numbers talk for themselves: to go from Rotterdam to Yokohama, a ship must travel 20,600 kilometers when passing through the Suez Canal. Only 12,800 kilometers are needed when using the northeast passage along the Siberian coast and 11,800 kilometers when traveling across the pole in the absence of ice during summer (this new transpolar route could be usable as soon as 2025). The need of resources by China and India, associated with melting ice in the poles, are rapidly taking Siberia out of its isolation.
Important people
The reader will certainly be interested by the information on the people who played a significant role in the discovery and exploitation of seas, islands and lands bordering the Northeast maritime route. Here are few of those names: the Viking Otar, Willem Barents, Simon Dejnev, Vitus Bering, Peter the Great, Alexander Baranov, Ivan Veniaminov, Adolf Erik Nordenskjöld, Ada Blackjack, etc.
The first northern crossing from the Atlantic to the Pacific belongs to a Swedish named Adolf Erik Nordenskjöld in 1879. Thirty-six years (1915) were needed to witness the second complete crossing, this time by Russian icebreakers under the command of Boris Vilkitski.
The importance of icebreakers
Icebreakers are extremely important for Russia, so much for protecting its recognized sovereignty and defending its new territorial claims than for economic reasons (insure the usability of the Northeast Passage and the continuous exploitation of the oil and gas resources along the Siberian coast).
The United States must also build icebreakers, so much for geopolitical and economic reasons than to insure the protection of a growing number of cruise ships that are about to use the narrow and risky channels of the Arctic.
An obvious collaboration exists between Russia and Norway with regards to fishing in the Barents Sea and in the south of Svalbard, a sector rapidly becoming more strategic with the northern migration of several fish species caused by the climatic changes. Ecosystems are nonetheless in danger due to the rapidly warming waters and insufficient time to adapt.
What are the obstacles presented by the Barents Sea towards tankers, ships and platforms? First the fog, which can last for weeks, than the “lows” which destroy vessels and twist superstructures. Finally, freezing spray adds excessive weight and freezes every crank on ships and platforms. In the event of an accident caused by oil or gas exploitation, the extreme meteorological conditions will present very important challenges.
One note on Siberia
The exploitation of mineral resources in Siberia was initially made possible, under Lenin, through work camps (gulags), since there were no volunteers ready to exile themselves in that hostile region.
The authors suggest, for whoever is interested in Siberia, the soon to be published book by Éric Hoesli. He has already published, in 2006, a very well documented book on the Caucasus: À la conquête du Caucase.
Oslo: Tschudi and Aker Solutions
The authors present two Norwegian companies based in Oslo which deal with logistics at sea: TSCHUDI and Aker Solutions.
Back cover of the book ” Passer par le Nord ” by Isabelle Autissier and Érik Orsenna
Shtokman and Yuzhno-Tambeyskoye natural gas reserves
The reader will certainly appreciate the chapter on the “eldorados glacés” (iced eldorados) which develops on the Shtockman and Yuzhno-Tambeyskoyenatural gas reserves fields (the latter holds 25% of the world reserve of natural gas). There are numerous challenges with regards to the exploitation of those fields: investments of twenty billion dollars, a necessary alliance between Russia, France (TOTAL) and China (CNPC), gigantic infrastructures to be built, the stabilization of all installations using thousands of posts, a constant fight against ice, the construction of thirty tankers (among them sixteen icebreakers), and the obligation to use the Northern maritime route.
Global warming
The book covers at length the accumulated effects of military, industrial and commercial activities on animal life and the environment. The fragility of the Arctic is well demonstrated. The reader will be surprised by the extent of nuclear wastes spread around the Novaya Zemlya.
The global warming favors the migration of species northward, an increase in the number of fishing vessels in the Arctic and political tensions between nations related to the ownership of the zone located between 12 and 200 miles along the different coasts. The native species are losing ground to the profit of the invasive species.
“[My translation] The diminishing polar ice will favor an increase in the number of ships in the Arctic with the added risk of collisions and the emission of all kind of noises that disrupt animals and prevent them from feeding correctly and communicate properly between them or with their offspring. Seismic tests or low-frequency sonars used by fishermen and militaries are particularly devastating.” (p.203)
“With few exceptions (Norway, Japan, Iceland), the moratorium on whale hunting is respected. The official predation by Inuit and the Russian poaching are limited.” (p.203)
Map showing the links behind the accelerated warming of the Arctic (Source: http://arctic-news.blogspot.ca/2012/09/storm-enters-arctic-region.html)
Increase in extreme weather events
“[My translation] The diminishing pack ice will act on the oceanic currents, but also on the atmosphere by slowing down the higher jet streams. This phenomenon will favor an increase in extreme [weather] events (cold spells or heat waves, droughts or floods) at our mid-latitudes.”(p.219)
Response time when faced with an ecological disaster in the Arctic
The Bureau of Ocean Energy Management (USA) “[my translation] estimates that 61 000 barrels [of oil] would spill in the sea every day if a well exploded. The Shell Company indicates that it would need thirty-eight days to drill a relief well while it needed eighty-five in the Gulf of Mexico, infinitely more accessible and less dangerous. Admitting that it would show the same celerity as for Deepwater Horizon , which in itself would be a feat, more than 800 000 tons of oil would spill in the Arctic.
More likely, operating conditions in ice, fog and storms would prevent the realization of the work within only one summer. Once the polar night would set, a decision to let the well spill all winter would have to be taken, if not for many years in a row.” (p.229)
Methane
“[My translation] Methane has a greenhouse effect that is twenty-three time superior to that of the CO2, that is already presented as our worst enemy” (p.216)
“In the Laptev Sea, what looks like real fountains of several hundred of meters in diameter spew out methane. One can see the sea boil like if it was in a gigantic cauldron. 80% of surface waters and 50% of deep waters present methane concentrations varying from 8 to … 1 400 times the oceanic average!”(p.216)
Mammoth’s tusks poaching
There is a short passage in the book on the poaching of mammoth’s tusks buried in the ground on Liakhov Island. The operation is financed by Mafiosi. The tusks are carved then resold to Chinese collectors for a very good profit.
Global warming, and the thaw it provokes in Siberia, would indirectly protect the African elephant by allowing access to mammoth’s tusks. The new and important stock of ivory in Siberia drives the price down by increasing the offer, thus making the African elephant’s tusks less interesting financially.
Some names to remember
The Port of Kirkenes, in Norway, is one of the main ports of the new northern sea route. It has an ideal geographical position and its harbour is protected against storms. The city favors the development of the port. The efficiency of Norwegian employees is recognized. The Norwegians are used to deal with Russians, their immediate neighbours.
Murmansk, in Russia, is also expected to benefit from global warming. There are already dozens of mines in exploitation, with several of those mines producing rare earths which are vital for modern technology applications.
In the Arctic, the disappearance of the summer ice pack is expected between 2020 and 2030. The Northeast Passage could be accessible beyond the EEZ 200 miles, “which will favor Iceland “which could become a transport hub between America and Europe.”(p.218). “And it is said that some Beijing investors would be ready to offer 5 billion dollars to take control of the future Port of Reykjavik, the one that aims to be the hub of the North.” (p.245)
The Arctic Council
For a long time now, the Arctic has been a strategic area where numerous countries, among them few superpowers, claim an important part of the territory and resources. With the acceleration of the melting process, things get even more complicated.
In 1996, the Arctic Council was created to ease communications and reduce political tensions between the countries pretending to part of the Arctic territory and resources. These countries include Canada, Denmark, United States, Finland, Iceland, Norway, Sweden and Russia. Associations of indigenous population are also part of the group, but as “permanent members”.
Militarization of the North
The Cold War between Russia and United States forced the construction of the DEW line by Americans and Canadians, a line that was eventually replaced by the North Warning System.
Today, the militarization of the area still goes on: “[my translation] Russia multiplies the signs and acts of militarization in the zone. Military exercises (parachuting, air patrols), reconstruction of installations in all of the islands (Wrangel, New Siberian, Novaya Zemlya, Franz Josef Land), orders of numerous ships among them new generation submarines (attack submarines and missile launchers), a complete program for the upgrading of the Boulava missiles … The [Northern Fleet] underwater base, near Murmansk (Severomorsk), seems to be in a state of complete reactivation.”(p.238)
Russia fortifying bases in Arctic region (Source: Heritage.org)
The transpolar maritime route
Geographic map showing the potential northern maritime routes (Source: www.businessinsider.com)
The Northeast Passage maritime route along the Siberian coast will be favored until the ice pack has melted at the pole (expected for 2025 instead of 2060 initially forecasted). So, in 2025, a new transpolar maritime route will be available to ship-owners. They will then be able to decide if they avoid the Siberian coast and the associated administrative hassle while they save an additional one thousand kilometers for a route from Rotterdam to Yokohama.
For more articles on geopolitics on my web site, click on the following link : Geopolitics
There are seven very interesting articles, in the non-fiction category, in this anthology. Published between 2009 and 2013 in publications like The New Yorker, Vanity Fair, Esquire, Men’s Journal or Q2U.S, they allow the reader to catch-up on events that happened around the planet.
Those stories received a lot of attention from the medias since they covered popular topics like a mid-air collision between two jets, a jewel heist by the Pink Panthers, a botched covered operation by Mossad, wild animals freed by their owner near a small American city, the son of a wealthy American who suddenly leaves United States for Lybia to fight against Khadafi. The reader can also learn more about Apollo Robbins, the king of pickpockets and, finally, comes the weird story of a film making that started in 2006 in Ukraine and is still not ready today.
Le diable à 37,000 pieds (The Devil at 37,000 feet)
This story presents all the elements that contributed to create a mid-air collision: a new crew recently trained on an aircraft loaded with a modern technology that makes flight management more complicated than anything else; air traffic controllers letting their expectations impear their judgment; tired and under pressure careless pilots; passengers disturbing the flying crew by visiting the cockpit on multiple occasions.
It is paradoxal to realize that the extreme precision offered by modern flight navigation equipment also increases the possibility that two aircrafts hit each other in flight.
Pink Panthers
A popular name that sends the reader back to the movies where Peter Sellers played a distracted police inspector. But the article is about the real thing: What circumstances favored the creation and international development of the multiple groups of thiefs that came to be known as the Pink Panthers.
The different Pink Panthers groups have robbed more than 152 jewelry stores since 2002 and pocketed around 250 million dollars. The reader learns that most Pink Panthers members come from the Balkan region and that they operate from Italy, France, Belgium, the Netherlands, Denmark and Switzerland.
The author uses the opportunity to explain how the Milosevic’s gangster regime was put in place in Serbia, a State transformed into a criminal business: “In March 2001, soon after the fall of Milosevic, we discovered, in a safe rented by municipal civil servants from a Belgrade bank, more than 660 kilos of a 93% pure heroin, valued at approximately 100 million dollars on the street”.
Montenegro is also associated with significant banditry and the author tells us about a meeting he had in that region with a former Pink Panthers. In order for criminal groups to survive and develop, there is an essential collaboration with politicians and the border services staff.
Opération Dubaï (Dubaï Operation)
In January 2010, a Mossad team lands in Dubaï with the intention of killing Mahmoud al-mabhouh. The agents are part of an ultra-secret section called “Césarée”. Although they reached their goal, the mission was somewhat a failure since it was possible to determine very rapidly who were the killers, which embarrassed Israël.
The article recounts the general progress of the operation in Dubaï and enhances the important mistakes that eventually damaged the Mossad’s reputation for efficiency.
Here are some of those mistakes:
1. Agents are sitting for hours in a hotel lobby, thus attracting the staff’s attention.
2. Two members of the team head towards the hotel washrooms, where they change their appearance by using a wig and sunglasses, all this while their physical transformation is filmed by an hotel camera positioned near the toilet’s door.
3. The man in charge of planning the covert operation has a huge ego and does not tolerate criticism or a difference of opinion.
4. Carelessness is shown when the team members are equipped with Payoneer prepaid calling cards. Those cards are mostly used in United States and the Payoneer’s director, Yuval Tal, is a veteran of the Israel’s Defence Force elite commando. While they were at it, why not give a Mossad colored business card directly?
5. The person in charge of the operation greatly underestimates the capacity and will of Dubaï’s police force to find the culprits behind Mahmoud al-mabhouh’s death.
6. Every phone call made by the team transit through the same system located in Austria.
An increase in the number of operations lead by Mossad certainly contributed to the non-compliance with respect to the security protocol. Meir Dagan eventually had to step down and the relations between the Mossad and other occidental intelligence services were impacted.
La désertion des animaux du zoo (Animals)
This is a very interesting account of an incident that made the news around the world. At the end of 2011, in Zanesville, Ohio, the owner of about fifty wild animals killed himself, not without having precedently opened the cages of all the wild animals he was keeping on his private property.
The story allows us to share a bit of the emotions lived by the inhabitants living close to the private zoo. We witness the quick reaction and organization needed to face the lions, tigers and bears that are now free to go where they want in the fields near Zanesville. It’s a very well written story.
Vacances de printemps arabe (Arab Spring Break)
This is the story of a rich American who abandons his wealthy neighborhood to go fight against Khadafi in Lybia. This type of story, told with a humoristic approach, was possibly quite amusing in 2012. But with the departure of numerous young kids gone to join ISIS during the past few years, the tone used in the article is now kind of awkward.
Le roi des pickpockets (A Pickpocket’s Tale)
The article is about the life of Apollo Robbins, a now internationally famous pickpocket that has appeared on multiple TV programs around the world, among them National Geographic’s “Brain Games”.
Un tournage pris dans l’engrenage (The Movie Set That Ate Itself)
Through the account of a movie director’s eccentric behaviour in Kharkov, Ukraine, the reader is made aware of the exaggerated control that a human can impose on other persons. It also shows the easiness with which people are ready to accept a totalitarian control in their life. All this while the movie itself is about the dictatorship lived in Russia, more precisely in Moscow, during the fifties and sixties.
(Precedent story: carrying a .357 Magnum to Iqaluit)
An American Trans Air Lockheed L-1011being refueled in Iqaluit, Canada, in 1989. I had the opportunity to leave the flight service station (the yellow tower) for few minutes to take this picture.
Before retelling some of the events that happened while I was working at the Transport Canada flight service station in Iqaluit, in the Nunavut (1989-1991), it is mandatory to present few important dates that will allow the reader to understand why the airport was initially an American military base.
1938. Hitler’s ambitions are such that Roosevelt deemed necessary to announce the following: “I give you assurance that the people of the United States will not stand idly by if domination of Canadian soil is threatened by any other empire ».
1939. Beginning of discussions between Canada and United States with regards to joint defense of the North American continent.
1940. Great-Britain was at risk of losing the war against a Germany that was progressing rapidly in its conquest of the European soil. When Denmark was defeated in autumn 1940, fear grew that the Germans would progress westward and establish operational military bases on the newly acquired territories.
Greenland belonging to a defeated Denmark, Germans would be using it to get closer to Canada. At the time, Greenland was the sole commercial source of cryolite, an essential component of aluminum used in aircraft production.
There was also a province which was not part of Canada in 1940 and which presented a strategic interest for an enemy in its war against Canada and United States: Newfoundland and Labrador.
In order for the war not to be fought directly on the North American territory, one had to keep the Germans busy in Europe. It therefore meant that Great-Britain must not be defeated.
1941. Ships carrying short range fighting aircrafts from America to Europe were regularly attacked and sunk by U-boats. It was imperative to change the route. Canadians and Americans were looking for the best sites that could accommodate the construction of runways allowing short range military aircrafts to fly up to Prestwick, Scotland.
This new route was called “Crimson Route” and the stopovers were Goose Bay in Labrador, Fort Chimo (Kuujjuaq) in Quebec, Frobisher Bay (Iqaluit), on Baffin Island in the Nunavut as well as three sites in Greenland (Narsarsuaq, Angmagssalik and Sondre Stromfjord (Kangerlussuaq). The Frobisher Bay coded name became “Crystal Two” base.
1941-42. Germans established the first inhabited weather bases on the Greenland coast in order to facilitate U-Boats operations across the North Atlantic. When those sites were discovered, they were destroyed by American commandos.
1942. U-Boats entered the St-Lawrence seaway and sank Canadian ships.
1942. The site initially chosen to establish the Frobisher Bay airport (the Crystal Two base) was Cromwell Island, located 20 miles south-west of today’s actual site for Iqaluit. This was until a new site was discovered (today’s site) that favored the construction of longer runways and allowed the beaching of flatboats loaded with cargo during the summer period.
A McAllister flat-bottomed barge will soon be unloaded in Iqaluit, during low tide.
A ships convoy carrying thousands of tons of cargo planned for the construction of the Frobisher Bay base arrived at destination. This convoy was nonetheless attacked by the U-517 U-Boat and the cargo-ship Chatham, carrying 6000 tons of material destined for Crystal One and Crystal Two bases was sank.
1943. An German automated weather station was built at Martin Bay, in Labrador, to facilitate the U-Boats operations. This weather station is now in permanent exhibition at the war museum in Ottawa. Pictures have been found were we can see smiling but armed German soldiers taking the pose near the automated weather station. Canada accidently learned about the existence of that weather station in 1980.
German automated weather station in exibit at the War Museum in Ottawa
Many German officers and soldiers who were captured in Europe were sent abroad while waiting for the end of the war. My grandparents, who owned a farm in St-Ignace, Quebec, became responsible, over time, for one German officer and two soldiers. They had only good comments on the behavior and desire of the prisoners to help on the farm.
1943. Both Frobisher Bay runways were now operational, although without being totally completed. The engineers did not have the knowledge of the Russians when it came to maintaining airport runways in the Arctic. Damages caused by permafrost were significant and the runways necessitated a lot of maintenance. The water present under the runways would sometimes surface suddenly and create five meter deep holes. Those runways needed a constant effort to remain usable.
The first runway to be built was eventually abandoned due to a wrong evaluation of the prevailing winds and the dangers associated with the surrounding elevated terrain. Today only remains the runway that we know in Iqaluit, although extended to 9000 feet. The year 1943 recorded 323 aircraft arrivals, of which only a small number made the complete trip to Europe.
1944. War took a new turn. The newly developed long range radars, allied to advanced technology in the detection and attack of submarines, radically diminished the U-Boats threat in North Atlantic. The “Crimson Route” airports were suddenly losing their pertinence. The Canadian government, worried about the massive presence of Americans in the Canadian Arctic, bought the airports from the American government.
1950. Canadians officially took control of the Frobisher Bay airport, but authorized an American presence since this airport had a new strategic importance in the cold war that followed Second World War. The weather station and runway maintenance were taken care of by American forces.
1951-53. A radar station was built on a hill northeast of runway 17-35. This station completed what was then known as the Pinetree line. This line was made of several long range surveillance radar stations; it covered all of southern Canada and gradually curved towards the north to end up in Frobisher Bay. All those stations were inhabited and could order interceptions at all times against potential enemy forces, by means of jet aircrafts.
What is left of the old American military base in Frobisher Bay (Iqaluit), Canada. I took the picture in 1989.
1955. Americans received the authorization from Canada to build a SAC [Strategic Air Command] military base where numerous KC-97 tankers were stationed in support of B-47 bombers operations carrying nuclear armament. The base was built in 1958 and, until the end of its operations in 1963, parking space was occupied by at least seven KC-97. The SAC base was not needed anymore after the new Boeing B-52 bombers and KC-135 tankers were developed.
A French-Canadian military from Quebec at work in Frobisher Bay
Gaston Gagnon during the period where he served as a Canadian military in the communication field, at the Frobisher Bay station of the Pinetree Line in Canada in 1955. He died in 2016.
My uncle Gaston Gagnon was part of the French-Canadian military staff who was in service in Frobisher Bay. He volunteered for service during the Second World War (1939-1945).
War medals (volontary service and honorable service during the Second World War (1939-1945) belonging to the French Canadian Gaston Gagnon who died in 2016
Frobisher Bay, N.W.T., Canada crest
He worked in the communication field during the Cold War and, after he died in 2016, I received some pictures that were taken in 1955 in Frobisher Bay. Those photos also witness of the American presence in Frobisher Bay.
Radar dish at the Frobisher Bay, NWT, Canada Pinetree Line Station in 1955
American soldier posted at the Frobisher Bay NWT Canada Pinetree Line site in 1955
Globe Master C-124 aircraft of the Military Transport Air Service (U.S. Air Force) in Frobisher Bay, NWT, Canada in 1955 serving the Pinetree Line stations during the Cold War.
C-124 Globemaster. Military Air Transport Service in United States (around 1957)
Frobisher Bay, N.W.T., Canada crest
1960. The runway was extended from 6000 to 9000 feet.
1961. The Frobisher Bay radar station, part of the Pinetree line, was closed but the Polevault station remained in activity.
DEW and Pinetree lines over Northern Canada
1963. Americans left Frobisher Bay and gave control of the Polevault station to the DOT [Department of Transport], an older designation of Transport Canada.
Old American military base in Frobisher Bay (Iqaluit)
1964. The radio operator, and later flight service specialist (FSS) Georges McDougall, arrived in Frobisher Bay. All the village inhabitants eventually got to know Georges since he provided air traffic services there for at least thirty-seven years, seven days a week, on shifts work. He progressively became a privileged witness of all the unusual events to happen in the village and at the airport.
Below is a picture of the old DOT hangar and tower.
People and DOT Canada in Frobisher Bay NWT aviation postcard
1987. Frobisher Bay was renamed Iqaluit.
Two Canadian CF-18s holding short of runway in Iqaluit (1989)
1989. Stacey Campbell wrote an article in News North that she titled: “Military Jets Fill the Arctic Skies”. She explained that NORAD (North American Air Defence) regularly held exercises aimed at testing the capacity of Canada’s new radar defense system to detect potential enemies approaching from the north.
The interviewed military officer told Stacey that CF-18 fighter jets, tankers and B-52 bombers, among other types, would be part of the operation. The CF-18’s would temporarily be stationed in Iqaluit, on Baffin Island, and Inuvik for the duration of the exercise. Other types of aircrafts were also involved in that annual test, like the F-15, T-33 and possibly the AWAC although the latter did not land in Iqaluit.
American F-15 landing in Iqaluit
The local Transport Canada flight service specialists (FSS) had to deal with the tight operating schedule provided by a military officer as well as integrate the daily arrivals and departures of private and commercial aircrafts.
At the time, the most useful taxiway, one which was located near the end of runway 35, could not be used since the terrain was too soft. All the aircrafts using runway 35 were forced to backtrack that runway before it could be cleared for other incoming or departing aircrafts. The additional time required for that procedure sometimes gave headaches to the military officer sitting by our side.
American F-15 Eagle airborne from IqaluitCanadian T-33s in Iqaluit (1990)American Starlifter cargo aircraft ready for take-off in Iqaluit (1989)
I remember that the military officer in charge of the mission told us: “If the jets cannot takeoff within the next minute, the mission will be aborted”. It just happened that during the tight window within which the CF-18’s had to be airborne that day, there were many commercial aircrafts like the Avro 748, Twin Otter, Boeing 727 and 737 and other executive aircrafts operating around Iqaluit. There was always a way to please everybody and the military exercise ended the way it was initially planned.
Two Canadian CF-18s in Iqaluit (1989)Two American F-15 Eagle taxiing for departure in Iqaluit (1990)
This was a period much appreciated by the flight service specialists (FSS) since, for one week during the year, our operations changed radically: we had to respect the imperative needs related to the military exercise as well as continue to provide regular air traffic services.
Six Canadian CF-18s, one Lockheed Electra Ice Patrol aircraft, a Dash-7 and a T-33 in Iqaluit
It was brought to our attention, for having discussed with many pilots involved in the exercise that military forces were kind enough to offer, through our Transport Canada manager, few posters signed by pilots of squadrons involved in the “Amalgam Chief” exercise. Although the manager never deemed necessary to show his staff even one of those posters, I appreciated the gesture from the pilots.
Canadian Armed Forces Boeing B-707 in Iqaluit, in front of the flight service station tower
1993. In order to replace a DEW line that had become obsolete, Canadians and Americans jointly built a new base that would now be used for logistical support for the new North Warning System.
Two Canadian fighter aircrafts CF-18 leaving the runway in Iqaluit.
2006. Extreme cold tests were held in Iqaluit by Airbus for the A-380, the biggest passenger aircraft in the world.
Airbus A380-841 in Iqaluit, Canada, during cold weather testing
2014. Extreme cold tests were held by Airbus for its new A-350 XWB.
2015. Canada was the host of the Arctic Council Ministerial Meeting in Iqaluit. The Council is composed of the following countries: Canada, Sweden, Denmark, Finland, Iceland, Norway, Russia and United States. Joining the meeting were senior representatives of indigenous organisations holding the status of permanent participants.
Dassault completes several cold-soak trials in Iqaluit for its Falcon 6X
Pope Francis visits Iqaluit during his Canadian trip aimed at healing and reconciliation with Indegenous groups and residential school survivors.
(Next story: The military exercise “Amalgam Chief”: B-52 bombers in northern Canada)
11 Septembre – Les vérités cachées (September 11- The hidden thruth)
11— Septembre : les vérités cachées (September 11 – The Hidden Truth)
For those of you who are bilingual, here is an interesting book analyzing the September 2001 events. Two planes went through the Twin Towers. We have seen those images over and over again. A Boeing 757 crashed into the Pentagon. At least, that is what has been reported since 2001. I knew that I would eventually see live footage of the plane hitting the building, and pictures of Boeing 757 parts, like it is always the case with crashes around the world. With tens of cameras surrounding the Pentagon and the nearby buildings, and reporters on site, there were surprisingly neither credible pictures nor videos showing 757 parts. Years went by, and nothing popped up. That raised my curiosity.
I knew that it was in the American government’s interest to show photos or videos of the plane, like it did for the Twin Towers. But with the Pentagon, there was nothing. We could obviously see a small hole in the building, but nothing else. I wanted to learn more about those attacks and, among all the documents and books that I read, there was this book written by Éric Raynaud.
Éric Raynaud is an investigation journalist who has written about important personalities like Ingrid Betancourt, Benazir Bhutto, Pierre Bérégovoy and others. He has worked for twenty years for daily newspapers before becoming an independent journalist. In his book titled “11-Septembre: les vérités cachées”, the author aligns facts, studies and verifiable testimonies that can be confirmed by the reader. He provides, at the bottom of pages, his sources and original references to all the medias. That includes books, interviews, newspaper articles, TV programs, videos and multiple internet sites.
Here are some of the subjects that the reader will find in the book. I can only present them very briefly here:
Pentagon: identification of the parts found on site
The author says that [my translation]:“the Commission of inquiry established that only part of one engine was found, and that it presented, as a proof, a totally inadequate picture”. It was not a part of a 757 engine but something else. A clue is given through a citation from Barbara Honegger (former advisor in political analysis to the United States President, between 1981 and 1983) during an interview [my translation]: “Some parts found in the Pentagon have been identified as compressor pieces that are part of a turbo JT8D engine, used for the A-3 Sky Warrior fighting aircraft […]”.
Pentagon: where is the Boeing 757?
There are many other sources of concern, like the obvious lack of important pieces. Their absence is noted, without any given explanations. Bob Pugh is a reporter with twenty-five years of experience and he is the first reporter to arrive on site, five minutes after the firemen. When he is interviewed by other medias on what he just saw, he declares [my translation]: “I look for significant parts, for the aircraft’s wreck, I do not see anything that I can recognize…I don’t see the tail. I don’t see the wheels. I don’t see the engines. There are no seats…there is no luggage.” The author writes [my translation]: “nothing has been found that would even look a bit like airliner parts”.
Pentagon: no serial numbers, no landing gear, no 757 engines
George Nelson, a Colonel in the US Air Force, has a direct experience as an investigator in aircrafts accidents. He declares that a fire resulting from an airplane crash cannot destroy every significant piece like the landing gear or the engines; neither can it make all the serial numbers disappear. He says [my translation]: “I repeat: this is impossible […]. Any objective and rational investigator would only be able to conclude the following: no Boeing 757 hit the Pentagon, as opposed to the official statement”.
Pentagon: depleted uranium detected on the site where the building was damaged.
Another surprising discovery was made by two scientists, Leuren Moret and Janette Sherman. Leuren Moret spent her career in the nuclear field, working among other places in California in the Livermore Nuclear Weapons Laboratory. She says [my translation]: “What happened at the Pentagon appeared highly suspicious to me. That led me to contemplate the use of a missile fueled by depleted uranium, and to make an immediate research with my colleague and great friend, Dr Janette Sherman. Janette went to take radiation measurements using a Geiger counter, a very short time after the crash. From fifteen kilometers, under prevailing winds from the Pentagon, she detected radiations that were eight to ten times higher than normal…” They learned, only four years later, that other experts had also detected similar levels where the Pentagon had been damaged.
WTC7 (building 7): bombs explode in the lower floors.
Numerous witnesses heard powerful explosions in the basements of the two towers (WTC1 and WTC2) and in the building 7 (WTC7), all while the Twin Towers where still standing.
Barry Jennings, the Assistant Director of the Emergency Services Department of New York was trapped in the superior floors of the building 7: he could no longer go down since the lower floors had been blown away. He declares [my translation]: “Once we arrived on the sixth floor, the level supporting the stairs we were about to use had disappeared! There was an explosion and the floor disappeared…the whole level had given in. I found myself there, suspended in the air! I had to climb back to go up to the eight floor…the explosion happened just beneath us…and when it exploded, we were projected backward…and the two buildings [the Twin Towers] where still standing…we were trapped there for hours. I was still there when the towers went down”.
This capital witness died two days before he was scheduled to testify. His testimony would have contradicted the main version. The Commission of inquiry, across its six hundred page report, does not mention the WTC7 name.
Twin Towers: bombs explode in the basements.
William Rodriguez, an employee with twenty years of experience, was at the B1 level of the WTC1 tower. He says that there were six basements, called B1 to B6. There was such a powerful explosion between B2 and B3 that they were lifted off the floor. Soon after, they heard another BOUM and it was the plane arriving in the tower. Many other testimonies, also visible on videos, show the employees and firemen reacting in surprise toward the series of explosions that they were able to hear.
How were the Twin Towers built?
Nine months before the attacks, one of the designers of the towers, Franck Martini, explains how the Twin Tower’s construction was thought through. He knew that there had already been a crash against the Empire State Building during the Second World War. A bomber, lost in fog, had hit the building straight on (a building that stayed up). Now knowing that a passenger jet could mistakenly hit the new towers that would be built, he explains [my translation]: “the steel networks structure is built as “mosquito screen”. A plane colliding with the towers would have the same effect as a pen going through a mosquito screen: the hole stays, but the global structure around it does not change. The Twin Towers (WTC1 and WTC2) are conceived to resist the impact of an airliner, even many…”
And if the architects had planned the possibility of one or more impacts against their new towers, they also knew that once the crash would occur, the fuel would start burning. There is no surprise here.
The steel’s melting point.
Steel melts at 1538 Celsius degrees. According to Thomas Eagar, teacher of material physics at the renowned MIT, a kerosene fire generates temperatures between 870 and 930 degrees. The author declares [my translation]: “In 2008, an engineer who participated in the FEMA inquiry admitted that even their studies could not demonstrate with absolute certainty that the [Twin Towers] fires had generated temperatures higher than 300 or 400 degrees […]”.
The abnormal falling rate of the buildings
The towers went down at free fall speed. Between 9 and 10 seconds, according to observers; this is totally impossible without the use of accelerators. The most pessimist scenario, applied to the “pancake theory” collapse, requires a minimum of 21 seconds… The author writes [my translation]: “Numerous expert calculations hover around thirty to forty seconds”.
Kevin Ryan, from Underwriter Laboratories, a well-known institution in USA, says this [my translation]: “We tested the floor very well, by means of faithfully reconstituted models, in August 2004”. These tests totally refuted the main theory, the “pancake theory”.[…] Months later, the government published an update on its own conclusions, indicating not only the absence of the floors collapsing but also that examinations of the areas touched by fire proved that the temperatures…were very low”.
We are then back to the unexplained free fall. Or even the multiple unexplained free falls. Such gigantic buildings crashing down 1) totally, without leaving major parts standing 2) in a perfectly vertical way and 3) at free fall speed are sure to attract the attention and comments of experts in controlled demolition. On this subject, there are lots of testimonies.
In 2009, a crucial discovery from Danish scientists radically modified the main version.
2009: Niels Harrit and the nanothermite
In 2009, an internationally renowned scientific researcher, Niels Harrit, writes an article in the Open Chemicals Physics Journal. This magazine’s editorial team is composed of one hundred scientists coming from five continents. The article, which is written in collaboration, is titled: “Active Thermitic Material Discovered in Dust from the 9/11 World Trade Center Catastrophe”. They are nine scientists to announce that they have discovered nanothermite, a new and extremely powerful explosive, in the World Trade Center.
[My translation]: “According to what we choose to do with it, it can be an extremely powerful explosive, or it can melt metal at high speed.” Thermite has been known for a long time, but nanothermite is much more recent. The more the mixture is refined, the more it is powerful [my translation]: “ Activated to melt steel, for example, nanothermite will only take a fraction of a second to pass from the ambient temperature to 2500 degrees…steel, itself, melts at a little above 1500 degrees. I let you conclude…” The author finally understands [my translation] “the pockets of molten metal that were found in the Twin Towers debris and in WTC7, that New-York firemen took two months and a half to definitely neutralize”.
We then learn that nanothermite is [my translation] “made under license, to the exclusive use of the army and under the seal of secret defense”. The author refers to an interview given by Niels Harrit where the scientist says that ten tons of nanothermite are needed to cause the fall of the towers. And how is it possible to bring ten tons of that product in a place with such tight security? He writes that the company in charge of the security had forsociety director the President Bush’s brother and as general director the President Bush’s cousin.
It was possible to see the interview, with French subtitles, on (http://www.dailymotion.com/video/x273rhq_de-la-nanothermite-le-11-septembre-2001-par-le-scientifique-niels-harrit_webcam), but like many other links available for a few years only, this one has also been blocked.
Obstructions made against the Congress inquiry
The senator Tom Daschle complained several times, and on many different medias, of obstruction problems he was facing from Dick Cheney and from President Bush, that were asking him no to investigate and even to stop the Congress inquiry.
The money allotted to the new 2004 independent Commission of inquiry.
The author notes that in order to understand everything about the sexual scandal involving Bill Clinton, 100 million dollars were spent. In order to know what happened on September 11 2001, the Commission of inquiry was given 3 million dollars. It is only after multiple complaints that this amount was finally reviewed to 14 million. Three thousand American lost their lives in that tragedy but a battle was necessary to get more than three million dollars…
The facts discarded by the independent Commission of inquiry.
The Commission seems to have found an easy way to deal with the most troubling testimonies: when this happens, instead of writing the details in the report and risk raising even more troubling questions, the subject is simply avoided. There is nothing written. So, in 600 pages, there is no mention of WTC7 whose lower floors were destroyed by explosions even before the planes arrived in the towers.
Nothing can be found about the Minister of Transport Norman Mineta’s testimony as to what he saw and heard with regards to Dick Cheney before the attacks. Mineta was nonetheless a direct witness; he was in the room with Cheney. Éric Raynaud cites what Mineta said and it is obvious that if those words would have found their way in the Commission’s report, this would have created a crisis.
There have been multiple testimonies received by the FBI as to the fact that something smaller than a B757 hit the Pentagon. Nothing can be found on those testimonies in the Commission’s report.
On that subject, you can read a Washington Post article dated from August 2, 2006 and signed by Dan Eggen: “9/11 Panel Suspected Deception by Pentagon Allegations Brought to Inspectors General”. Another book written on the subject in 2009, whose author, John Farmer, is a former General Attorney of the New Jersey State, is available: “The Ground Truth: the story behind America’s Defense on 9/11”. He says [my translation]: “The public has been seriously duped with regards to what happened on the morning of the attacks”.
Cases of insider trading
Numerous cases of insider trading were detected, starting September 6th, which is five days before the attacks. They involved “put option” to sell United Airlines, American Airlines, as well as reinsurance giants like Munich Re and AXA and financial companies that would be impacted within a few days like Morgan Stanley, Merrill Lynch, Bank of America, etc. However, enormous amounts of shares were bought on Raytheon, a military armament producer, just before the attacks. There was an inquiry, but no details were released.
The Osama Ben Laden case
The book’s chapter 8 holds surprising details about Osama Ben Laden. This information, that most of us ignored, brings a new light on what is generally known about him. It is said that Ben Laden rapidly denied being involved with the attacks. Normally, an attack is quickly reclaimed with pride by its mastermind. It is not the case here. I remember having seen Ben Laden on the news at the moment where he was saying that he was not behind the 9/11 attacks. Some details are given in the Éric Raynaud’s book as to why Ben Laden was not behind those attacks.
On this subject, the reader might, for example, take note of Bénazir Bhutto’s testimony, the woman coming back to Pakistan with the intention of running her own country once more [my translation]: “Osama Ben Laden has been killed by a former member of the Pakistani secret services, Omar Sheikh”. This link was available on dailymotion.com. The Omar Sheikh name often surfaces when the 9/11 attacks are concerned.
A few weeks after she confessed what she knew about this delicate subject to Al Jazeera in 2007, Bhutto herself was killed. She was not the only one to have publicly spoken on that subject. A former very high ranking CIA manager, David Baer, also confirms to Persian CNN, in 2009, that [my translation]: “ Ben Laden died many years ago, and videos and sound recordings that are episodically broadcasted are obviously false…” (www.persiancnn.com).
This book reports that the Dalle Molle Artificial Perceptual Intelligence Swiss Institute studied the messages supposedly recorded and sent to medias by Ben Laden throughout the years. The result [my translation]: “None of the recordings provided by the CIA or Al Jazeera correspond to the real voice of Ben Laden”.
United 93
Few pages are dedicated to the United 93 flight, which in itself was an issue that has given rise to many comments. We read about visual witnesses who see an aircraft explode in flight. The official story is also presented, which says that the aircraft crashed in a field. [My translation]: “The big, the huge problem, is that the rescuers, firemen, witnesses, and even the Shanksville mayor, who arrived quite rapidly on the site, effectively found a crater, but…absolutely empty”.
I’ve been interested in aviation all my life. Wanting to understand as soon as possible what had just happened, I had rapidly watched the live news and videos released by the media. At the time, it was not yet a question of conspiracy. News reports were live and journalists were doing their best to describe the scene. It was quite something to see a nearby farmer, who had rapidly gained access to the site. He was certainly anticipating, like everybody, to find many dead people here and there around the site. But he was talking to the camera and saying that there was nobody. He did not understand how it was possible.
It was also something to hear that reporter, on board a news helicopter, trying to describe what he was…not seeing. The helicopter’s camera was pointing to the site where the crash supposedly happened. All the viewers could see the scene at the same time as the reporter. But there was almost nothing to comment about. We could not see anything that would look like something we are used to see when there is a crash. And God knows we’ve seen a lot throughout the years. The reporter was unsure, he was improvising to kill time.
Conclusion
Through all the quotations and references offered in the book, among which some of David Ray Griffin, the author wants the reader to understand the following facts: in order to maintain its global domination, the United States needed to control the vast oil reserves of Central Asia. In 2001, there was a meeting between American and Taliban representatives. The Americans wanted to build an oil pipeline and needed the consent of the Taliban. This project having been refused by the Taliban, the latter were advised that a war would be started against them in October 2001. But a war lead by USA in a foreign country needed the strong support of the American population. In order to gain that kind of support, many neoconservatives like Zbigniew Brzezinski and Philip Zelikow had underlined, over different decades, that a new “Pearl Harbor” would be necessary.
What I understand of the book is that an attack without a very strong visual impact would not mobilize the American population and ensure that the latter would support a war in a foreign territory. Airplanes crashing in the Twin Towers, but more importantly the towers crumbling down would constitute this new “Pearl Harbor”. The freefalling towers would be played and replayed by all the media, reinforcing the desired impact.
But there had to be a certainty that the towers would both completely come down to reach that visual impact. The majority of viewers would certainly not notice that the buildings were all freefalling.
But there was nonetheless a major obstacle: the towers had been built in such a way that many airliners could hit them without destroying them totally, due to the “moustiquaire” design. Added help was required. And this is why there are so many testimonies, from firemen and workers that were present in the buildings, of multiple explosions in the buildings, down to the basements, and this just before the planes hit the buildings. Nobody expected the 2009 discovery of nanothermite in the Twin Towers ashes made by Niels Harrit and his team of scientists. This nanothermite created molten steel. It transformed steel into a metal softer than butter.
To suggest that Ben Laden was still alive, even though his death had been announced by many political personalities and intelligence sources, led the American public to concentrate their attention on a number one public enemy. There was no more moral dilemma to authorize military attacks in Afghanistan, supposedly to kill the perpetrators of the 9/11 attacks. The promised war against the Taliban was now a reality. They did not support an oil pipeline controlled by the Americans and they paid the price for a while.
The reader has to decide what to make of that information. As a controversial subject, I could not find a better one. If you want to look deeper into the subject, there are many books available. Other than Éric Raynaud’s book, published in French, there is no doubt that David Ray Griffin’s analysis and research, initially published in English, might surprise you. The title is: 9/11 Contradictions – An Open Letter to Congress and the Press (ISBN: 978-1-56656-716-9). There are also many documentaries on the subject, among which the well-known video, available on You Tube: 2014 New Loose Change 3rd Edition.
September-11 attacks are the only event in which it is not acceptable to be curious. Here, there is only black and white. You are either on the government side, or you are an advocate of conspiracy theories. Like Bush would put it: “You are either with us, or against us”.
The book “Ninety Percent of Everything” from author Rose George
If there was only a book to be read to learn about the unknown aspects of the maritime business, it would be “Ninety percent of everything” from Rose George. The New York Times says of this book that “it is consistently absorbing, timely as well as deft and that it cracks open a vast, treacherous, and largely ignored world“.
This book holds real surprises. The author was authorized to come aboard the container ship Maersk Kendal to make the journey from Rotterdam towards Singapore, via the Suez Canal. The reader thus learns about the daily operations on these immense ships. But there is more: because the book is extremely well documented, links are established between significant facts of the maritime history and today’s events.
Maersk is Denmark’s biggest company and its sales are equivalent to 20 % of the gross national product of the country. Maersk’s fleet counts more than 600 ships. Its 2011 income was established at 60 billion dollars, which places it just under Microsoft.
Trade carried by sea increased by 400% since 1970. A majority of ships (68 %) navigate under flags of convenience, such as those of Panama or Liberia. It allows for tax reductions and the hiring of low wage immigrant workers. The seafarers are also less protected because the laws of a specific country differ from those in effect once the ships are in international water. The statistics show that 2000 sailors die at sea annually. On the flags of convenience black list: North Korea, Libya, Sierra Leone and Montenegro.
According to International Transport Workers’ Federation (ITF) ” the maritime and fishing industries “ continue to allow astonishing abuses of human rights of those working in the sector…Seafarers and fishers are routinely made to work in conditions that would not be acceptable in civilized society””. A striking example: a Manila company requires that seafarers looking for a job work for free for several months before they can be hired officially. It is worth reading this book, if only to acquaint of the MV Philipp seafarers story. The owners of this vessel, Vega Reederei in Germany, paid their Philippine sailors only a third of the agreed salary.
Given that a container ship can unload and reload thousands of containers within 24 hours, the crew does not have time any more to leave the vessel to profit from stop overs in the various countries like that was done in the past. A seafarer is confined on the boat for months.
There is no efficient way to know what is in all the containers. The United States receive annually 17 million containers and can inspect physically only 5 % of them. In Europe, the percentage is lower, between 1 and 3 %. This means of transportation is thus favored for weapons, drugs and human trafficking. Illegal weapons are regularly sent in separate parts, through several containers, and then reassembled once at the destination.
When a container ship goes through the Suez or Panama Canal, there is no rest authorized for the staff. The captain can be on watch for up to 36 hours in a row. The Suez Canal is nicknamed Marlboro Canal because of the packages of cigarettes handed to the customs officers, the police, the security guards and other official representatives in order to avoid delays that would immobilize the vessel for the most improbable reasons. The transit expenses, as for them, amounts to $300,000 for a ship the size of Maersk Kendal.
The Maersk Patras on the St-Lawrence seaway. The shot is taken from La Malbaie in 2012
The reader learns about the facts surrounding the wreckage of several ships, among which the Danny FII and the Erika. He also acquaints with obligations that bind the companies when a maritime shipping accident arises. The bodies and conventions dictating these procedures are UNCLOS, SOLAS and MARPOL.
The International Maritime Organization (IMO) considers maritime transport as “a relatively small contributor to atmospheric emissions”. However, if we consider the global scale of trade carried by sea, it then becomes a top issuer of greenhouse gases. The fifteen biggest ships were the cause, in 2009, of a pollution equal to 760 million cars. It is interesting to note that “seventy percent of the pollution occurs within 250 miles of land, near coastlines linked to busy shipping lanes […]. In Los Angeles, half of all smog from sulfur dioxide comes in from ships”.
Part of the book deals with hijacking at sea. Again, Rose George offers extremely pertinent information. She explains what the easiest preys are for the Somalian and Yemenites pirates and indicates that the cargo does not present real interest for the pirates. They wish only for the ransom. The chapter covers the adventure of Maersk Alabama, the recent hijacking of MV Golden Blessing, the international recommended transit corridor (IRTC) along the Yemen coast, the protection obtained by the EU-NAVFOR, the pirate’s behavior once aboard ships and the effects on the equipage, before and during the lengthy negotiations.
She unveils surprising information as to the ways negotiations are made during situations of K&R (Kidnap and ransom). The negotiators, often working from London, know the habits and particular requests of the pirates and kidnappers of every problematic region. They know what amount of money will be demanded and how long it will take to solve a crisis. Act too quickly and the demands will increase. If an owner agrees to pay a high amount of money within a short time, the sums are going to increase. The negotiators thus respect the established scales.
There are so many interesting subjects in this book. The reader even learns about the help offered by rare volunteers to needy sailors, during certain stopovers. It is also possible to learn about the increasing noise pollution at sea, a pollution which largely affects marine mammals. There is also a very interesting section covering rescues at sea and the exploits of the merchant navy sailors in period of conflict.
This is a book that I strongly recommend. You will not see a container ship the same way after reading “Ninety percent of everything “.
