The graphic novel “Le murmure de la mer”, by Hippolyte.
The graphic novel “Le murmure de la mer” is a tribute to the work of the Ocean Viking’s crew, the rescue ship belonging to the SOS Méditerranée group. Its mission is to rescue migrants leaving North Africa, particularly the Libyan inferno.
Those refugees find themselves overcrowded on makeshift boats, drifting endlessly in the middle of the sometimes raging Mediterranean Sea. Often, the rafts brush up against Libyan oil platforms. Day and night, the coast guards pursue the migrants and brutally drag them back to Libya.
After a first blocked attempt to participate in a rescue, the author climbs aboard the Ocean Viking in 2020 as a journalist, cartoonist and crew member. He’s directly involved in the salvage operations, and recounts his experience in a series of beautiful sketches and touching photos.
Readers appreciate the great discipline and preparation required to carry out salvage missions in an orderly and safe manner for all concerned. Sentimentality has no place when rescuing migrants in crisis. Not following procedures can result in further deaths, including those of crew members.
A page from the graphic novel “Le murmure de la mer”.
We bear witness to the crew’s successes and failures in their attempts to rescue as many people as possible. The sailors of the Ocean Viking face administrative blockades from Italy, which seeks to limit the considerable arrival of refugees.
First among these attempts to hinder rescue operations is the obligation for the ship to remain docked for long periods for different reasons.
Next is the requirement to transfer the new migrants to ports far from the Ocean Viking’s position. These ports are deliberately chosen by the Italian government to generate fuel costs and lengthy delays between each recovery mission. This drag prevents thousands of refugees from being salvaged.
We must, however, question the involvement of other states when it comes to admitting migrants. The misfortune of people living in countries disadvantaged by ruthless dictatorships, climate change or poverty accelerated by the plundering of wealth is everyone’s responsibility.
Once the refugees are on the boat, the crew still has to secure them, care for them and prepare them for transfer to their next land of welcome. We all know the story of those vessels which have picked up hundreds of Africans in difficulty, and which remain immobilized for weeks while awaiting clearance to transfer the survivors to a new territory. Yet the law of the sea states that any ship’s captain who learns that human beings are in peril on a body of water must render assistance.
In short, a fascinating and informative read. It increases our understanding of the challenges faced by crews helping humans in danger on the Mediterranean Sea.
Sea kayaks at Saint-Laurent-de-l’Île d’Orléans 2023
On Sunday, September 24, 2023, the company Quatre Natures organized a certified level 1 sea kayaking course the St. Lawrence River, starting from Île d’Orléans. As registration was done well in advance, we had to be a bit lucky during the activity, as it would take place as much in good weather as in bad.
So, I take a chance. Fortunately, an incredible day awaits the six students: full sun and twenty degrees Celsius. How should we dress for the circumstances? We know that the human body temperature is 37 degrees Celsius. The kayaker adds up the water and air temperatures and compares the total to the temperature of the human body. With the river that day at 18 degrees and the air around 20 degrees, this gives a total of 38. As this figure is slightly higher than normal body temperature, we can wear normal clothing for water activities, rather than a wetsuit.
The morning is used to cover theory. No one sets foot in the water. The instructor discusses what the kayaker must have on board, the relative quality of different equipment, preparation, communications and radio frequencies, safety and hypothermia prevention, and so on.
Sea kayaking activity at l’île d’Orléans (photo Vadym Kravchenko)
After lunch, the kayaks are placed on the lawn and the vocabulary related to each part of the kayak is learned. The student then settles into the kayak and learns how to adjust the footbraces, hold the paddle, install the spray skirt, and so on. The boats are then brought to shore and kayaking begins.
First, we learn the basic maneuvers. How to embark and disembark, the trajectory the paddle should follow in the water depending on whether you want to go forward, backward or turn. We discuss the correct position of the body, arms and wrists on the paddle, and the importance of rotating the pelvis to force the paddle properly. We quickly realize the influence of side winds on the kayak, especially when it has no centerboard or rudder.
The river is considered level 2 for kayaking. The current is strong, and we have to deal with three-metre tides. The wind around the island is also stronger than in Quebec City. Level 1 kayakers are encouraged to seek out Level 1 locations to gain experience, and never to set off alone at this stage of their learning process.
During the exercises, you can see the container ships and the various pleasure boats offshore. The larger vessels generate waves that take between five and ten minutes to reach the shore. When these approach, the instructor warns novice kayakers to turn to face the wave, so as to limit the effects on the boat.
The container ship Hapag_Lloyd Quebec Express and the container ship MSC Paola are sailing around Île d’Orléans near Quebec City.
The BBC Manila carries wind turbine blades on the St.Lawrence Seaway near Quebec City.
Then come the emergency maneuvers: what’s the procedure for getting out of a kayak that’s just capsized? How do you help someone who has capsized?
I didn’t have time to get to this stage of the course. I capsized before. I don’t remember how I managed to extricate myself from the kayak and get back to the surface, but we’re not talking about an approved method here. The brain immediately detects the danger and organizes itself so that the body gets out of the kayak and the head doesn’t stay underwater for too long.
In the minutes that follow, the instructor teaches us how to perform the classic exit from a capsized kayak. We work in pairs. At Level 1, there’s no question of using the paddle to force the kayak to turn.
To obtain KDM 1 certification, everyone must lean sideways so that the kayak tips over. Once submerged, the student leans forward, unhooks the spray skirt attached to the kayak, and slowly taps the kayak’s hull three times to signal that he is in control of what he is doing. The instructor wants to avoid unpredictable reactions. We then push ourself out of the kayak by placing our hands at hip height on the coaming. As soon as we are out of the water, it’s imperative that we hold on to our kayak, thanks to the lifeline. It only takes a few seconds. Here and there, you can hear a little coughing as the student surfaces, but nothing more. A good sip of St. Lawrence River boosts the immune system.
Next comes the recovery of the person in the water. As we work as a team, the kayaker in difficulty clings to the front of our kayak and stays there until we catch up with his or her kayak, lift it onto our boat, empty it of water, turn it over and position it correctly.
Sea kayaking course level 1 with Quatre Natures (photo Quatre Natures)
The person clinging to the kayak then releases his or her grip, and depending on the method taught, climbs back into the boat while the latter is being held securely. The important thing here is to keep the center of gravity as low as possible. If the person doesn’t hurry and proceed step by step, the operation is a success every time.
A few more exercises follow, and it’s back to the beach on Île d’Orléans a few hours later. Once all participants have dried off and put on their warm clothes, the course concludes with a few weather notions, including the need to consult weather forecasts and radars, and to return quickly to shore when storm cells are present.
We also cover tide calculation (rule of 12) and how to attach a kayak to a car roof. How many attachment points? What equipment is available to make the job easier? Where should harnesses go to avoid breaking the kayak? Etc.
The KDM 1 certificate is awarded approximately eight to nine hours after the start of the course, depending on the instructor’s assessment. I noticed that on the way home, in the heat of the car, I really didn’t feel like rushing on the road. But you quickly come back to reality when you see how fast the cars are coming up behind you.
French version of Chasing the Thunder: “À la poursuite du Thunder”.
This book is sure to please fans who can understand French and true stories. “In pursuit of the Thunder – the story of the longest naval chase of all time” quickly hooks us, especially since it is a first in maritime history. The authors of this investigative story are two experienced journalists by the name of Eskil Engdal and Kjetil Saeter.
The information they were able to collect through multiple interviews around the world allows the reader to better understand what hides behind the theft of fishery resources in Antarctica.
This illegal fishing is a big business where the mafia, especially Spanish, does not hesitate to order the cutting of fishing nets or simply to sink a trawler to prevent the obtaining of evidence. Click on the link for a video of this maritime accident.
The chase takes place in inhospitable waters and spans several months and over 15,000 kilometers as we follow the stories of several members of the chase team as well as the illegal fishermen.
The authors discuss the squandering of resources, the lax legislation regarding illegal fishing in international waters, the methods that criminals use to remove a boat’s registration from the registers, the lack of political courage at the international level, the omerta that reigns in the villages where illegal fishermen operate, money laundering and modern slavery.
The Thunder’s captain does everything in his power to escape the pursuers. This escape leads him to sail in very risky areas through passages almost blocked by ice, hoping that the smaller pursuing ship will not dare to venture on the same route. He also steers his trawler into areas where strong waves risk sinking the pursuing ship.
Captain Peter Hammerstedt of the pursuit ship Bob Barker does not back down from any obstacle that stands in his way during the chase. He shows a determination that infuriates the Thunder’s crew and lead them to make mistakes.
The ecological thriller Chasing the Thunder was screened in 2019 at the World Biodiversity Conference.
In March 2023, more than 100 countries signed a treaty on high seas diversity, after 15 years of effort. Greenpeace welcomed the treaty, but demands that it be translated into action…
Reading this book alone will awaken the reader to many previously under-reported aspects of illegal fishing on the high seas, all in the context of a hunt unique in the history of maritime shipping.
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 “.
