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Sunday, October 06, 2024

The Revolution Will Not Be Podcast: Pacifica Radio at 75


October 4, 2024

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The Exacting Ear, ed. Eleanor McKinney, Pantheon 1966.

At three o’clock on a spring afternoon in 1949, in a sixth floor studio above University Avenue in Berkeley, volunteer sound-proofers, “hammering down the carpet at the last moment”, paused in their work. Lewis Hill stepped to a microphone and in his distinctive baritone announced for the first time: “This is KPFA, listener-sponsored radio in Berkeley.” It was an experiment so unlikely (“Why would anyone subscribe to a station they can hear for free?”) that the scoffers in the local Bay Area press predicted it would be lucky to survive six months.

Seventy five years later, the survival of KPFA, founded by conscientious objectors, poets and pacifists in the aftermath of a catastrophic global war, was celebrated by a flying visit to the Bay Area from Amy Goodman, host of Democracy Now! which started life in the mid-1990s broadcasting from the Wall Street studios of WBAI, Pacifica’s New York station.

Goodman is a star in the firmament of community radio, and her tribute to Pacifica’s history, in which she has played such a central role for three decades, was warmly applauded by the congregation at the Church of Christ Scientist, Maybeck’s gorgeous architectural masterpiece on the south side of the Berkeley campus. Perhaps the spirit of the occasion forebade mention of the fact that, directly across the street, People’s Park – a landmark both in the history of the city and of KPFA – lies invisible and impenetrable, brutally enclosed by barbed wire and a ring of steel containers planted by the University of California administration bent on erasing both the park and the popular memory of what happened there in the 60s.

The struggle over People’s Park and Pacifica’s own Civil War, triggered by Clinton’s Telecommunications Act of 1996 and culminating in the so-called Battle of Berkeley in 1999, are connected through the deep history of settler-colonial dispossession, neoliberal enclosures and now a re-privatization of the liberated common land. The ill-judged revision of the network’s governance in response to the drastic deregulation of the airwaves has left KPFA, and the Pacifica Foundation that owns the station, in deep financial and managerial trouble.

The originating impulse of the Pacifica project, poetically named as a gesture to the founding vision, was to explore through peaceable dialogue the root causes of conflict — between individuals, nations, and belligerent empires. By bringing to the airwaves “informal, intensely personal, uncensored, and free-ranging discussion” – the description is philosopher Erich Fromm’s – together with the finest of the radio arts, the listening community would be equipped with an “exacting ear”, in the happy phrase of Eleanor McKinney, one of the trio of syndicalist founders.

[Image hereabouts]

There is a special intimacy to radio when not used for commercial or state propaganda, understood as the discourse of domination. The tone and rhythm of those first KPFA broadcasts are crucial to understanding the power of “the Pacifica idea” and the enduring loyalty it has evoked in its audience. Recollecting the very early days at the station, another of the founders, the poet and documentarian Richard Moore, expressed it to me this way: “It was our experiment with form that was radical, as much as any content.” Margot Adler, a student at Berkeley in the mid-60s and later host of a phone-in show on Pacifica’s New York station, recalled: “It’s hard to imagine how different it was to hear someone talking honestly — about anything — on the air.”

The bonds forged between the Pacificans and the audience they conjured out of the air was tested after fifteen months, when in the summer of 1950 the money ran out. Lewis Hill’s imagined audience showed up in the flesh at a packed community meeting at the Fellowship Hall in Berkeley, intent on bailing out the sinking vessel. Lewis Hill was never so moved as by that gathering; “We can’t let this die”, he told his confederates. With collective self-salvage in mind, Hill argued in his 1951 manifesto, “The Theory of Listener Sponsored Radio”, that the KPFA experiment entailed a “two-way responsibility”, a “conscious flow of influences, some creative tension between broadcaster and audience”.

What was “the Pacifica idea”? Firstly, for those at the microphone the freedom of not having “to simulate emotions, intentions and beliefs” was the essence. Hill had not shed a vague sense of ethical corruption from his time as an announcer at a commercial radio station in Washington DC – “the words are familiar, and every sentence is grammatically sound, but the text is gibberish”). “The people who actually do the broadcasting should also be responsible for what and why they broadcast”, insisted Hill the syndicalist. At the other end of the apparatus, for the project to succeed, the listener subscribers demonstrated what he called “a kind of cultural engagement”, amounting to a “mutual stimulus”. Success for Hill would mean the pilot experiment resulting in “a new focus of action or a new shaping influence that can hardly fail to strengthen all of us”. The “us” began for Hill with his personal circle of friends and comrades —the war resisters of the CO camps and the poets, artists and writers in San Francisco’s bohemia — but the aim was also to reach, via the apparatus of radio, the shipyards of Richmond and the neighbourhoods of Oakland.

Hill understood very well that listener-sponsorship could go wrong, if subscribing were reduced, as he said, to a tax write-off, or a response to special gift premiums (“We’ve got hoodies, we’ve got socks, we’ve got water bottles – check it out!”, cajoled one announcer during a recent fund drive on KPFA.) ‘Underwriting’ by big business has led directly to the soporific diet now on offer from NPR. (Is that why they’re constantly advertising mattresses?) The recent decision by Pacifica’s management to take advertisers’ money suggests that it may be time to wind up the experiment. Indeed there might be no option. Some readers of CounterPunch will recall the news that, in December 2022, US marshals seized 305,000 dollars from KPFA’s cash reserves to settle a defamation lawsuit brought by a former interim executive director of the Pacifica Foundation, the legal owner of the station. Since then there have been staff layoffs and preparations to sell off physical assets. KPFA, the flagship of the five listener-sponsored stations, is now in real danger of sinking along with its owner and the rest of the network, thanks to mismanagement at the national level and the perversely bloated Pacifica governance structure adopted in the wake of the crisis of 1999-2001.

Can the Pacifica network survive? Notoriously, Pacifica thrives in times of emergency. Dan Coughlin, the executive director who guided the network away from the brink of bankruptcy at the millennium, drily quipped: “War is the health of the station”. Pacifica’s fortunes wax and wane according to the rhythms of the US imperium. Margot Adler, host of ‘Hour of the Wolf’ in the 1970s, put it bluntly: “The Vietnam War ended, and we lost half our audience. It was as simple as that. WBAI grew from the blood of the Vietnamese.”

Some veteran activists believe that KPFA remains a viable institution, provided that the station can get out from under the Pacifica Foundation, owner turned parasite — and lately, asset stripper. The business of cutting KPFA free from its incubus will require serious forensic skills, and very likely some real street heat.

In any case a campaign for KPFA’s survival will have to be waged in the current mediascape, including the new (anti-)social media, whose wider context is the political economy of telecommunications in the US. The situation remains fundamentally unchanged since I spoke at a Federal Communications Commission Hearing on Media Ownership, in the aftermath of the 1996 Telecommunications Act which led to a predictable looting of the public airwaves (see “A May Day Message to the FCC”, CounterPunch, April 30th, 2003). I noted that “the anti-globalisation and anti-war movements well understand the lethal connections between the so-called market, concentrated media ownership, and untrammeled militarism.” I still stand by my assertion to the Commission that “the flourishing of life…around the planet, now depends on the reappropriation of the commons, and that includes – because the means of communication without limits is the very condition of possibility of all else – the seizing back of the electromagnetic spectrum, the de-commodification of the airwaves.”

Now, suppose the good ship Pacifica goes under. What would be lost? Above all, a dependable forum for the candid and dissenting dialogics that inspired the original vision, still embodied in a handful of excellent Public Affairs programs the founding trio would recognize – such as Letters and Politics, Against the Grain, and Behind the News. The rhythm and cadence of Against the Grain, for example, is recognisably in a venerable KPFA tradition, and helps to account for its enduring vitality. The interviews are recorded in advance, impeccably edited, and broadcast three days a week at noon. Taking turns at the microphone, and making decisions independently as to topics and guests, the hosts Sasha Lilley and C.S. Soong evince a congenial complementarity in style and emphasis. Soong is inclined to the philosophical and esoteric (the shade of Alan Watts hovers nearby), while Lilley clearly draws on her training in political economy. Questions are always posed in a spirit of open inquiry, with the aim of drawing out, maieutically, the fruits of new scholarship or critique, often focused on a recently published book, essay or article. By their deep, evident commitment to socratic form, and by coming to the interviews formidably prepared, a mutual respect with the interlocutor is quickly established and conveyed to the listener.

The original idea for the program emerged in discussions in 2002 between the two producers, who agreed there was a kind of vacuum in strategic thinking on the left. The reasons were perhaps not hard to find. Violent state repression directed at the worldwide movement against capitalist enclosures, aka “globalisation”, had taken a toll, both in the streets and in the theory kitchens. The repression only intensified in the wake of the September 11th attack on the World Trade Center.

It was clear to Lilley and Soong that, for antagonists of capital and empire, these new conditions lacked critical scrutiny. “When we launched”, recalls Sasha Lilley, “we felt strongly that many of the ideas of the anti-globalization movement, the antiwar movement, and the left more broadly, needed interrogation. Apparently many KPFA listeners agreed, because when C.S. Soong and I ran a four part series challenging conventional wisdom on the left, called Free Radicals, it led to a flurry of emails to KPFA management asking for more.”

An opening in KPFA’s schedule gave them the opportunity for extending the interrogations. In their sights, recalls Lilley, was “the localism fetish of the global justice movement; the anti-war movement’s “No Blood for Oil” simplification, the romanticizing of the subaltern and the Global South; and of course conspiracism instead of anticapitalist analysis.”

The boisterous street carnivals of refusal north and south, galvanised by the spellbinding—and spell-breaking—eloquence of Subcommandante Marcos, and amplified by vibrant indymedia, seemed briefly to herald the birth of a countervailing force that might truly disrupt the specialists in ’structural adjustment’ at the IMF and WTO. But the ’second superpower’ (to use the anxious, hyperventilating language of the New York Times commentariat), which flared brightly in Seattle, Porto Allegre and around the planet, turned out to be a will o’ the wisp, its fragile transnational infrastructure interrupted by, among other things, ‘anti-terrorist’ restrictions on travel. In the assessment of Seamus Davis, cartographer of anticapitalist resistance, “By 2003 the movement was punching below its weight”. Things were not helped by the widespread privileging of activism at the expense of analysis and reflection. “Activist” had become, at least in the US, a badge of identity, an occupation without any content except perhaps a romancing of barricades, which, as their historian Eric Hazan drily observed, were already out of date by 1871.

Two decades on, Against the Grain is going strong. It has been, by any worthwhile measure, a resounding success of the kind the founders of the station hoped for, though they could hardly have imagined the instantaneous planetary reach of the program made possible by the internet. The roster of guests amounts to a pantheon of contemporary radical thought —  to name just a few: geographer David Harvey, socialist feminist Silvia Federici, demographer Amartya Sen, urbanist Mike Davis, classicist Ellen Meiksins Wood, economist Thomas Piketty, historians Robin D. G. Kelley, Peter Linebaugh, Vijay Prashad and Howard Zinn, linguist Noam Chomsky, anthropologist David Graeber, journalist Naomi Klein, psychiatrist Joel Kovel, lawyer Staughton Lynd, sociologist Frances Fox Piven. The program’s archive is a treasure house of critical exchange in the early 21st century.

No doubt Against the Grain could take its chances – likewise Doug Henwood’s Behind the News and Mitch Jeserich’s Letters and Politics – and even flourish among the flood of podcasts coming online at the rate of 500 a week (although half of them expire within six months.) Against the Grain, by now an institution within an institution, has conjured into being an ‘imagined community’, albeit uncertain of its collective powers. We badly need such a program in the days ahead, to assist in the hard work of root-and-branch rethinking of the terms and tactics necessary to a planetary politics for commoners, after the Holocene.

I believe it’s also important for KPFA listeners to organize against the loss of the station’s bricks-and-mortar studios, an underused community asset moored like a ghost ship on MLK Way in Berkeley, and to keep broadcasting from Grizzly Peak and its 94.1MHz home on the FM dial, an island in the privatised spectrum, amid the rumbling basso continuo of commercial America (“I drive my car to supermarket / The way I take is superhigh /A superlot is where I park it /And Super Suds are what I buy.”) It was a minor miracle in a nation Melville saw as dedicated only to commerce that Lewis Hill’s pilot experiment took flight. The choice of fare on offer – drama and literature, music, public affairs, children’s programming – was only part of the magic; more potent was the mutual recognition, respect and camaraderie that passed between the pioneering broadcasters and the audience conjured into being.

Unfortunately, the essential syndicalist principles were overlooked – Hill’s anarchist comrades warned him that worker control would be broken on the anvil of bureaucratic governance required by federal regulation, if state censorship didn’t get them first. It’s a grim irony that the new internal governance structure, put in place after the crisis of 1999 to safeguard the network, may materially contribute to the demise of the Pacificans’ noble experiment.

The radical Cornell scholar Benedict Anderson in the 1980s achieved intellectual fame for his notion of the “imagined community”, about which he later remarked that they were “a pair of words from which the vampires of banality have by now sucked almost all the blood.” Anderson coined the phrase to theorize not the radio but the printing press and the emergence of “the nation,” specifically, the role of print capitalism in the spread of nationalism. Anderson defined the nation as a collection of strangers who do not know each other and will never meet but nevertheless are able to exert a world-changing social force. I think it fair to say that Lewis Hill had such business in mind when he composed “The Theory of Listener Sponsored Radio” back in 1951. But if KPFA is reduced, at best, to an online ‘platform’ of serial, atomized podcasts, then what will surely be lost is the integrating impulse of Hill’s vision, the possibility of a collectively imagined “focus of action” necessary to the building of a peaceable world.

Iain Auchinleck Boal is a social historian of science, technics and the commons. He is associated with the Retort group of antinomians based in the San Francisco Bay Area. In London, he co-founded MayDay Rooms, a safe haven for archives of dissent and a meeting place for weary utopians. He can be reached via carpenox@sonic.net

Thursday, September 12, 2024

 

KiwiRail Fined $260K for 2023 Ferry Blackout Due to Maintenance Failures

Kaitaki ferry
Kaitaki blacked out in 2023 due to maintenance issues resulting in today's file (KiwiRail file photo)

Published Sep 9, 2024 1:01 PM by The Maritime Executive

 

 

KiwiRail, the operator of RoRo ferries between New Zealand’s north and south islands, was ordered to pay US$266,000 in fines and costs after a 2023 incident that endangered the lives of more than 800 people aboard the company’s ferry Kaitaki. Maritime New Zealand filed charges against the operator of the large inter-island ferry after an investigation found the company had installed an outdated critical engine gasket and that it was overdue for replacement when it failed causing the vessel to black out.

“This is an alarming example of what can go wrong when maintenance is poorly managed,” said Kirstie Hewlett, Director of Maritime NZ commenting on the fines leveled against the company. “We have been clear to KiwiRail about our expectations around the management of its fleet, and KiwiRail has undertaken significant work since.”

The company was cited for the incident that took place on January 28, 2023. Its vessel the Kaitaki, built in 1995 in the Netherlands and operating for KiwiRail since 2005, blacked out as it was approaching Wellington, New Zealand with over 800 people aboard. The ferry is 22,365 gross tons with a capacity for 1,650 passengers as well as 600 cars and makes an approximately 3.5-hour run between the two islands.

That day it departed Picton at 2:00 p.m. and three hours later it was near Sinclair Head outside Wellington when the vessel lost power. The crew dropped anchor and declared a mayday while passengers were mustered and given life jackets.  At the time, strong southerly winds were gusting up to 45 knots and the swells were up to nearly 10 feet near the entrance to Wellington harbor. Maritime NZ highlights if the anchor had not held, the vessel would have been driven ashore on the rocks. It took about an hour to restore power and the ship limped into Wellington escorted by a tug and docking around 9:00 pm.

The subsequent investigation found that a rubber expansion joint that was 18 years old and overdue for replacement under both the manufacturer and company guidelines had failed. KiwiRail confirmed in the days after the incident that there had been a leak in the vessel’s engine cooling system that caused a loss of pressure and automatic sensors shut down all four engines to prevent overheating.

New Zealand’s Transport Accident Investigation Commission (TAIC) later reported there were a dozen of the gaskets aboard the vessel and that the one that failed had been manufactured in 2005. It sat on a shelf till 2018 when it was installed. Two others aboard the vessel were also found to be 13 years old.

Today’s decision in the case levied a fine of US$253,700 for its breach under the Health and Safety at Work Act. The company was also ordered to pay US$12,300 in costs. 

Maritime Union of New Zealand National Secretary Carl Findlay issued a statement after the verdict saying the failure should never have happened. The union also used it as an opportunity to again call for a replacement fleet.

“But you can’t look at this without the bigger picture,” said Findlay. “This is critical infrastructure that is aging out and has been underfunded by successive governments for years.” 

KiwiRail had plans for a new fleet of ferries ordered from South Korea’s Hyundai Mipo Shipyard. The government refused to fund the project in 2023 and the order was canceled earlier this year. The current fleet of ferries was built between 1988 and 1998 and has had a series of problems. In June, another of the company’s ferries, Aratere (18,000 GT) went aground departing Picton. It was refloated the following day with the aid of tugs while further questions were raised about the future operations of the aging fleet.

Friday, August 30, 2024

 

American Adventurer Dies in Reenactment of Viking Voyage

Capsized rowboat
Courtesy Norwegian Coast Guard

Published Aug 28, 2024 7:09 PM by The Maritime Executive

 


On Wednesday, an American national was killed and five survivors were rescued after a Viking ship replica sank in foul weather off the coast of Norway.

The crew - an international team of adventurers - were attempting to recreate a Viking voyage using period-appropriate technology. They had set off in a 30-foot wooden skiff powered by oars and sails, bound from the Faroe Islands to Alesund, Norway. Their vessel, dubbed Naddoddur, was named for historical Norwegian explorer Naddodd, the discoverer of Iceland. The boat had a successful history of navigation in the North Sea and the Norwegian Sea on past expeditions. 

In pre-voyage blog posts, the organizers noted that they were aware that conditions wouldn't be "particularly calm," and they conducted safety trainings in advance for capsizings and other potential emergencies. Some of the crewmembers were experienced in ocean crossings, including Livar Nysted, a world-record-holding ocean rower from the Faroe Islands.

Courtesy Sail2North

On Tuesday, when they were about 60 miles off the port of Stad on Norway's west coast, they encountered rough conditions with waves of up to 15 feet. The crew sent a mayday at about 1800 hours Tuesday evening, according to Norwegian authorities, and a helicopter was dispatched to the scene. The aircrew found that the boat was not in distress and had issued a false alarm, according to Norwegian media. 

One hour later, the boat capsized, sending all six people over the side. A large-scale search with helicopters and surface assets ensued, aided by good Samaritan vessels. Conditions were difficult, with low visibility, high waves, winds of up to 40 knots and intermittent heavy rain. 

Five were rescued, but one remained missing, and the search continued into the night. The Norwegian Coast Guard vessel KV Bergen discovered the remains of a female passenger hours later.

Officials withheld the name of the deceased, but the expedition organizers have confirmed that the victim was U.S. resident Karla Dana, 29. The five survivors have been identified as skipper Andy Fitze, Livar Nysted, Saeny Blaser, Georg Aebi and Martin Fitze; all were in good health and uninjured.

Tuesday, August 13, 2024

 

NTSB: Corrosion in Void Spaces Sank Aging Towboat

Jacqueline A sinking
Courtesy North Myrtle Beach Rescue Squad

Published Aug 13, 2024 4:11 PM by The Maritime Executive

 

The NTSB has released its investigative report on the sinking of the towboat Jacqueline A, which sank while under tow in the Atlantic off the coast of South Carolina. The vessel went down because of corrosion holes in small void spaces above the lazarette, leading to water ingress and progressive flooding through unsealed wire runs between compartments. 

Jacqueline A was a 60-foot towboat built in 1981 as the Eric Paul. Since 2012, she had been in service with a small towing company in Weems, Virginia, and was used for barge tows on the Chesapeake Bay. She was taken out of service in 2019 because she was not compliant with the newly-crafted Subchapter M regulations for towing vessels, and was laid up for several years. 

In mid-2023, the vessel's owner decided to return Jacqueline A to service and contracted with a yard in Louisiana to make upgrades and repairs. The owner hired a captain, mate and deckhand for a transit voyage to deliver the vessel to the yard. The captain said that the vessel's mechanical spaces looked to be in great shape, but the lazarette was not visually inspected immediately prior to the voyage (it had been checked three months earlier during a yard period). 

The master got under way on August 6, 2023, and headed for the Intracoastal Waterway. As the weather improved, the master decided to take an open-ocean route from the Cape Fear River inlet in North Carolina to Port St. Lucie, Florida, saving time. 

At about 1350 hours on August 8, the Jacqueline A left the Cape Fear River channel and headed southwest along the coastline. The seas were on the port beam at four feet, and the vessel was "rolling pretty good," according to the mate. The aft deck was taking water over the bulwarks, not unusual for a towing vessel in rough weather. Conditions subsided over the next few hours, but sea spray continued to wash over the vessel periodically. 

Between 1830-1850, the captain - who was on watch - noticed that the towboat had taken on a port list. He went out of the wheelhouse on the port side to look aft, and he saw that the main deck was underwater up to the edge of the deckhouse. 

The master checked the engine room and found that water was spilling in from the two wire runs that connected the engine room to the lazarette. (Jacqueline A had two four-inch pipes running from the aft engine room to the lazarette, through the potable-water tanks. They were unsealed and open-ended.) There was water in the bilge up to the bottom of the engine on the port side. The crew attempted to start bilge pumps, but the situation rapidly deteriorated, and the Jacqueline A quickly took on a severe port list and aft trim. 

At 1856, the master made a mayday call and gave the Coast Guard the vessel's position - just in time, as the generator shut down and took out the radio shortly after. 

The Jacqueline A began to go down quickly by the stern, but as she was only in 31 feet of water, her downward progress was arrested when her hull struck the bottom. The bow remained above the surface, and the crew moved forward of the wheelhouse, where they stayed to wait for a rescue. 

Three near-shore response boats from local agencies arrived at about 1940 hours, and they took the crew aboard for safe delivery ashore. No injuries were reported; the Jacqueline A fully sank shortly after. 

The vessel was raised by a salvage crew on August 21. The Jacqueline A's systems had sustained extensive damage throughout, and the cost of repairs was more than the value of the towboat, so she was declared a total loss. 

During a post-casualty inspection, the inboard plating of the bulwarks was cut away, and revealed wastage with holes of 2-8 inches in diameter on the deck plating of the small void spaces inside. The exterior of the bulwarks also showed substantial wastage, some of which had been covered with fiberglass patches. The port engineer had identified the enclosed bulwarks as a hazard earlier, and they were due for removal during the Louisiana yard repair period. 

There was also a previously-undetected hole on the stern hull plating - the aft bulkhead of the lazarette - that was less than one inch in diameter. Gaskets were also missing from weathertight doors on the deckhouse.  

The Coast Guard's Marine Safety Center concluded that the Jacqueline A's lazarette began to flood through the small hole. As the stern sank lower, the holes in the deck would have accelerated the rate of flooding. Once the lazarette filled, it would have begun flooding the engine room via the unsealed wire runs at up to 1,100 gallons a minute. From start to finish, once the aft deck was submerged, the towboat would have gone down in 9-16 minutes. 

"The lazarette was a relatively small space compared to the engine room. If the wire runs had been sealed, flooding would have been contained to the lazarette, and the vessel likely would have remained afloat," concluded NTSB. 

The agency cautioned operators, yards and designers to avoid creating small void spaces, where moisture can accumulate undetected and lead to severe, undetectable corrosion. It also reminded owners of the need for proper sealing of wire runs and other penetrations through bulkheads, since holes enable progressive flooding. 

Informally, NTSB noted that the crew could have observed the vessel's "poor material condition" when they arrived at the pier and should have conducted a more thorough inspection - including opening up the lazarette for a visual examination - before getting under way.

Thursday, July 11, 2024

Baltimore bridge collapse survivor recounts fighting for his life in NBC interview

The only person who survived falling from Baltimore's Francis Scott Key Bridge during its catastrophic collapse says he watched in horror as his coworkers, friends and relatives plunged to their deaths

Via AP news wire
JULY 111,2024



The only person who survived falling from Baltimore's Francis Scott Key Bridge during its catastrophic collapse says he watched in horror as his coworkers, friends and relatives plunged to their deaths.


In an exclusive interview with NBC News that aired Wednesday evening, Julio Cervantes Suarez described fighting for his life after his truck tumbled into the Patapsco River. He was part of a roadwork crew filling potholes on the bridge when a massive cargo ship lost power and crashed into one of its supporting columns on March 26.

Six people died in the collapse, including Cervantes Suarez’s nephew and brother-in-law. An inspector working alongside the crew was able to run to safety and declined medical treatment.

Cervantes Suarez, 37, who hadn’t previously spoken publicly about his experience, said the men were sitting in their construction vehicles during a break when the bridge suddenly started crumbling beneath them. A last-minute mayday call from the ship’s pilot had allowed nearby police officers to stop traffic to the bridge just moments earlier, but they didn’t have enough time to alert the construction workers.

Faced with almost certain death, Cervantes Suarez said he thanked God for his family.

Miraculously, he was able to manually roll down the window of his rapidly sinking truck and climb out into the frigid water.

“That’s when I realized what happened," he told NBC News in Spanish. “I looked at the bridge, and it was no longer there.”

He said he called out to his companions by name, but no one answered him. Unable to swim, he clung to a piece of floating concrete until he was rescued by first responders. He was hospitalized for treatment of a chest wound.

Cervantes Suarez said he’s haunted by the fall and grieving an unimaginable loss.

All the victims were Latino immigrants who moved to the U.S. for work opportunities.

In the immediate aftermath of the collapse, Baltimore County’s close-knit Latino community constructed an elaborate memorial where loved ones gathered often while salvage divers continued searching the wreckage for human remains. It took six weeks before all the bodies were recovered.

“They were good people, good workers and had good values,” Cervantes Suarez said.

A National Transportation Safety Board investigation found that the wayward cargo ship Dali experienced power outages before starting its voyage from Baltimore to Sri Lanka, but the exact causes of the electrical issues have yet to be determined. The FBI is also conducting a criminal investigation into the circumstances leading up to the disaster.

The ship’s owner and manager, both Singapore-based companies, filed a court petition soon after the collapse seeking to limit their legal liability. The City of Baltimore, among other entities, have challenged that claim and accused the companies of negligence. Lawyers representing victims of the collapse and their families, including Cervantes Suarez, have also pledged to hold the companies accountable.

A federal court in Maryland will ultimately decide who’s responsible and how much they owe in what could become one of the most expensive maritime disasters in history.

Officials have pledged to rebuild the bridge, which could cost at least $1.7 billion and take several years.

During a Senate committee hearing Wednesday morning, Maryland senators reiterated calls for Congress to approve a spending measure that would allow the federal government to cover 100% of the rebuild effort.

The sections of the bridge that remain standing will be demolished in the coming months to make way for the new structure, local media reported earlier this week.

Friday, July 05, 2024

 

Italy Detains “Banksy” Migrant Rescue Boat for Second Time

NGO migrant rescue boat
Louise Michel (note the Banksy artwork behind the pilot house window) was ordered detained for the second time by Italian authorities (Louise Michel)

PUBLISHED JUL 4, 2024 2:24 PM BY THE MARITIME EXECUTIVE

 

 

Italian authorities for the second time in a little over a year have issued a detention order to a German-operated rescue boat that became famous because of its funding by British street artist “Banksy.” The group’s vessel Louse Michel had just returned to sea after a long maintenance period and completing the rescue of 36 individuals before running afoul of the Italian regulations.

Starting in February 2023, Italy enacted new regulations controlling the operations of the fleet of NGO rescue vessels combing the Mediterranean. Among the rules, the Coast Guard has the right to designate the port destination for the returning rescue vessels and failure to follow the instructions will result in being detained for 20 days.

According to the German NGO Louise Michel, rescue vessels were detained by the Italian authorities 13 times in 2023. Its vessel of the same name was detained in March 2023, and yesterday they reported the second detention order for the vessel. The group is “demanding the immediate withdrawal of the detention,” citing the continuing danger to migrants attempting to cross the Mediterranean.

The group Louise Michel reports that so far this year over 1,000 deaths or people gone missing have been recorded in the Mediterranean. For all of 2023, they report over 2,100 people lost their lives while it is expected that many others went missing and were never found. They assert over 53,000 people have been turned back to Libya or Tunisia in the ongoing crisis.

The well-known street artist Banksy reportedly approached the group in 2019 saying that he wanted to donate the proceeds from art done about the migrant crisis. The group used the funds to purchase a surplus 31-meter (102-foot) French patrol boat formerly used by the Customs Authority. It was renamed Louise Michel after a French anarchist. Banksy provided an artwork of a girl in a life vest holding a safety buoy and to make the vessel unique it was painted pink before starting its missions in 2020.

While the vessel is one of the smaller ships in the NGO flotilla, it is also reported to be one of the fastest. It is capable of reaching 27 knots, a speed that lets it outrun the Libyan Coast Guard.

The group reports the vessel conducted 18 rescue operations in 2023 with five volunteer crews. They assisted 923 people. At the end of 2023, the Louise Michel headed to a shipyard in Spain for a much-needed overhaul of the 30-plus-year-old vessel. They worked on the hull and the engines were removed for an overhaul.

The Louise Michel responded to Mayday relays from the EU Coast Guard Frontex on July 1 but only found an empty rubber raft. However, hours later into their mission, they found 36 people, including 17 unaccompanied minors in what the group says was an “unseaworthy rubber boat in distress.” The people were taken aboard the Louise Michel and given water, blankets, and medical care. The group reports that the Italian Coast Guard instructed them to sail to the port of Pozzallo, Sicily to disembark the rescued individuals. 

“As the weather on the route was predicted to be too bad for a safe journey, our crew decided to seek shelter closer to Lampedusa where, during the night, we then got permission to disembark all survivors,” the group writes. Hours later, the group was served with a 20-day detention for the vessel for not following the order to disembark in Sicily.