Friday, March 26, 2021

UK
Asda workers’ equal pay victory: what does Supreme Court ruling mean?


Judges have ruled that thousands of shop-floor staff can compare their jobs to those of warehouse workers who are paid more, but there is a long way to go in this £8bn battle
3/26/2021


Asda could face a multi-million pound bill if the claimants are successful in the end
(PA)


A Supreme Court judgment stating that Asda store workers can compare their jobs to staff in depots is a boost for thousands of other retail workers pursuing claims for equal pay, the majority of them women.

Lawyers described the decision as “monumental” but it is far from the end of Asda staff’s legal battle, which has already gone on for five years.

What did the Supreme Court say?

Judges in the UK’s highest court upheld the 2016 decision of an employment tribunal that was also upheld by the Court of Appeal in 2019.

The judges said that work in Asda’s supermarkets was comparable to work in its depots.

Read more

Asda workers win landmark Supreme Court decision in latest round of £500m equal pay claim

Asda equal pay case: The landmark legal battle that could stop women in the UK being paid less than men

Why is this significant?

The ruling means that more than 40,000 shop-floor workers can proceed with their claim to be compensated for what they argue are years of underpayment compared with mostly male colleagues in Asda’s warehouses. The decision will be encouraging for thousands of other retail workers pursuing similar claims.

What's next?

Claims for equal pay can be complex and have several stages. While it is relatively simple to assess whether an employer has discriminated by paying a woman less than a man for the same job, it is trickier when the jobs are different.

The Asda claimants have completed the first step by showing that their jobs can be compared.

Friday's judgment did not look at the next stage: whether the two sets of jobs are of equal value.

This next part of the process is technical. An employment tribunal will look at a range of factors, including the skills necessary to do the job, the effort involved and the decision-making required.

Tribunals have decided in the past that work done by clerical assistants was of equal value to work done by warehouse operatives, and that canteen staff’s work was equal to that of surface mineworkers.

The decisions are specific to the circumstances and do not necessarily apply across different organisations.

If the claimants are able to show that their work is of equal value, then a tribunal would need to decide whether there was any reason, other than gender, for the discrepancy in pay.

If no such reason were found, the claimants would win their case, but Asda would be able to appeal. Only when all avenues for appeal were exhausted, and if the decision were upheld, would the workers be entitled to claim backdated pay.

How much money is involved?

Shop workers have been paid between £1.50 and £3 an hour less than their colleagues in the depots.

The law firm Leigh Day, which is representing the workers, estimates that Asda may have to shell out as much as £500m for backdated pay.

Leigh Day has other cases on behalf of current and former workers at Sainsbury's, Next, Co-op, Morrisons and Tesco, which it thinks could result in £8bn in backdated pay.

The Supreme Court's decision will also embolden claimants against other retailers, says Neha Thethi, head of employment at Lime Solicitors.

"Such mass actions for equal pay may well increase. The introduction of gender pay reporting means more information on gender pay is available, with the inevitable result that this issue is only likely to pick up steam.”

What was Asda's reaction?

Asda appeared ready to fight the case to the end.

A spokesperson said: “This ruling relates to one stage of a complex case that is likely to take several years to reach a conclusion.

“We are defending these claims because the pay in our stores and distribution centres is the same for colleagues doing the same jobs regardless of their gender.

“Retail and distribution are very different sectors with their own distinct skill sets and pay rates. Asda has always paid colleagues the market rate in these sectors and we remain confident in our case.”
Satellite image reveals true extent of the traffic jam caused by mega-ship lodged in the Suez Canal - as shipping firms call on US Navy for help amid fears cargo vessels are sitting ducks for PIRATES

Container ship Ever Given remains lodged in the Suez Canal, causing a traffic jam
spanning two continents
 
Satellite image reveals extent of the jam in the Red Sea, with 50 boats seen at anchor in the Gulf of Suez

Some 250 vessels are now caught in the backlog, as workers desperately try to dig the Ever Given free
 
The only alternative is to sail around Africa, but shipping firms have warned that could make cargo vessels sitting ducks for pirates and have been asking the US Navy to advise on the security situation


By CHRIS PLEASANCE and JACK ELSOM FOR MAILONLINE

PUBLISHED: 3/26/2021

VIDEOS AT THE END

A satellite image taken above the Red Sea have revealed the true extent of the traffic jam building up behind the cargo ship that has lodged itself in the Suez Canal.

Some 250 vessels are now backed up at either end of the narrow waterway, waiting for the stricken Ever Given - a container ship as long as the Empire State Building is tall - to be moved so they can pass.

Images taken by a passing satellite show more than 50 vessels at anchor in the Gulf of Suez, one of two 'fingers' at the northern end of the Red Sea, where it enters the canal which leads to the Mediterranean

In the top left-hand corner of the image the Ever Given can be seen, wedged diagonally across the channel in much the same position where it got stuck three days ago after the captain lost control during a sandstorm.

Shipping companies are now facing up to the stark reality that they may have to re-route their vessels around Africa with at least one - the Hyundai Prestige - already diverted around the longer route.

But that has brought security concerns, with captains of the vessels - laden with billions of dollars-worth of cargo - fearing they will be sitting ducks for pirates, particularly in waters off east Africa where they are known to operate.

The US Navy's Fifth Fleet, which operates in the Red Sea, say a number of shipping companies have reached out to them in the last two days about security in the region amid fears they could be attacked.

Zhao Qing-feng, office manager of the China Shipowners' Association in Shanghai, told the Financial Times that vessels choosing to go the African route will have to take on additional security staff to ensure they are safe.

Meanwhile Willy Lin, chair of the Hong Kong Shippers' Council, said an international coalition of naval warships might have to be brought in to protect cargo vessels if the crisis drags out.

Joshua Hutchinson, general manager ARX Mouldings, a UK-based maritime security consultancy, told The Independent that the ships are 'sitting ducks' - even in their current position.

There is still no indication of how long it might take to free the stricken tanker as workers try to dig up to 52ft below the vessel using excavators and dredgers in an attempt to refloat it.

Shoei Kisen, the Japanese owner of the Ever Given, optimistically predicted today that the ship will be freed from the canal tomorrow during high tide - despite a team of Dutch experts brought in to assist the rescue saying the operation could take 'weeks' and canal authorities refusing to give a time-frame.



A satellite image taken above the Gulf of Suez where it leads into the Suez Canal (top left) shows at least 50 large ships at anchor (right) as they wait for a stricken container ship to be freed from where it has lodged in the narrow waterway



Another satellite image reveals how a suction dredging ship has been brought in to work at the front of the vessel removing sand and mud from around the bow (left) in an attempt to free it


It is hoped that an especially high tide late Saturday will provide the best chance yet of refloating the vessel - with another two weeks until a similar tide returns



Canal workers have today resumed their efforts to free the stranded Ever Given, using dredgers and diggers to burrow some 52ft down into the banks of the canal in an attempt to refloat her
MarineTraffic track cargo ship build up around Suez canal



Another image, taken by a Russian satellite, exposes the scale of the engineering challenge posed by the stuck Ever Given, which is easily visible (left) even when compared to neighbouring towns



A suction dredger is moved into position at the front of the Ever Given where it will attempt to remove sand from around the bow of the ship so it can be refloated



Workers are aiming to burrow down up to 52ft below the waterline it the hopes that it will shift the Ever Given off the sand banks and cause it to float, so it can be backed out of the canal

Day two: Ever Green cargo ship remains aground in Suez 

If efforts to refloat the boat fail, then workers will have no choice but to bring in specialist cranes and start offloading cargo stacked more than 100ft tall on its deck in order to lessen the ship's weight.

The extent of the disruption was also revealed in data collected by monitoring site Marine Traffic, which showed how vessels were flowing normally until the ship got stuck - at which point traffic began building up at either end of the canal.

Shares in shipping companies surged off the back of the news, amid a rush to book slots aboard vessels not caught up in the Suez that will drive prices up.

Meanwhile it was confirmed that 25 crew members on board the vessel at the time it crashed, including the captain, are Indian. None are believed to have been hurt during the accident.

Russia has also used the crisis to call for an expansion of the so-called Arctic Passage which is increasingly passable due to climate change, saying it is time 'to develop alternatives to the Suez Canal'.

With each passing day, the crisis threatens disruptions to global trade already hit by the Covid pandemic - with Downing Street warning of delays in getting goods such as electronics, toys and clothes to the UK.

The crisis will also add strain to global supply chains already stretched by rebounding economic activity and tight shipping container supplies, analysts said on Friday.

The blockage comes as shipments have already been disrupted by the coronavirus pandemic and a surge in demand for goods.

Roughly 30 per cent of global container traffic flows through the canal annually. The severed trade route could affect about 10 to 15 per cent of world container throughput while the blockage persists, analysts from Moody's Investors Service said.

'Very high consumer and industrial demand, a global shortage of container capacity and low service reliability from global container shipping companies... has made supply chains highly vulnerable to even the smallest of external shocks,' they said in a note on Friday

'In that context, the timing of this event could not have been worse.'

Vessel utilisation has been at full capacity on the Asia-Europe trade route because of heavy demand from European importers, with terminals in Europe experiencing labour shortages due to coronavirus-related measures, said Greg Knowler from consultancy IHS Markit.

China overtook the United States as Europe's top trade partner in 2020, underscoring Asia's critical ties to industry and consumers in Europe, which is also the top destination for China's exports outside Asia.

Delays in returning empty containers to Asian exporters will further exacerbate the current shortage of containers, the consultancy added in a note.

The Suez Canal is also a preferred route for U.S. importers of manufactured goods such as footwear and apparel from Southeast Asia and India, they added.

Ships will now have to potentially take the longer route around the Cape of Good Hope in South Africa, adding about 7-10 days to their journey, which will push up costs.

As a result, Europe's manufacturing industry and auto sector, including auto suppliers, will be hit hardest, Moody's Investors Service said.

'This is because they operate 'just-in-time' supply chains, meaning they do not stockpile parts and only have enough on hand for a short period, and source components from Asian manufacturers,' the analysts said.

'Even if the situation is resolved quickly, port congestion and further delays to an already constrained supply chain are inevitable.'

They added that alternative modes of transportation are not plausible, as air freight capacity is already tight due to less global air travel while rail transportation between China and Europe is limited and already nearing capacity.

The transport minister of Singapore, the world's top transhipment hub, said on Thursday the blockage in the Suez Canal could temporarily disrupt supplies to the region, and potentially cause a drawdown on inventories.

'My view is that this will cause problems for a lot of countries and industries around the world in the short run,' said Sumit Agarwal, economics professor at National University of Singapore.
 


Canal workers are attempting to dig out sand from around the bow of the ship which is embedded in the eastern wall of the canal, and may have to dig tens of feet to allow the ship to refloat. Meanwhile tugboats and dredgers are working at the rear of the vessel to free the stern against the western wall. If those efforts fail, specialist cranes will have to come in to help remove some of the cargo - with containers weighing up to 33 tons each



Experts brought in to help with the rescue say workers will have to remove up to 706,000 cubic feet of sand and mud from around the ship - roughly equivalent to eight Olympic swimming pools - to give the ship a chance of moving



The Mashhour, an Egyptian dredging vessel (right), is moved into position at the front end of the Ever Given (left) where it will attempt to suck out sand and mud from underneath




Tugboats are positioned at the rear of the vessel (front left) where they are attempting to shove the ship back into the canal in order to get it moving again



The canal provides the shortest possible route for ships travelling between Asia and Europe, with the only alternative being to sail around the Cape of Good Hope - adding 14 days and 5,000 nautical miles to the journey

Meanwhile Boris Johnson's spokesman said on Thursday that 'goods destined for the UK may be delayed in transit' but added that no company has yet approached the government with concerns.

However, analysts who spoke with MailOnline warned that a prolonged blockage of the canal could drive up the price of new cars by causing a shortage of computer chips, and cause shipping costs to spike - heaping pressure on Covid-hit businesses which could ultimately be passed to consumers as lockdowns ease.

Meanwhile, analysis of UK trade data exposes exports from Asia to Britain which are likely to be affected if the crisis drags on - with furniture, homewares, clothing and footwear among those which could be affected.

Seven out of the top 10 exporters of electrical goods to the UK are Asian countries making them a likely casualty, while almost half of the UK's furniture imports come from the same region.

China alone manufactures almost half the toys imported into Britain which are likely to pass through the canal, and accounts for a similar amount of homewares.

Simon Macadam, senior global economist at Capital Economics, told MailOnline that a delay of several weeks would drive up shipping rates - which are already at 'unprecedented' levels due to the Covid crisis - piling pressure on hard-hit businesses who would be expected to swallow the increased costs in the short-term.

However, he added that those costs could eventually be passed along to customers later in the year as Covid lockdowns ease and business owners try to recoup their losses.

The cost of renting some tankers for voyages from the Middle East to Asia has jumped 47 per cent over the last three days Anoop Singh, Singapore-based head of tanker analysis at Braemar ACM, told the Wall Street Journal.

Similar price hikes could hit Europe-bound routes as shipping firms run low on vessels with many stuck in the canal, while those which are free are forced to sail around Africa.

Avoiding the canal by sailing around Africa can add $450,000 in costs per voyage, Mr. Singh added.

Meanwhile Douglas McWilliams, deputy chairman of the Centre for Economics and Business Research, warned that a lengthy blockage is likely to cause a shortage of computer chips - with several weeks' worth of supplies thought to be caught up in the unfolding drama.

That could mean price hikes in products which use a lot of chips, potentially adding £70 to the price of a new car while having a knock-on effect on other electrical goods.

Oil markets were one of the first to react on Wednesday as the price of crude spiked 6 per cent, before falling back today as demand slumps amid the Covid pandemic.

Another analyst who spoke to MailOnline on condition of anonymity said an outage of two weeks or more could potentially cause shortages in stores as ships are routed around Africa, increasing their journey time by 14 days.

A source involved in the UK shipping trade added that it they are being warned it could take up to three weeks to clear the backlog of ships building up around the canal, even if the stricken ship is removed soon.

Kate Harding, chief executive of trade data firm Coriolis Technologies, warned that the risks to global trade are 'absolutely enormous'.

A longer-term issue, one analyst told MailOnline, is disruption to global shipping schedules that could drag on for weeks even after the canal is unblocked.

Ports typically run tight operations with strict time-slots for loading and unloading cargo to make sure containers don't pile up and to ensure a smooth supply of goods across the world.

But with ships piling up around the canal, whenever the waterway is unblocked it will cause a glut of vessels to arrive at ports all at once.

That will mean delays in getting ships unloaded and then re-loaded as there are only a limited number of specialist cranes that can deal with vessels of this size, knocking schedules out of whack.

There is still no indication of how long the ship make take to free, with Japanese owners Shoei Kisen KK saying it is still 'too early to tell'.

Mr Berdowski compared the ship to 'an enormous beached whale' and warned workers might have to start offloading cargo in order to reduce its weight and get it floating again.

'We can't exclude it might take weeks, depending on the situation,' he told Dutch media. 'It's an enormous weight on the sand. We might have to work with a combination of reducing the weight by removing containers, oil and water from the ship, tug boats and dredging of sand.'

Excavators are trying to dig out the vessel's dolphin-nose bow which has lodged in the eastern wall of the canal, while dredgers and tugboats try to shift its stern which is jammed against the western side.
Suez canal blockage: Marine Traffic compares ships congestion


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Satellite images taken today reveal the Ever Given - leased by shipping firm Evergreen - is still stranded in much the same position it was left on Tuesday after crashing



The Taiwan-owned MV Ever Given is pictured today still lodged sideways and impeding all traffic across the waterway



Tugboats positioned alongside the Ever Given hold it in position while workers attempt to dig the bow out of the canal wall



Ships are anchored outside the Suez Canal in Ismailia, Egypt, wait to be able to pass through the canal after it was blocked
\
Day two: Ships anchored as Suez canal continues to be blocked

Estimates of the value of cargo come from analytics firm Lloyd's List, which believes $5billion-worth of containers are sent westwards through the waterway each day. The value of eastbound traffic is slightly less, at $4.5billion.

The cargo makes up about 12 per cent of oceangoing trade each day, including around 10 per cent of oil and gas shipments.

As the backlog builds, costs for Ever Given's owners - Japanese firm Shoei Kisen KK - and their insurers will mount in what could turn out to be the world's most expensive traffic jam.

Industry experts warned the bill will likely total millions of dollars, even assuming the vessel can be moved quickly.

Insurers could find themselves on the hook for costs incurred by shipping firms whose routes are delayed, plus from Egyptian authorities which make almost $6billion each year charging companies for use of the canal.

The costs of the rescue operation will also fall on insurers, along with any damage the ship sustains while it is being salvaged, analysts said.

Attempting to head-off criticism, the ship's owners issued an apology today - saying they are 'extremely sorry' for the 'tremendous worry' that the accident has caused.

The firm said it is cooperating with its technical management company and the local authorities to get the ship afloat, but 'the operation is extremely difficult.'

'It is potentially the world's biggest ever container ship disaster without a ship going bang,' one shipping lawyer, who declined to be named, said.

Meanwhile Nick Sloane, a salvage master who helped refloat the Costa Concordia cruise ship after it ran aground off the coast of Italy, said rescuers' best chance of moving the vessel will come on Monday when tides will be at their highest point.

If that window is missed then it will take another two weeks for the opportunity to present itself again, he told Bloomberg. 'This is definitely not a quick refloat operation,' he added.

It is thought the accident happened after the ship's captain and two Egyptian pilots sent on board to help guide the vessel became blinded during a sandstorm with high winds that sent the vessel off course and caused it to get wedged around 7.45am on Tuesday.

While a gust of wind seems an unlikely culprit, it turns out that the Ever Given has past form of crashing during high winds, after being involved in an accident in the German port of Hamburg in 2019.

In February that year, the cargo ship was manoeuvering into port when a strong gust of wind pushed it off course and into a docked passenger ferry, Bild reports

The ferry, named Finkenwerder, was completely written off in the accident while three crew members were treated for shock - though thankfully there were no passengers on board.



A huge container ship blocking the Suez Canal is threatening to delay shipments to the UK, with electronics, clothes, furniture and toys all likely to be affected
 


Every daythe canal is blocked means 10 per cent of oceangoing trade cannot move as it should, with 50 ships being added to the massive traffic jam building up around the canal (pictured)
Suez canal blocked as 200,000-ton cargo ship Ever Given runs aground

Tracking data from Marine Traffic has revealed the extent of the jam, comparing a typical day last week with traffic yesterday, with ships piling up at either end of the waterway.

Bernhard Schulte Shipmanagement, the company that manages the Ever Given, said the ship's 25-member crew were safe and accounted for after the accident.

Cargo ships already behind the Ever Given in the canal will be reversed south back to Port Suez to free the channel, Leth Agencies said. Authorities hope to do the same to the Ever Given when they can free it.

Evergreen Marine Corp, a major Taiwan-based shipping company that operates the ship, said in a statement that the Ever Given had been overcome by strong winds as it entered the canal from the Red Sea. None of its containers had sunk.

An Egyptian official, who spoke to The Associated Press on condition of anonymity because he was not authorised to brief journalists, similarly blamed a strong wind.

Egyptian forecasters said high winds and a sandstorm plagued the area on Tuesday, with winds gusting as high as 30 miles per hour.

An initial report suggested the ship suffered a power blackout before the incident, something Bernhard Schulte Shipmanagement denied on Thursday.

'Initial investigations rule out any mechanical or engine failure as a cause of the grounding,' the company said.

Tuesday marked the second major crash involving the Ever Given in recent years.

In 2019, the cargo ship ran into a small ferry moored on the Elbe River in the German port city of Hamburg. Authorities at the time blamed strong wind for the collision, which severely damaged the ferry.

The closure could affect oil and gas shipments to Europe from the Mideast, which rely on the canal to avoid sailing around Africa. The price of international benchmark Brent crude stood at more than 63 dollars a barrel on Thursday.

The Ever Given, built in 2018 with a length of nearly 400 meters, or a quarter of a mile, and a width of 193 feet, is among the largest cargo ships in the world.

It can carry some 20,000 containers at a time. It previously had been at ports in China before heading toward Rotterdam in the Netherlands.

Opened in 1869, the Suez Canal provides a crucial link for oil, natural gas and cargo. It also remains one of Egypt's top foreign currency earners.

In 2015, the government of President Abdel-Fattah el-Sissi completed a major expansion of the canal, allowing it to accommodate the world's largest vessels.

However, the Ever Given ran aground south of that new portion of the canal.

This stranding marks just the latest setback to affect mariners amid the Covid crisis, with hundreds of thousands of people having been stuck aboard vessels due to the pandemic.

Why is the Suez Canal so important?

The Suez canal, which is around 120 miles long links the Persian Gulf and the Mediterranean and is the shortest shipping route between the Atlantic and the Indian Ocean.

Before the canal, shipping from Europe either had to go overland or risk going around Cape Horn and the South Atlantic.

In April 1859, construction of the canal officially begins, much of the work financed by France.

It was opened for navigation on November 17, 1869 for vessels from all countries, although the British government later wanted to have an armed force in the area to protect shipping interests having picked up a 44 per cent stake in the canal in 1875.


The Suez Canal links the Red Sea and the Mediterranean providing a short cut from the Indian Ocean to the Atlantic

From then, while nominally owned by Egypt, the canal was run by Britain and France until its until its nationalisation in 1956 .

The nationalisation by Nasser saw Britain and France launched an abortive and humiliating bid to recapture the vital waterway.

The canal was shut briefly following the attempted invasion.

However, in 1967 the canal was shut for eight years following the Six Day war with Israel.

Due to the instability in the region, the canal remained closed until 1975 - its longest ever closure, as the waterway had been mined and some vessels had been sunk in the main channel.

The Suez Canal is actually the first canal that directly links the Mediterranean Sea to the Red Sea.

In 2015 a new section of the canal opened, allowing vessels to traverse the waterway in both directions at the same time.

Future plans will see the two-lane system extended across the entire network- doubling current capacity of the canal.

The largest cargo vessels pay more than £180,000 in tolls to traverse the canal.

On average about 40-50 cargo vessels use the canal on a daily basis in a trip that takes around 11 hours, as speed along the waterway is limited to about 9kts to prevent the banks of the canal getting washed away.

Along the canal there are emergency mooring slots so vessels can pull over if they are suffering a mechanical issue.

When the canal first opened, the channel was approximately 26 feet deep and 72 feet wide at the bottom. The surface was between 200 and 300 feet wide to allow ships to pass.

By the 1960s, dredging of the canal increased the depth to 40 feet and widened the waterway to allow larger vessels.

Now, the minimum depth of the canal is 66feet, though this is been increased to 72 feet - allowing even larger vessels.

What was the Suez Crisis



The 1956 Suez Crisis was prompted by Egyptian president Gamal Abdel Nasser who decided to nationalise the Suez Canal, which had been controlled for around a century by France and Britain.

Israel used the instability to invade Egypt and move towards the strategically important canal.

Britain and France sent troops to recapture the canal - claiming they wanted to return stability to the region - but in reality they wanted to force the collapse of Nasser's government and regain strategic control of the waterway.


The humiliation of the Suez crisis prompted Prime Minister Anthony Eden, pictured here in 1955 to resign after Britain was forced to withdraw from Egypt having lost the support of the United States

However, the United States refused to back Britain and France's action, forcing them to withdraw after the Egyptians were backed by the Soviet Union.

America threatened economic sanctions against Britain, France and Israel, forcing their withdrawal and their replacement by UN peacekeepers.

The humiliation prompted the resignation of British Prime Minister Anthony Eden

Read more:
Egypt's Suez Canal blocked by large container ship - BBC News
MarineTraffic: Global Ship Tracking Intelligence | AIS Marine Traffic
Suezkanal blockiert von Containerschiff ¿ 2019 rammte ¿Ever Given¿ schon eine Elbfähre - News Inland - Bild.de
Subscribe to read | Financial Times
MarineTraffic: Global Ship Tracking Intelligence | AIS Marine Traffic

    
‘Sitting ducks’: How the Suez Canal calamity could get even worse

‘Every day there’s another backlog, these ships are sitting there at risk’

Borzou Daragahi
International Correspondent@borzou
3/26/2021

Going nowhere: Stranded container ship Ever Given
(Reuters)


There is a technical term for the 250 or so tankers loaded with billions of dollars worth of goods stuck on either side of Egypt’s Suez Canal in one of the most politically volatile and unstable regions of the world.

“We would call them sitting ducks,” said Joshua Hutchinson, general manager ARX Mouldings, a UK-based maritime security consultancy.


The quarter-mile long MV Ever Given container ship that ran aground on Tuesday within the Suez Canal has held up billions of dollars worth of global commerce and has already driven up the price of oil, potentially hampering recovery of a world economy already battered by the impact of the Covid-19 pandemic.

On Thursday, Egypt suspended all navigation within the canal as engineering teams from the Netherlands and Japan sought a way to dislodge the gigantic container ship and clear the waterway.


But security experts are also worried about the potential for piracy, politically motivated sabotage, or even more mishaps as scores of massive freight ships remain stuck in two of the most volatile regions on the planet: the eastern Mediterranean and the Horn of Africa.


Read more:

Everything we know about the ship grounded in the Suez Canal

A brief history of the Suez Canal

Log on to any marine traffic monitoring website and you can see icons representing vessels on either side of the canal, in the Red Sea at the southern edge of the Canal or off the coast of Port Said to the north. Further off in the seas more ships slow down, contemplating the roadblock up ahead, and perhaps reconsidering the far lengthier route through open waters around the southern tip of Africa.


“Every day there’s another backlog, these ships are sitting there at risk,” said Mr Hutchinson. “It’s the largest traffic jam the world is about to see. If you’re a static ship, you’re obviously facing a clear threat.”

Any incident could have an impact on the fragile global economy. Rates for transporting containers between Asia and Europe have risen dramatically over the past year. An attack of any type could raise costs further by increasing insurance rates, escalating prices for everything from petroleum to iPhones.
Container ships waiting outside the Suez Canal
(Reuters)


Turned off by the threat of piracy off the coast of Somalia and buoyed by lower energy prices, many transport firms in recent years have opted to forgo the Suez Canal bottleneck and sail the far longer route around the Cape of Good Hope in moving goods between Europe and Asia.

Indeed, maritime security analysts say ships now heading from Asia toward Europe are already moving to avoid the Gulf of Aden that leads to the Suez Canal and rerouting southward.

Around 12 per cent of global goods aboard 19,000 ships per year or around 50 per day transit through the 120-mile Suez Canal, which was built in 1869 and last expanded in 2015.


To get through, vessels must pass Mediterranean Sea waters where Greece, Turkey and Israel jostle for dominance on one end, and the Red Sea and Arabian Sea on the other, where Iran, Arabian Peninsula powers as well as armed groups and pirates maintain a presence. Along the way, wars and insurgencies rage in Libya, Eritrea, Yemen and Somalia.

Underscoring the dangers to shipping in the Middle East and eastern Mediterranean, an Israeli-owned ship was struck Thursday by a rocket in the Arabian Sea off the coast of Oman, the second Israeli ship that has been attacked in a month in what security analysts suspect is part of a tit-for-tat acts of sabotage between Iran and Israel.

The biggest fear of any vessel is remaining static. That’s going to start raising huge concerns for these shipping companies

“There’s really an opportunity. There are some high-value targets and we’re not just talking about container ships, but cargo,” said Mr Hutchinson. “The biggest fear of any vessel is remaining static. That’s going to start raising huge concerns for these shipping companies.”

Adding to the perils, piracy incidents spiked from 162 to 195 worldwide in 2020 compared to the previous year, according to the International Maritime Bureau, though the focus of attacks has shifted from east Africa where it was centred a decade ago to west Africa and parts of Asia and Latin America. Politically motivated attacks on both sides of the Suez are a graver concern.

“Piracy is not an issue in that part of that world; terrorism is probably the biggest threat,” said Chris Long, intelligence director for Neptune P2P, a security consultancy focused on maritime safety.

“It’s unlikely that anything is going to happen. But it’s an opportunity. The ships are anchored up and there’s a glut of targets.”

Mr Hutchinson warned that further accidents were another potential calamity.
A satellite image shows stranded container ship Ever Given
(CNES/Airbus DS via Reuters)


He speculated that a year of grinding work amid the pandemic might have made the crew of the Japanese-owned, Taiwanese-operated and Liberian-flagged Ever Given exhausted, contributing to the possible human errors that led to the grounding of the ship and the blockage of the canal in what maritime experts are calling a “worst-case scenario”.

Exhausted sailors who have not seen their families for months-long stretches are bound to make mistakes. On the same day that the Ever Given ran aground, a Russian military tanker collided with a container ship just north of the Suez Canal’s entrance.

“We’ve got crews who haven’t been off vessels for 12 months,” said Mr Hutchinson. “The shopping industry has continued shipping around the world. It hasn’t stopped. You’ve got some very tired operators.”
Delay on Suez Canal could cripple already struggling auto industry

“Any slight delay in delivery could mean the production lines in Europe will grind to a halt,” said one auto industry expert.

A worker inspects a new car in an assembly plant of Dongfeng Honda,
 in Wuhan, China, on Sept. 3, 2020.Barcroft Media / via Getty Images file

March 26, 2021, 
By Paul A. Eisenstein

The blockage in the Suez Canal is straining an already struggling automotive industry, and further delays could create shortages in the U.S. market, if the massive Ever Given container ship cannot soon be refloated.

That would complicate matters for an industry troubled by shortages of semiconductors, as well as seating foam and other petroleum-based materials.


“It only takes a shortage of one part to mess things up,” said Kristen Dziczek, vice president of research for the Center for Automotive Research in Ann Arbor, Michigan.

The auto industry depends heavily upon the canal, which facilitates the move of raw materials, parts and finished vehicles. As of Friday morning, Europe’s Car Dealer magazine reported at least two large auto transport vessels, the Morning Star and the Hoegh London, were blocked by the grounding of the Ever Given. It said several other vessels are heading towards the Suez and could either be forced to anchor if the crisis isn’t resolved, or to divert. Taking the long way around Africa adds about 10 days to a typical freighter’s time at sea.

With the price of oil spiking due to the trade blockage, the White House said Friday that the U.S. has made an offer of help to the Egyptian authorities.

“We are tracking the situation very closely,” White House Press Secretary Jen Psaki told reporters. “We do see some potential impacts on energy markets from the role of the Suez Canal as a key bidirectional transit route for oil, and obviously that’s one of the reasons we offered assistance."

“We’re going to continue to monitor market conditions and we will respond appropriately if necessary, but it is something we’re watching closely,” Psaki said.

The auto industry is particularly vulnerable right now. Factories around the world closed for months last year due to the coronavirus pandemic and retail inventories are at low levels not seen in decades. In the U.S., for example, J.D. Power estimates there are about 1 million fewer vehicles on dealer lots than is normal this time of year.

Manufacturers have been struggling to rebuild inventories but have faced a variety of challenges, including worsening shortages of the semiconductors now an essential part of every new vehicle. That has forced automakers to close or slow production at scores of assembly lines in recent weeks. And now, there have been reported shortages of petroleum-based goods, such as seating foams.


Even a slight disruption in the supply chain can compound problems in an industry that operates on a "just-in-time" basis.

Even a slight disruption in the supply chain can compound such problems in an industry that operates on a just-in-time basis, with factories maintaining as little inventory as possible,

Recommended


CORONAVIRUSFrom chips to seating foam to plastics, parts shortages continue to cripple auto industry

“Any slight delay in delivery could mean the production lines in Europe will grind to a halt,” said Tom Barnard, editor of Electrifying.com.

While the shutdown of the Suez Canal poses the most severe problems for automotive trade between Europe and the Far East, the American industry is still at risk, Dziczek said.

It could lead to shortages at U.S. dealerships of European vehicle imports, products from manufacturers such as Volkswagen, Volvo, BMW or Mercedes-Benz, if their plants are forced to shut down. And American assembly lines could face shortages of European-made parts and components, such as a Bosch electronic stability control system.

The crisis is further compounded by shipping problems in the U.S., including a slowdown at the Ports of Los Angeles and Long Beach, said Michelle Krebs, principal automotive analyst for Cox Automotive.

“All these things add up,” she told NBC News.

"At present, it is still too early to estimate” the impact of the Ever Given’s grounding, German supplier BASF said in a statement.

But the longer it takes to refloat the skyscraper-sized cargo carrier, the more likely it will be for the global auto industry to face serious disruptions.

 Chip Shortages Force More Cuts at North American Auto Plants

Mar 26, 2021 

Chip Shortages Force More Cuts at North American Auto Plants© Bloomberg. BMW's X5 xDrive50i SUV

(Bloomberg) -- Supply Lines is a daily newsletter that tracks Covid-19’s impact on trade. Sign up here, and subscribe to our Covid-19 podcast for the latest news and analysis on the pandemic.

Automakers are expanding and extending production cuts at some North American plants as they cope with a worsening global shortage of semiconductors.

Chips for use in cars and trucks have been harder to come by as semiconductor makers have allocated more capacity to consumer products. The pandemic has caused a surge in orders for smartphones, TVs and computers as people try to make extended life at home more bearable, leaving less capacity for a stronger-than-expected rebound in vehicle demand. Recent weather-related disruptions of petrochemical supplies in the southern U.S. and a fire at a chipmaking plant in Japan have exacerbated the shutdowns.

Read more: Fire and Ice Aggravate Chip Supply Headache for Car Industry

Consultant AlixPartners has said the global chip shortage could cost automakers $61 billion in lost sales this year. The recent setbacks could further delay an expected second-quarter recovery in output. “Production is shrinking, not increasing, so the balance between supply and demand is only getting worse,” said Takeshi Miyao, an analyst at researcher Carnorama.

Here’s the current situation for major auto manufacturers in North America.

Stellantis NV

March 26: The automaker plans to idle its minivan factory in Windsor, Canada, starting March 29 through early to mid-April, according to a company spokesperson. The union representing workers in Windsor had said in a tweet the plant would be down for a month. A Warren, Michigan, truck plant, which makes the Dodge Ram, also will be down starting March 29 through early to mid-April.

March 20: Stellantis, formed recently from the merger of Fiat Chrysler Automobiles NV and PSA Group, said production of its Ram Classic pickup trucks in Warren, Michigan, and Saltillo, Mexico, will be affected “for a number of weeks.”

Ford Motor (NYSE:F) Co.

March 25: The automaker said it will temporarily shut down its Dearborn, Michigan, truck factory due to the chip shortage starting Friday. It plans to restart the plant near its headquarters on March 29. The facility employs about 4,400 workers and makes Ford’s best-selling and highly profitable F-150 pickup.

March 22: The company halted production at a commercial vehicle factory in Avon Lake, Ohio, with plans to resume output on March 29. Ford also dropped one shift until March 29 at a truck plant in Kentucky that makes vehicles including the F-250 pickup and Expedition SUV.

March 21: Ford canceled an extra shift at the truck factory in Kentucky.

March 18: The carmaker canceled night shifts for two days at another assembly plant in Louisville -- where it makes the Ford Escape and Lincoln Corsair -- due to the U.S. winter storm in Feb. and chip shortage.

Nissan (OTC:NSANY) Motor Co.

March 25: The Japanese automaker plans to resume production on Friday at a plant in Aguascalientes, Mexico, a week after it halted output, according to a company spokesman.

March 23: Nissan restarted an assembly line at a plant in Canton, Mississippi, and a production line at a factory in Smyrna, Tennessee, both of which had been suspended since March 19.

March 22: Nissan resumed output on another assembly line in Canton that had been offline since March 20.

General Motors Co (NYSE:GM).

March 24: General Motors said its Wentzville, Missouri, assembly plant, which makes the Chevrolet Colorado and GMC Canyon, will take two weeks of downtime starting March 29. The company’s Lansing Grand River plant in Michigan is extending downtime by two weeks. The factory, which makes the Cadillac CT4 and CT5 and Chevrolet Camaro, idled production March 15.

Starting the week of April 5, GM’s assembly plant in San Luis Potosi, Mexico -- which has been down since Feb. 8 -- will restart with two shifts. The factory makes the Chevrolet Equinox and GMC Terrain.March 3: Automaker said its Gravatai plant in Brazil would be impacted by downtime in April and May.

Toyota Motor (NYSE:TM) Corp.

March 22: An unspecified petrochemical shortage is affecting output of 10 models made at plants in Kentucky, Mississippi, Texas, West Virginia and Mexico. “Our manufacturing and supply chain teams are working diligently to resume normal operations as quickly as possible by evaluating the supply constraint and developing countermeasures to minimize further impact to production,” the company said in an email. Output has been curtailed for Toyota’s Camry, Camry Hybrid, Avalon, Avalon Hybrid, RAV4 Hybrid, Lexus ES 350, Lexus ES 300h, Tundra, Tacoma and Corolla models.

March 21: Toyota said it is trying to gauge the fallout from the fire at the semiconductor plant owned by Renesas Electronics Corp. Japan’s largest automaker accounts for about 6.6% of Renesas’ sales.

March 17: The dearth in petrochemicals affected output at the carmaker’s plants in Kentucky, West Virginia and Mexico, according to a spokesman who didn’t provide further details.

Honda Motor Co.

March 22: Honda’s purchasing and production teams are working to “limit the impact of this situation and are adjusting production as necessary,” the company said in an in an email, without elaborating.

March 17: The carmaker suspended production at some plants across the U.S. and Canada, including factories in Alabama, Indiana, Ohio and Ontario, blaming the impact from the pandemic, chip shortages and severe winter weather on its supply chain.

BMW AG

March 22: BMW “production remains unaffected” in North America, the company said in an email.

Tesla (NASDAQ:TSLA) Inc.

Feb. 8: Electric-vehicle manufacturer said in a 10-K filing that “increased demand for personal electronics has created a shortfall of microchip supply, and it is yet unknown how we may be impacted.”

Daimler AG (DE:DAIGn)

Feb. 5: The Mercedes-Benz plant in Tuscaloosa, Alabama, was “running as planned,” a Daimler (OTC:DDAIF) spokesperson said.

Hyundai Motor Co.

Feb. 5: The South Korean automaker said in a statement that it was “closely monitoring the situation and collaborating with our supplier partners to maintain stable production.”

©2021 Bloomberg L.P.

CRIMINAL CAPITALI$M
Volkswagen claims damages from ex-CEOs over 'dieselgate' scandal

The auto group says past executives breached their "duty of care." Both ex-Volkswagen and Audi CEOs, Martin Winterkorn and Rupert Stadler, have rejected the accusations.


Former Volkswagen CEO Martin Winterkor has been accused of breaching his "duty of care"


German auto giant Volkswagen (VW) said on Friday that it will claim damages from former chief executive Martin Winterkorn and former Audi boss Rupert Stadler over the "dieselgate" emissions cheating scandal.

The company said that following a long legal probe, it had concluded that the two former CEOs had breached their duty of care. However, the group said it had found no violations carried out by other members of the management board.

Both of the executives have denied any responsibility in the scandal. Winterkorn's lawyers said in a statement that he regretted the board's decision and rejected the accusations.

Watch video 01:32 Court rules VW must pay emissions cheating compensation

"Mr Prof Dr Winterkorn is aware that the supervisory board is obliged to assess potential claims and to possibly assert them. He will therefore seek to clarify those questions in consultation with Volkswagen AG," the statement said. Winterkorn resigned from his position as VW chief executive shortly after the emissions scandal was uncovered by US authorities and scientists.

The scandal has cost VW more than €30 billion ($35 billion) in fines, legal costs and compensation.

"The Supervisory Board of Volkswagen AG has drawn a line under its clarification process and ended its investigation started in October 2015 into the causes of the diesel crisis and who was responsible for this," Volkswagen said in a statement.
'Breaches of duty of care'

"As a result, the Supervisory Board decided at its meeting today to assert claims for damages against the former Chairman of the Group Board of Management, Prof. Martin Winterkorn, and the former Group Board of Management member and Chairman of the Board of Management of AUDI AG, Rupert Stadler, on account of breaches of the duty of care under stock corporation law."

The company admitted in 2015 to using illegal software to rig millions of diesel engine tests in the United States, creating the biggest scandal in its history.


Watch video 02:57 German carmaker Volkswagen is electrifying America


Both CEOs 'privy to illicit software'


One of the key findings in Friday's decision was that Winterkorn had failed to act in a responsible manner in the period following what was described as a crisis conference on July 27, 2015, in which Winterkorn had the information on "the use of inadmissible software functions in 2.0-liter vehicles, that were sold in the North American market in the years between 2009 to 2015."

VW said its supervisory board had found that Stadler had not investigated from September 2016 whether Audi motors built into Volkswagen, Porsche and Audi model vehicles in the EU included the illicit software.

Winterkorn and four other current and former executives are due to be tried on charges of organized commercial fraud and serious tax evasion. A district court recently postponed the start of the trial due to the coronavirus pandemic. A new trial date was set on Wednesday, for September 16. The first senior executive to go on trial over the scandal was Stadler, whose fraud proceedings opened in Munich last year.

lc/aw (Reuters, AFP, dpa)
Iraq's Yazidis warn of ongoing threats from extremists

A new law to aid Yazidi female survivors isn't enough. The Yazidi community says it's only a matter of time before they are attacked again.



Yazidi women burn incense while participating in a mass funeral for those slain by the Islamic State terror group in Sinjar

In a landmark decision this month, Iraq's parliament passed the Yazidi Female Survivors Law, recognizing the atrocities committed by the extremist group known as "Islamic State," or "IS," against the ethno-religious group as genocide.

When "IS," an Islamist terror group, took control of swathes of northern Iraq between 2014 and 2017, it killed, kidnapped and enslaved thousands ofYazidis, while tens of thousands more were forced to flee their homes.

"The passage of the law represents a watershed moment," the United Nations' International Organization for Migration (IOM) said in a statement after the law was passed on March 1. It makes Iraq one of the first Arab countries to focus "institutional attention on female survivors of conflict-related sexual violence."

The bill was hailed by Iraqi President Barham Salih as "an important step."


But even while the law aims to "prevent the recurrence of violations," not everyone is convinced it will live up to its promises. Yazidi survivors say the existential threats that fueled "Islamic State's" genocidal campaign against them still persist in Iraq.
How does the law help survivors?

The law pledges to provide assistance to victims of "IS," primarily Yazidi female survivors who were kidnapped and later freed — but also members of other minorities who suffered the same fate, including Turkmen, Christian and Shabak Iraqis.

Under the new law, Iraq will provide a monthly stipend, residential land or free housing and psychological support to victims. Survivors of "IS" attacks will also be granted hiring priority for 2% of all public sector jobs.
 

A Yazidi survivor holds portraits of IS victims from her village of Kocho located near Sinjar, Iraq


Kidnapped Yazidi children will also receive support and the legal status of children born of survivors will also be addressed.

Moreover, the legislation marks August 3 — the day of a major "IS" attack on Yazidi communities in 2014 — as a national day of remembrance and establishes a special government office for Female Yazidi Survivors' Affairs, which will open in northern Iraq's Ninawa province. Ninawa is home to the Sinjar district, where the majority of Yazidis once lived.

Survivors have nobody

Ghazala Jango, a Yazidi woman from Sinjar, said the bill was, "essential for female survivors, given that the majority of them had no one to support them. All their family members were killed."

Jango was 18 when the extremist group attacked Sinjar in 2014. Researchers say that some 10,000 Yazidis were killed or kidnapped during the assault and tens of thousands more were forced to flee into the nearby mountains. Jango was among them, having escaped on foot.


In August 2020, Sinjar was still in ruins, never having recovered from an attack by the Islamist terror group Islamic State (IS)


Six years later, she is back in Sinjar, where she works with the Yazidi-run Youth Bridge Organization, helping Yazidi families return to their homes. Even though it has been four years since then Iraqi Prime Minister Haider al-Abadi declared victory over "IS," the Yazidi community is still suffering, Jango told DW.

The new law will help improve the financial situation of Yazidis, "who have been living in poverty for almost seven years," she added. But, she says, it can't help survivors feel safer, "It is only financial support … it does not guarantee protection,"¨Jango argues.
Many broken promises

Other Yazidis interviewed by DW echoed this sentiment. They are skeptical that the Iraqi government will deliver on the promises it has made.

"I hope this law will not just be a law on paper but will be a practical solution to help them," said Ahmed Khudida Burjus, deputy director of Yazda, a multi-national, Yazidi-led organization that aims to assist the community in the aftermath of the genocide.

"In the past six years, many promises have been made and very little has been done. Yazidi villages and towns ravaged by Daesh [IS] still lie in ruins," he noted, using the colloquial term for the group.


THE ISLAMIC STATE ATTACK ON YAZIDIS ON IRAQ'S MOUNT SINJAR
In search of protection
Thousands of Yazidis fleeing the brutality of IS militants sought refuge on Mount Sinjar. Many have since found shelter in a camp in northern Iraq, but around a thousand are still reportedly trapped on the high terrain. PHOTOS 12345678910

It's about more than just rebuilding, Burjus argued, "Everything is related — security, justice and rebuilding and development."

And this is why the new Yazidi Female Survivors Law, while positive, is not enough. Burjus and other advocates for the community explain that the real problem is how the majority of Iraqis feel about the local Yazidi minority.

Devil worshippers


Thanks to misconceptions about their religion among Iraq's Muslim majority, Yazidis have long been labelled "devil worshippers."

The community has a long history of persecution dating back to the 16th century, and many groups, from invading Turks to local Kurds, have tried to convert them to Islam. "I am the descendent of 72 genocides," is still a common phrase among Yazidis.


The Lalish Temple in Iraq's Ninawa province houses the tomb of Sheikh Adi ibn Musafir and is the Yazidis' holiest site

"Yazidis lost everything and they trust neither the Kurdish nor the Iraqi government," 26-year-old Saud, a Yazidi man originally from Sinjar, said. Saud requested DW not use his real name because speaking out against the local Iraqi-Kurdish military could put him in danger.

In 2014, Iraqi-Kurdish forces were supposed to be in charge of security in the Sinjar area — which is adjacent to the semi-autonomous northern region of Iraqi Kurdistan — but when "IS" attacked, Iraqi-Kurdish soldiers withdrew, leaving civilians to fend for themselves.

"Our neighbors are Sunnis and Kurds. We were betrayed by all these tribes," said Saud, who lived in Iraqi displacement camps for 18 months before being granted asylum abroad. Saud says he'd like to return home to Iraq but believes there are no guarantees of his safety.

Broader reconciliation required

According to German psychologist Jan Ilhan Kizilhan, a professor at Baden-Wuerttemberg Cooperative State University (DHBW) who has worked with more than a thousand Yazidi survivors in Germany, the medical, financial and psychological support the law promises will not suffice. True change will require "reconciliation between Yazidis and Muslims, who supported the 'IS' group," Kizilhan told DW.

Yazda's Burjus says negative attitudes towards Yazidis persist and permeate all aspects of society in Iraq.


"The majority of the population of Iraq sees Yazidis as infidels," he explains. "When they work in restaurants, no one eats their food — because it's made by a Yazidi."

"That's why we never feel safe," the community advocate concludes. "And because there is no plan to eradicate these threats against Yazidis, whenever the opportunity arises, another extremist group will do it again [attack the Yazidi community]. It's only a matter of time."





ARYAN BUDDHIST NATIONALISM
Sri Lanka: Bans on burqas, cremations and Islamic schools spark fear

Sri Lanka has proposed a series of policies that rights activists say target the country's Muslim minorities and further marginalizes them. In its latest move, the island nation is looking to ban 1,000 madrasas.



The Sri Lankan government says it will soon outlaw the burqa, 
a loose garment which is worn by some Muslim women

Amena (name changed), a 27-year-old homemaker from Sri Lanka, felt dismayed when she heard about the government's proposal to ban the wearing of the burqa and other facial coverings.

"Honestly, I am afraid these days. Things are becoming increasingly difficult for us [Muslims] in the country now," she told DW.

Sri Lanka had temporarily banned the burqa following the deadly 2019 Easter bombings on "national security" grounds.

The state now mulls a permanent burqa ban, which will then be implemented in consultation with Muslim organizations and leaders, Cabinet spokesperson Keheliya Rambukwella told reporters. He added that the government "won't rush through the proposal" since it's a "serious issue."

But Amena and her family are not reassured. They are planning to leave Sri Lanka.

"My husband is looking for job opportunities abroad. Things are tolerable at the moment, but we do not want to wait till they get worse," she said.

Most recently, the island nation also announced a proposal to ban 1,000 madrasas (Islamic schools) across the country.

Watch video02:01 Sri Lanka's ban on Islamic face coverings sparks heated debate

International reactions

Several Islamic nations, as well as allies of Sri Lanka, have slammed Colombo's proposed permanent burqa ban.

Pakistani ambassador to Colombo Saad Khattak tweeted that the move "will only serve as injury to the feelings of ordinary Sri Lankan Muslims and Muslims across the globe."

Ban on cremation

Unfair targeting of minorities via discriminatory policies are nothing new in Sri Lanka, critics say.

Rights activists argue a ban on face veils and madrasas would further marginalize and stigmatize the country's Muslim minority community.

In March 2020, the government implemented a policy on forced cremation of people who died of COVID-19, citing that burials could contaminate ground water.

The cremation of bodies is forbidden in Islam
.

The policy was introduced despite the World Health Organization and Sri Lankan doctors' groups having deemed burials as safe.

Widespread criticism and fury prompted Prime Minister Mahinda Rajapksa to declare an end to forced cremation in February 2021.

But on February 11, the day after Rajapaksa's announcement supposedly ending the ban, 40-year-old social activist Mohamed Kamaldeen Mohamed Sameem was cremated in the western town of Anamaduwa.

Friends say authorities initially claimed the activist committed suicide, but later changed the cause of death to COVID-19 and quickly cremated the body, Human Rights Watch reported.

Crackdown on activists and religious texts

In another controversial move, the Ministry of Defense began the mandatory scrutiny of Islamic religious texts in June 2020.

"These policies violate Muslims' freedom of religion and belief, freedom from discrimination, freedom of expression and their freedom to manifest religion or belief in worship," Rehab Mahamoor, from Amnesty International's South Asia branch, told DW.

Mahamoor also expressed concerns over the arbitrary arrests of Muslim activists in the country, as well as delays or denials in providing bail.

"There is a worrying trend of Muslims who have criticized the government being arrested. The cases of activists Ramzy Razeek, Hejaaz Hizbullah, and Ahnaf Jazeem are especially worrying as these cases contravene due process," he said.

Watch video 05:04 Sri Lanka rights abuses: 'No domestic remedy available to victims'

UN calls for investigation


Earlier this week, the United Nations Human Rights Council (UNHRC) passed a resolution to collect information and evidence of atrocities committed during Sri Lanka's 37-year-long civil war, which ended in 2009 and left thousands of civilians dead.

The resolution, proposed by the UK, Germany, Canada and other countries, would give UN Human Rights chief Michelle Bachelet and her team more power to investigate Sri Lanka with a view to future prosecutions.

The resolution also expressed particular concerns that Sri Lanka's COVID-19 response had "exacerbated the prevailing marginalization of and discrimination against the Muslim community."

The vote was 22 countries in favor, with 11 against, including China and Pakistan, and 14 abstentions, including India.

The UN provided a budget of $2.8 million (€2.4 million) to hire investigators to work on the collection of evidence and then "develop possible strategies for future accountability processes, advocate for victims, and support judicial proceedings" in Sri Lanka.

Sri Lanka strongly condemned the resolution, with the country's UN envoy C.A. Chandraprema slamming the decision as "unhelpful and divisive" as it was not passed unopposed and strongly objected to by its allies.

Foreign Minister Dinesh Gunewardena said the resolution lacked authority as the countries that had voted in favor were outnumbered by those that had voted against it or had abstained. "The resolution was brought by countries supported by Western powers that want to dominate the Global South," he said.