Sunday, January 07, 2024

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Isle of Man Registry Welcomes World's Most Powerful Sailing Cargo Ship

[By Isle of Man Ship Registry]

The world’s most powerful sailing cargo ship has gone into service under the Isle of Man flag.

The pioneering Berge Olympus was officially unveiled in October after its retrofit by Berge Bulk, one of the world’s leading dry bulk ship owners.

Four WindWings have been installed on the Newcastlemax bulker as part of Berge Bulk’s ambition to become carbon neutral by 2025. The cutting-edge technology uses wind power to reduce fuel and emissions.

In addition, Berge Olympus has been retrofitted with a shaft generator system. The shaft generator is driven by the main engine to supply electric power to the vessel, also saving fuel and reducing emissions.

The Isle of Man Ship Registry (IOMSR) participation in the projects is a testament of shared vision with Berge Bulk as one to lead the industry to a zero-carbon future through safe, efficient, and sustainable shipping.

And the IOMSR’s Singapore representative Captain Raja Ray was one of the first on board to see the new technology first-hand following the retrofit.

He said: “I inspected the vessel last year before its retrofit and returning on board, the transformation and the technology behind it that I saw was truly amazing.

“Berge Olympus holds a bold vision for the future, serving a testament to both innovation and sustainability.

“We are very proud that the Berge Olympus is part of the IOMSR fleet and that we are able to support Berge Bulk in its future ambitions as we both work together in leading the industry on its journey to net zero.”

The IOMSR flagged Berge Olympus will sail between Brazil and China - a trade route known for having favourable wind conditions.

Its WindWings are large, rigid sails that can be adjusted to optimise the aerodynamic performance of the ship. Each of the four WindWings is 20m wide and 37.5m tall, which is taller than a 10-story building.

The WindWings can save up to 20 per cent fuel consumption, and corresponding CO2 emissions on an average worldwide route.

Starting out with 12 vessels in 2007, the company now owns, operates and manages a fleet of 85 safe and fuel-efficient vessels, equating to 14 million DWT.

Cameron Mitchell, IOMSR director, said: “Berge Bulk’s WindWings project stands as testament to its commitment to lead the way towards a zero-carbon future while enhancing vessel efficiency.

“The initiative aligns with the new IMO goals, to reach net-zero GHG emissions from international shipping by or around 2050, goals which IOMSR is also fully committed to, through our industry leading work.

“We look forward to continuing our partnership with Berge Bulk as it works towards its sustainability aims.

“The project also highlights that there are clear opportunities for vessel owners to swiftly retrofit new technologies to make a rapid and profound difference to the climate impact of their fleet.”

IOMSR believes the maritime industry has a collective responsibility to respond to the climate emergency.

To that end it became the first flag state to join the Getting to Zero Coalition, an industry-led alliance working towards decarbonising the international maritime shipping sector.

It is a partnership between the Global Maritime Forum, the Friends of Ocean Action and the World Economic Forum. Members include more than 120 organisations from the maritime, energy, infrastructure and finance sectors

In another industry leading development, in April 2022 IOMSR become the first flag state in the world to reduce registration fees for ships deploying green technology.

The measure gives ship owners a 15 per cent reduction on their annual registration fee. The reduced fee is available to operators of cargo ships, commercial yachts or passenger ships which are investing in biofuel, alternative fuels, wind, or shore-side energy technology.

IOMSR is one of the world’s leading flag states and is ranked 18 in the world by Clarkson’s with around 300 ships and 12.5m GT under its flag. The registry has held top spot on the Paris MoU Port State Control whitelist and is on the whitelist in the Tokyo MoU rankings.

The registry is headquartered in Douglas, Isle of Man, a self-governing British Crown dependency and is a Category One member of the Red Ensign group.

Response Continues to Li-ion Battery Fire on Cargo Ship off Alaska

Genius Star XI cargo fire — Genius Star XI is attached to a bouy but being held offshroe as the response to the battery fire continues (USCG photos)

More than a week after there were reports of a cargo fire aboard a vessel transporting lithium-ion batteries across the Pacific, the U.S. Coast Guard in Alaska reports the response is still underway to ensure the safety of the vessel. While the fire was believed to have been extinguished by the ship by the time it reached Dutch Harbor, Alaska on December 30, the concern remains for the potential of a reflash.

The vessel, the Genius Star XI (13,663 dwt), is a small handy size bulker owned by Taiwan’s Wisdom Marine Lines. It was initially held outside the Dutch Harbor area while the first survey was undertaken with images not recording heat in the cargo holds. The vessel was moved and permitted to anchor in Broad Bay, although under USCG orders the engines were being kept warm and the bridge manned in case the vessel needed to be repositioned if the fire reignited. At the recommendation of an Alaska marine pilot and the salvage master aboard, they later repositioned the ship to a mooring buoy in the bay, in a position that would permit better weather avoidance.

One of the concerns is that the hazardous movement of the batteries contributed to the fires aboard the ship. The salvage team has been working to minimize the vessel’s exposure to the harsh weather to reduce the movement of the cargo. They were also keeping the holds sealed, using remote sensing to determine the condition to not risk reigniting the fires.

Part of the effort is inspecting and refilling the CO2 bottles used fighting the first fire (USCG)

The vessel expended its CO2 system last week when it fought the first fire creating a problem when the second fire was discovered. The USCG reports that the response team is continuing to offload the CO2 bottles for inspection, refilling, and reinstallation. As of Thursday, 31 of the 153 CO2 bottles had been offloaded.

A technical expert advisory group has also been formed including the T&T firefighting team which went aboard the vessel and Gallagher Marine Systems which was hired to assist with the recovery. The Alaska Department of Environmental Conversation, the port, and the USCG are also part of the unified command.

Bad weather in the area around Dutch Harbor delayed the arrival of some of the resources and team members. The Coast Guard reports the team is now working on an air circulation plan for the cargo holds to be implemented by the salvage team onboard the vessel.

Members of the salvage team remain aboard the ship. They are also monitoring conditions throughout the extreme weather to ensure the safety of the vessel and its crew.

The USCG reports an investigation into the cause of the fires will take place once the response efforts are completed.

Op-Ed: The EU ETS is an Opportunity to Create Genuine Change

Shipping’s inclusion in the EU Emissions Trading System (EU ETS) has created countless conversations over the past 12 months, as the industry prepares to comply with the new regulation. The EU ETS is a ‘cap-and-trade’ system, whereby the EU will set a limit each year on how much CO2 can be emitted, which decreases each year in line with the target to reduce emissions by 62% from 2005 to 2030. Companies will need to have a European Emission Allowance (EUA) for every tonne of CO2 they emit within each calendar year. Operators will not be allowed to generate more greenhouse gas emissions than their EUAs can cover. If they do, heavy fines are imposed, creating both a financial and regulatory incentive to reduce emissions and improve efficiency.

According to a Reuters survey, the cost of an EUA is forecast to be on average €83.55 a metric tonne in 2024 and €88.95 in 2025. Shipping companies will be responsible for paying for emissions reported in the previous year in a phased implementation. In 2024, only CO2 emissions need to be covered by EUAs; in 2025, companies will pay for 40% of the emissions reported in 2024; in 2026, this rises to 70% of their emissions from 2025; and by 2027, they must cover 100% of their reported emissions.

A quarter of the revenue from maritime EUAs will go into the “Ocean Fund”, funding innovative decarbonization projects in the EU, with the rest going to Member States to specifically pay for maritime decarbonization projects such as port modernization, alternative fuel trials or funding projects in developing countries.

The EU ETS revenue potential for shipping in 2024 is estimated to be in the range of €1.6bn, reach €5.5bn in 2025 and €8bn in 2026. However, the latter two figures are broader estimations as CH4 and N2O gases will need to be accounted for in addition to CO2 and the industry has no prior experience calculating these gases. While this is surely a step in the right direction, revenue from the EU carbon market is a drop in the ocean compared to what a global carbon tax could generate. The World Bank estimates this could be an estimated $1 trillion to $3.7 trillion by 2050, or $40 – $60 billion annually.

A global carbon tax may be the eventual goal for the shipping industry to accelerate decarbonization, but the EU ETS is a great first step. It addresses the sector’s emissions, which have previously been exempt from carbon pricing mechanisms and, moreover, creates a set of rules that can be used immediately as a lever and generator of genuine change across the entire maritime value chain.

Challenges of compliance

By design, compliance with the EU ETS will further ramp up regulatory challenges and environmental pressure, as well as increase costs for companies that exceed their emissions threshold. This will add complexity for owners and operators, requiring them to find the right solutions to adjust or face the significant financial risk of not meeting the requirements.

However, it is important not to dwell too much on these challenges. We should instead look at the EU ETS as a real opportunity to take a decisive leap forward for shipping’s decarbonization, as by putting a price on carbon, the system directly incentivises emissions reductions.

This will encourage companies to invest in cleaner technologies and practices, improve vessel design, optimise operational efficiencies, and explore alternative fuels, fostering innovation and supporting both the EU’s climate goals and shipping’s journey towards zero emissions.

This outlines the opportunity that regulation brings, as it forces industry players to start thinking smarter about how they can drive more sustainable operations.

The good news is, there are solutions currently available on the market that can provide data-driven insights and analytics to optimise vessel performance and reduce emissions.

By connecting multiple data points across a single interface, software can interpret data to generate thousands of recommendations to optimise voyage plans and increase earnings. Organisations can therefore better predict and forecast performance, making decisions that will optimise the voyage, vessel, bunker, costs, and emissions. This means companies will also see the financial benefits that come from optimising their operations, such as reduced fuel consumption and costs, benefitting both profit and planet.

Overcoming data fragmentation

Data will also play a pivotal role in managing EU ETS reporting, as accurate and reliable data is essential for assessing a vessel's environmental impact and progress towards sustainability. However, the maritime value chain still currently suffers from fragmentation when collecting and reporting data. Information is dispersed across the value chain, among various tech platforms, classification societies, and internal systems, leading to inefficiencies and challenges in obtaining a comprehensive view of the industry's operations.

Moreover, many companies employ single-function or in-house systems, which only address certain aspects of the emissions reporting process. As the diversity and number of data sources involved increase, so does the risk of errors in analysis and compliance.

Failing to collect and validate emissions data throughout the year will lead to significant work burdens to meet end-of-year mandatory, regulatory reporting, and voluntary reporting requirements. Shippers and operators will then be forced to navigate complex data sources to ensure accuracy and compliance, which can be time-consuming and prone to human error. This burden not only hampers operational efficiency. It also diverts resources from core activities and undermines the ability to proactively manage emissions and EU ETS compliance.

By adopting a continuous data collection and validation approach, shippers can streamline workflows, alleviate year-end pressures, ensure compliance with the EU ETS, and focus on wider sustainability strategy planning.

Maximizing progress

As shipping finds its feet, it must seize the opportunity that the EU ETS presents to ensure the adoption of long-lasting processes and tools. This will prepare us for the future, as regulations tighten further, and more rules for reaching zero emissions come into force. It is critical that solutions that bring together information across the value chain are prioritized, to deliver a comprehensive view of the industry's operations and enhance collaboration as we work together to make global trade green.

Søren Meyer is CEO of ZeroNorth.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

Australia Bans Chinese LNG Carrier After Breakdown Blocked LNG Terminal

banned LNG carrier — CESI Qingdao was banned by Australia after a mechanical breakdown and for "contravention of AMSA Detention Notice" (AMSA)

The Australian Maritime Safety Agency imposed a stiff penalty on an LNG carrier after an incident that saw the vessel blocking one of the country’s largest LNG export terminals and disrupting the operations of ConocoPhillips Australia, Origin Energy, and the Australia Pacific's terminal. It was the ninth ban imposed on a vessel by the safety agency in 2023 as part of their strict enforcement of regulations to ensure the integrity of operations and the safety of crews.

The ban which runs for 180 days till late June 2024, was issued following an incident that began on November 21 when the Chinese-owned LNG tanker CESI Qingdao (95,600 dwt), a regular caller at the terminal as part of a dedicated export operation, experienced a power failure. By the end of November with the vessel stuck at the terminal for nearly a week, upstream producer Origin reported it had been forced to tune down production as several shipments were missed due to the stranded vessel blocking the terminal.

AMSA during the incident reportedly called the vessel “unseaworthy” while discussing the situation with the Australian media. The safety agency reports it worked with the master and operator while extensive repairs to the ship were carried out. Four generators required repairs, but according to AMSA only one of which was repaired after being completely rebuilt under the supervision of the engine manufacturers.

Australian regulators finally agreed that the laden vessel could be towed off the terminal and placed in an anchorage while repairs were being completed. Three shipments had been delayed while the terminal was blocked. The LNG carrier which operates under charter to Chinese energy company Sinopec (China Petroleum & Chemical Company) remained for three more weeks in the anchorage before finally being towed back to China for repairs, where it is due to arrive on January 12.

“The response of the master and ship managers throughout the repair process necessitated stronger compliance action from AMSA,” they said announcing the six-month ban. The order cites a “contravention of AMSA Detention Notice,” as being the reason for the long ban.

Most of the bans issued are due to poor maintenance issues that AMSA’s inspectors find during port state inspections or when reported by crewmembers. They have also acted when ship managers are found to be violating labor contracts or have a history of poor crew welfare and failing to pay crew wages. However, in one case in 2023 they banned a ship saying inspectors found “incorrect stowage of explosive substances.”

In addition to the bans on individual ships, several ship managers have had their fleets placed on notice for frequent inspections due to a history of poor performance according to AMSA. The safety agency has emphasized that it has a low tolerance for these issues in its efforts to protect crews and the Australian environment.

Cadeler’s Massive Wind Turbine Installation Vessel is Launched

Wind Peak wind turbine installation vessel launched — Wind Peak was launched from the building dock on Januar 3 (Cadeler)

The first of the two new massive wind turbine installation vessels ordered by Cadeler was floated out at the Cosco Shipyard in China. The vessels are part of the company’s future fleet and with an increased size are designed to improve the efficiency of installation projects and handle the largest wind turbines.

The first of the vessels, Wind Peak, was floated out at the Cosco yard in Qidong, China on January 3. Cadeler highlights it as a milestone after two years of engineering work and 18 months of construction. The hull of the vessel is complete and it will now begin the final phase of construction which will include installing the jacking legs and cranes. The construction timetable calls for the vessel to undergo sea trials in mid-2024 and be delivered in the third quarter of this year.

The Wind Peak rivals Jan De Nul’s massive jack up vessel Voltaire which was billed as the largest ever for the offshore wind sector. The specs for the Wind Peak highlight that she has a maximum payload of over 17,600 tons compared to the rated 16,000-ton payload for the Voltaire. Wind Peak’s cranes have a 2,600-ton lift capacity to Voltaire’s 3,200-ton capacity although the actual capacity varies based on the jack up height and other factors.

Cadeler highlights its new vessel is designed to operate at some of the most difficult sites. Its increased transit capacity with 5,600 square meters of deck space means it will make fewer transits decreasing installation time and the associated costs. It will be able to transport and install seven complete 15 MW turbine sets at a time or five sets of the newest 20-plus MW turbines.

Wind Peak will have the largest capacity permitting it to carry more turbines to the site at one time (Cadeler)

Dimensions on the vessel are a length of 531 feet (162 meters) and it can operate water depths greater than 230 feet (70 meters). It has accommodations for 130 people and a nod to the drive to decrease emissions the vessel has a 5.4 MW battery and can also use shore power in port. It is also being built ready to adapt to future fuels.

Cosco highlights that it using new construction processes for the vessel which has permitted it to reduce dock time during construction by approximately a third. They also note the vessel’s advanced design means that it could also be used in dismantling projects and for recycling worn-out parts or installations.

The Wind Peak will be followed by a sister ship the Wind Pace which is scheduled for delivery in the second quarter of 2025. In addition, having completed the acquisition of Eneti through the merger, Cadeler also gains the Nessie and Siren, the two large installation vessels that Eneti ordered from the shipyard that is now Hanwha Ocean in South Korea. These two vessels will also each have 5,400 square meters of deck space and a maximum crane capacity of 2,600 tons.

The combined company says when it completes these four new builds plus two wind foundation installation vessels also ordered by Cadeler, it will have the largest dedicated wind installation fleet. The company will have six newbuilds as well as four existing vessels for a total of 10, after Eneti sold off its oldest vessels which had been acquired with the acquisition of Seajacks.

Empire Wind 2 Cancels Rock Installation and Substation Contracts

Joint venture partners BP and Equinor are continuing to take steps to back away from the planned Empire Wind 2 offshore wind farm by canceling multiple contracts. This comes after announcing that they had agreed with New York state regulators to terminate the power purchase agreement for the second phase of the planned 2 GW wind farm. Empire Wind did not take similar steps for the first phase and by all indications is still moving forward with the 800 MW portion of the project known as Empire Wind 1.

Citing the rise in interest rates and inflation as well as supply chain challenges, the joint venture called the cancelation of the power agreement a “reset” for the project. They said they were looking to new offtake opportunities for Empire Wind 2 which calls for a 1.2 GW wind farm to be located between 15 and 30 miles southeast of Long Island.

The joint venture however has also moved to cancel several of the supply contracts for the Empire Wind 2 project. In the latest development, Great Lakes Dredge & Dock Corporation reported yesterday, January 4, that it had been notified that the joint venture was canceling a portion of its rock installation contract. That follows an announcement earlier in the week from Seatrium that the joint venture canceled the contract for an offshore substation platform for Empire Wind 2.

Great Lakes Dredge & Dock highlighted the contract which was awarded in May 2022 as the first rock installation contract awarded to a U.S. company for offshore wind. Great Lakes is building a Jones Act-compliant subsea rock installation vessel for projects such as Empire Wind. The rock installation contract was won in coordination with Van Oord, which was to use the flexible fallpipe vessel Stornes to install rock before the installation of the monopile foundations. A total of 138 turbines were scheduled between the two phases of the wind farm. Great Lakes was to install rocks to protect and stabilize the monopile foundations, electrical substructures, and export cables.

The first phase of the rock installation for Empire Wind 1 will proceed in 2025, however, the second phase scheduled for 2026 for Empire Wind 2 was canceled. Great Lakes reports the termination initiates a contractually obligated termination fee payable to the consortium with Van Oord that is intended to cover lost earnings potential related to Empire Wind 2.

Great Lakes intends to bid on future projects for its rock installation vessel. They said they will continue to pursue additional opportunities including projects internationally for 2026 and beyond.

Singapore-based engineering firm Seatrium also reported that Empire Wind has canceled the contract for the 1,250 MW offshore substation platform planned for Empire Wind 2. The order was valued at US$188 million and was due to start in June 2024. Seatrium notes that the contract had progressive payment milestones and that payment for the work performed to date has been received. In addition, they said work on the offshore substation platform for Empire Wind 1 was continuing. Work on that portion of the project started in the fourth quarter of 2023.

Equinor and BP said they would be seeking new offtake opportunities for Empire Wind 2. New York State is currently conducting a new solicitation for renewable energy and it provided the opportunity for companies to rebid existing projects. They however are required to cancel the existing power agreements if they want to proceed to rebid the project. New York has indicated it is accelerating the process, closing the solicitation at the end of January 2024, and expects to announce results by April. The goal for the wind projects is to execute contracts by the second quarter of 2024.

Equinor, BP Cancel Offtake Deal with New York for Giant Empire Wind 2

By Charles Kennedy - Jan 03, 2024

European energy giants Equinor and BP have scrapped a deal to sell power to the state of New York from the Empire Wind 2 offshore wind farm in the Atlantic Ocean, saying the project is no longer commercially feasible.

Citing higher inflation and borrowing costs, along with various supply chain issues, Equinor and BP said they would exit the agreement with the state of New York and would instead look for better offtake deals after the state’s regulators in October had rejected a request from BP and Equinor to seek higher rates for delivering offshore wind power, Bloomberg reports.

In a statement on Wednesday, Equinor said the agreement “reflects changed economic circumstances on an industry-wide scale and repositions an already mature project to continue development in anticipation of new offtake opportunities.”

The 1,260-megawatt Empire Wind 2 offshore wind project has seen progress stutter recently as power offtake contracts have been canceled in a number of states due to soaring project costs that developers say do not reflect the reality.

"Empire Wind 2 has been 'at risk' since the project developers made clear in their June 2023 petition that they would not move forward under the current contract," Timothy Fox, managing director at ClearView Energy Partners, told Reuters on Wednesday.

Bloomberg also quoted Fox as saying that “the economies of scale just aren’t enough to help these projects amid these macroeconomic events,” adding that “all those projects were on the bubble, so it’s not surprising that Equinor and BP want to reduce some of the risk they’re facing”.

In total, state contracts have been awarded to 17.5 gigawatts of U.S. offshore wind projects, according to Fox, via Bloomberg. More than half of those are currently being disputed or already canceled, including the massive 2.2 gigawatts of capacity from Orsted’s Ocean Wind 1 and 2 projects in New Jersey.

By Charles Kennedy for Oilprice.com

Rapper convicted under Russia’s anti-LGBTQ+ law for attending “nude illusion” party in just a sock

Russian rapper Vacio was sentenced to 15 days in jail.

By John Russell Saturday, January 6, 2024

VacioPhoto: Screenshot

A Russian rapper was jailed under the country’s anti-LGBTQ+ “gay propaganda” law for attending a star-studded party in Moscow late last month wearing only a sock.

As The Guardian reported last week, Nikolai Vasilyev, who performs under the stage name Vacio, attended the December 20 event at Moscow nightclub Mutabor. Thrown by Russian social media influencer Anastasia Ivleeva, the event’s theme was reportedly “nude illusion,” and guests, including many well-known Russian celebrities, attended in revealing attire.

RELATED:

LGBTQ+ Russians are “ordinary people” in new photo book working to combat rising hate in the country

“I wanted to find moments that unite all of us despite our orientation.”
Vasilyev wore sneakers and a sock covering his genitals a la the Red Hot Chili Peppers.

The party sparked outrage from Russian officials and pro-Kremlin commentators after photos and videos began appearing on social media. Critics have blasted Ivleeva and her guests for attending the event as Russia’s war with Ukraine grinds on and claim that the party violated a Russian law banning the promotion of homosexuality in any context.

According to The Guardian, Vasilyev was summoned to court within days of the party and was sentenced to 15 days in jail under the “gay propaganda” law.

Russian President Vladimir Putin first signed a law banning so-called “gay propaganda” in Russia in June 2013. The law ostensibly sought to “protect children” from any “propaganda of nontraditional sexual relationships,” as stated in the law’s text. But the law has mostly been used to silence LGBTQ+ activist organizations, events, websites, and media, as well as to break up families and harass teachers. It has been roundly condemned by the United Nations Committee on the Rights of the Child, the human rights groups Amnesty International and Human Rights Watch, as well as civil rights activists around the world.

In December 2022, Putin signed a law expanding the country’s prohibition on LGBTQ+ “propaganda.” The newer law effectively bans any public expression of LGBTQ+ life in Russia by prohibiting “any action or the spreading of any information that is considered an attempt to promote homosexuality in public, online, or in films, books or advertising,” Reuters reported.

In November, acting on the request of Putin’s Ministry of Justice, Russia’s Supreme Court declared the international gay rights movement as an “extremist organization.” The ruling has led to raids on LGBTQ+ bars and other establishments, while Russian LGBTQ+ organizations have been essentially forced underground.

According to the Washington Post, the radical Christian group Call of the People has asked the Russian prosecutor general’s office to open a criminal probe specifically to investigate “kissing men” and drug use at the December 20 event. Another Kremlin-connected group has called for a boycott of the celebrities who attended.

Facing backlash, Ivleeva and other celebrities have been forced to issue public apologies. Others have reportedly lost endorsement deals and had other events canceled.

The Sun reported that Vasilyev issued his own apology following his sentencing. “I want to say that I do not support LGBT and did not want to make any propaganda about this,” he said according to the tabloid. “I apologise for offending the feelings of other people and being a participant in such a terrible video at such a difficult time for our country.”

Men are more comfortable going to gay bars than telling other men “I love you”

While the concept of masculinity has softened over recent decades, how men relate to one another remains fraught with anxiety.

By Greg Owen Saturday, January 6, 2024

Photo: Shutterstock

A study by YouGov UK reveals a lot of men have trouble expressing their feelings, especially toward other men.

Nearly half of all men would be uncomfortable crying in front of male friends. The same goes for uttering the dreaded “I love you” to a male relative.

The version of the crudely designed calendar available in the U.S. features the wrong number of days in 2024.

Those are just two revelations from a survey among 1,982 men in Great Britain conducted last summer.

While the concept of masculinity has softened over recent decades, how men relate to one another is still fraught with anxiety over how much to reveal emotionally or how far to engage physically with other men, the study shows.

Women don’t suffer the same worry, the survey reveals.

More men generally would prefer going to a gay bar — with the risk that carries of being misidentified as gay — than saying “I love you” to another man.

At the same time, anxiety over physical contact or interaction with other men has risen, despite the respondents’ sexuality.

Not that long ago, physical interactions among men were commonplace in locker rooms and similar same-sex settings. Now the number of men who find being naked in a men’s changing room fairly or very uncomfortable is equal to those who are at ease in that setting, 49% to 49%.

The survey did find, though, that lots of men are huggers.

The study revealed a large majority of men — 81% — felt very or fairly comfortable hugging it out with a male friend, versus 17% who didn’t.

The Brits were also okay sharing a bed with a male friend if circumstances required it, like getting stranded after a missed flight: 53% professed comfort in that scenario versus 42% who didn’t.

By similar margins, men were also okay with applying sunscreen to a male friend’s back, 52% to 42%, while 7% weren’t sure how they felt about that particular possibility.

While a plurality of all men reported they’d be good going out to a gay bar, 49% to 44% — an indication of the sea change in acceptance of gay people in society — many more men would be comfortable eating out at a restaurant with a male friend, 91% to 4%.

Just don’t go too deep with your companion over dinner: 48% versus 44% find crying in front of male friends very or fairly uncomfortable.

Heating Shortages in Moscow Greater in New Housing than in Old Because Heating Networks haven’t Been Expanded, ‘Novyye Izvestiya’ Says

Staunton, Jan. 6 – The Russian media this past week has been filled with stories about the absence of heating and electricity in apartment blocks in the Moscow region. At a time of severe cold weather, tens of thousands of residents are without heat or light; but many mistakenly believe that this problem is concentrated in older housing rather than new.

Instead, according to experts with whom Elena Petrova of Novyye Izvestiya spoke, the greatest problems are in the most recently constructed housing because officials have not been compelled to construct new infrastructure and so older networks can’t support the new burden (newizv.ru/news/2024-01-06/vopros-dnya-pochemu-podmoskovie-stalo-liderom-po-chislu-kommunalnyh-avariy-425888; cf. newizv.ru/news/2023-12-11/zamerzayut-v-novyh-domah-kak-svyazany-polomki-kotelnyh-zimoy-i-ochkovtiratelstvo-425026).

Because so much new housing has been built in the Russian capital over the last year, the problem of not having the necessary infrastructure to ensure heat and light for residents is greater there than elsewhere in Russia where far less housing has been built and so the burden on older infrastructure is less.

Not surprisingly, residents of these new housing units were glad to get them when they did; but they now are suffering because officials did not expand existing heating networks or build the new infrastructure that such new units required. What this likely means is that the problems with Russian housing stock are likely to increase in unexpected places.

Turkish airstrikes destroy 15 PKK ~~terrorist~~ targets in northern Iraq

~~Terrorists~~

PKK FIGHTERS were targeted in Hakurk, Gara, Metina, Qandil and Asos areas, says National Defense Ministry

Anadolu staff |06.01.2024

ISTANBUL

Turkish airstrikes destroyed 15 PKK terrorist targets in northern Iraq believed to be hideouts of ringleaders, the country's National Defense Ministry said on Saturday.

Air operations were carried out in the Hakurk, Gara, Metina, Qandil, and Asos areas to “eliminate terrorist attacks against Türkiye and security forces from northern Iraq by neutralizing members of the PKK/KCK terror group and other terrorist elements and to ensure border security in line with the self-defense rights arising from Article 51 of the UN Charter,” the ministry said in a statement posted on X.

Indigenously produced munitions were used to target the terrorists, the ministry said, adding that the terrorists’ shelters, caves, and storage units were also destroyed in the airstrikes.

Turkish authorities use the term "neutralize" to imply the terrorists in question surrendered or were killed or captured.

PKK terrorists often hide out in northern Iraq to plot cross-border attacks in Türkiye.

“During this operation, every possible precaution was taken to safeguard innocent civilians, friendly elements, historical and cultural landmarks, and the environment from any harm,” it added.

In its more than 35-year terror campaign against Türkiye, the PKK — listed as a terrorist organization by Türkiye, the US, and EU — has been responsible for the deaths of more than 40,000 people, including women, children, and infants.

LA REVUE GAUCHE - Left Comment