Anyone have the unwalled content?

The end is the most enlighting vs the legal losses:

With most jurisdictions dodging the questions at the heart of the case, it can create a misleading impression that things have gone well for the former president.

“The cases have gone poorly for Trump,” Derek Muller, a Notre Dame law professor who has followed the cases closely, wrote Friday in a blog post. “He lost on the merits in the only two jurisdictions that got to the merits, Colorado and Maine.”

The Red Sea Conflict Is Scrambling Shipping. Europe Is Bearing the Brunt. Europe is again on the front line of the latest geopolitical tensions, a development that threatens to widen the economic gap between it and the U.S. By Paul Hannon and William Boston Jan. 18, 2024 11:00 pm ET

Ships traveling through the Red Sea carry about 40% of the goods traded between Europe and Asia. PHOTO: LUKE DRAY/GETTY IMAGES For the second time in three years, a conflict in Europe’s unruly neighborhood is threatening to weaken an already struggling economy while a more robust U.S. is watching from a safer distance. This time, attacks by Houthi rebels in Yemen targeting cargo ships in the Red Sea have persuaded more carriers to opt for the safer but longer and more expensive journey around Africa via the Cape of Good Hope. Those detours are raising freight costs and leading retailers to worry about running out of stock. Some factories have suspended work in the absence of needed parts. Should the threat persist, economists think the decline inflation Europe enjoyed last year could slow down, pushing back a potential cut in key interest rates. “This is clearly one of the major downside risks to growth, and upside risks to inflation,” said Ana Boata, chief economist at insurer Allianz Trade. “We could talk about a recessionary risk.” Re-Route Shipping companies with vessels idling in or near the Suez Canal are considering taking a detour around Africa. The Cape of Good Hope route is considerably longer and burns more fuel, making it less popular than the Suez Canal option.

Major world shipping routes Suez route Cape of Good Hope route Other Example: Singapore-Rotterdam, Netherlands Rotterdam Med. Sea Suez Canal Atlantic Ocean Singapore Indian Ocean Cape of Good Hope Distance Round-trip voyage Suez route 8,301 naut. miles 34 days 11,758 43 Cape route Sources: Jean-Paul Rodrigue, Hofstra University (global routes); Bimco (distance, voyage) The latest geopolitical flare-up could cement a growing asymmetry between Europe and the U.S. As a large energy producer, the U.S. has emerged arguably stronger from the crisis sparked by the Ukraine war. And while some of its imports transit via the Suez Canal, their share is comparatively small, and the Pacific offers an alternative route for cargo out of Asia. For now, the interruptions to supply chains are on a modest scale compared with the more widespread blockages seen in 2020 and 2021, and their economic impact is likely to be proportionately smaller. Businesses have also learned lessons from interruptions during the Covid-19 pandemic, and have larger inventories than they did then. IKEA boss Jesper Brodin said the Red Sea conflict has lengthened its shipping routes by about 10 days or longer though its customers aren’t affected. “The huge difference at the moment is that we have recuperated after the pandemic,” he said at the World Economic Forum in Davos, Switzerland. “So that means our stocks in our warehouse are in good shape.”

Discount retailer Pepco said conflict in the Red Sea has had a limited effect on product availability, but could hurt supply in the coming months if it continues. The discount retailer—which houses Poundland in the U.K. and Dealz and Pepco in continental Europe—said Thursday that Houthi attacks on vessels were leading to higher spot freight rates and delays to container lead times. But coming in the wake of a global pandemic and the largest European war in eight decades, the escalation of the conflict that began with an attack on Israel by Hamas in early October is a reminder that the outlook for the global economy is increasingly shaped by developments beyond the reach of economic policymakers. Ships traveling through the Red Sea carry about 40% of the goods that are traded between Europe and Asia. The Houthis initially claimed to target Israeli ships or those bound for its ports but in practice, their attacks have been indiscriminate. That has prompted more operators to divert their traffic around the Cape of Good Hope.

Jesper Brodin said the Red Sea conflict has lengthened IKEA’s shipping routes by about 10 days or longer. PHOTO: DENIS BALIBOUSE/REUTERS Last week, Tesla said delays in delivery of components caused by the rerouting of ships would force it to suspend production at its only large factory in Europe, the GigaBerlin plant outside Berlin. Volvo Cars, the Chinese-Swedish automaker, said gearboxes needed to build conventional combustion vehicles at a plant in Belgium were delayed, forcing the company to halt production for three days. Volkswagen, Europe’s largest carmaker by sales, said its plants hadn’t been affected, but that it continued to monitor the situation in close contact with its suppliers. VW said it was rerouting shipments, which was causing some delay. Oxford Economics estimates that a ship traveling at 16.5 knots from Taiwan to the Netherlands via the Red Sea and the Suez Canal takes about 25½ days to complete the journey. But this rises to about 34 days if the journey is diverted around the Cape. Extra traveling time reduces the annual capacity of each ship, and can have a knock-on effect on freight costs on other routes, including those between Asia and the U.S. According to the Freightos Baltic Index, the average cost of transporting goods in a container across the globe doubled between Dec. 22 and Jan. 12.
Those times could lengthen even further if diverted ships have to wait to take on additional fuel to complete their unplanned journeys at overstretched African ports, of which South Africa’s Durban is the largest. “We haven’t seen tremendous congestion in Durban,” said Ami Daniel, CEO of shipping consulting firm Windward.

Attacks by Houthi rebels in Yemen have disrupted global shipping. PHOTO: YAHYA ARHAB/SHUTTERSTOCK For Europe, the impact of the crisis would largely depend on the extent and duration of the disruption. Economists at Allianz Trade calculate that a doubling of freight costs sustained for more than three months could push the eurozone’s inflation rate up by three-quarters of a percentage point and reduce economic growth by almost a percentage point. With the eurozone’s economy already weakened, that could push it into contraction during 2024. Paolo Gentiloni, the European Union’s top economic official, told reporters on Monday that the situation in the Red Sea “should be monitored very closely” because it could cause energy prices and inflation to rebound. There are several reasons why the crisis’s impact on Europe’s economy might be less severe than previous episodes of surging freight costs. For one, businesses have been through a number of supply-chain disruptions over recent years and believe they are better prepared. “We are affected by the crisis,” said Matthias Zink, CEO of Schaeffler Automotive Technologies. “But it’s under control. Maybe the explanation is that we have a lot of experience now in this resilience or in the reaction to these crises.” Stellantis, the French-American-Italian maker of Fiat, Peugeot and Jeep, said it was compensating for delays in rerouted ships “by using some limited airfreight solutions,” adding that the delays had “almost no impact on manufacturing to date.” Patrick Lepperhoff, a consultant with Inverto, a unit of BCG, said past crises had made companies better prepared for sudden shocks. Many companies invested in IT to gain better visibility on their supply chains and got closer to their main suppliers, he added. In addition to greater preparedness, the economic environment is also different from during the pandemic—a global event affecting supply chains around the world. The current crisis is local, leaving suppliers with more alternatives and many businesses now hold bigger inventories than they did before the pandemic struck. In Europe, weak consumer demand has padded this cushion. “The Red Sea is not as dangerous to global trade as the events were a few years ago,” said Lepperhoff.

Me too, but funny how well it works.

In a different part of the thread.

https://streamable.com/1ubjlx

Speedy Gonzalez with some good luck, good accuracy, or both. The way to drop on a bully.

Probably at distance, but some context or description would be useful.

Looks like industry got what they wanted.

https://en.m.wikipedia.org/wiki/Range:_Why_Generalists_Triumph_in_a_Specialized_World

I think they dodged that as well… https://arstechnica.com/?p=1989111

“Android users’ hopes that Apple’s iMessage would be forced to open up in the European Union have been dashed. Bloomberg reports that iMessage won’t qualify for the EU’s new “Digital Markets Act,” allowing Apple to keep iMessage exclusive to Apple users. …”

Interesting, but I wonder if the car companies have any reason to reply? Be it legal, social, or fiduciary?

earth.nullschool.net

I agree on the ending soon enough, however I think if Russia did hit a NATO state, Article 4 might not lead to an Article 5. NATO is already at a Article 4 so for the War so, so there is a huge amount of deliberation and intent to support without escalation.

Also even if Article 5 was invoked, it would be a question as to who would actual send troops vs “such action as [the member state] deems necessary” which is fairly broad.

As comment in thread points out, the subpoenaed info was essentially useless.

No wonder Russia wanted Ukraine. Gotta feed it’s own people…

Heartless tards.

I hope the US gives Ukraine the ATACMs for some satisfying reprisal. I just wish weapons systems would end this wanton destruction. Grrrr

What adapter does the KVM?

To quote some of it:

The Wagner Group has established operations in several African countries, where many of its operations focus on security issues. It has often provided security services and paramilitary assistance and launched disinformation campaigns for troubled regimes in exchange for resource concessions and diplomatic support. Wagner is most active in the Central African Republic (CAR), Libya, Mali, and Sudan, all of which have a tenuous relationship with the West due to colonial legacies and inherent political differences.

What does it do? Wagner’s services vary based on the needs of its clients, which include rebel groups and regimes, and its funding ranges from direct payment to resource concessions.

Evaluating the U.S. Military Contribution in Afghanistan Combat operations. Wagner troops have supported African governments in combat operations against rebel groups, and vice versa. Approximately one thousand Wagner troops entered CAR in 2018 to defend the government of President Faustin-Archange Touadéra against rebel attacks on the capital, Bangui. In return, Wagner subsidiaries received unrestricted logging rights and control of the lucrative Ndassima gold mine. Similarly, Wagner Group forces deployed to Mozambique in 2019 to help fight the self-proclaimed Islamic State in the northern Cabo Delgado province. However, the group failed to contain the insurgency and withdrew from the area after a few months.

Security and training support. Wagner acts as a security service for vulnerable regimes. The group served as a part of a personal protection detail for Touadéra and helped train CAR’s army to prepare for possible coup attempts. Wagner has operated in Sudan since 2017, training Sudanese troops, guarding mineral resources, and suppressing dissent against the government of President Omar al-Bashir, all in exchange for gold exports to Russia. In many cases, Wagner’s support is supplemented by official Russian military assistance, such as in Mali, where the armed forces received combat and surveillance aircraft from Moscow.

Disinformation campaigns. Prigozhin also owns the Internet Research Agency (IRA), an online “troll farm,” and the Association for Free Research and International Cooperation (AFRIC), both of which are under U.S. sanctions and have worked alongside Wagner. The IRA previously outsourced work to individuals in Ghana and Nigeria that sought to inflame political divisions in the United States ahead of the 2016 presidential election, while AFRIC has sponsored “phony election monitoring” in several African nations, including Mozambique and Zimbabwe. Prigozhin has also been accused of co-opting Pan-Africanist movements to promulgate anti-French and anti-Western messages.

Carbon reduction ouught to be about kicking corporation into reduction as consumers are a much lower percentage of the issue. And deforestation (now as compared to was) is as much a Palm Oil issue as anything, which is a food product issue. Then saving soil is more of a general agriculture issue combined with irrigation and it’s salt salinity, plus runoff, and…

Yea this meme nails how I feel, I just wish I felt less disenfranchised about the knowledge I have about how the next generations are going to go to hell in a hand basket.

Way to keep the screw ups going Reddit. Loose all DM for everyone and blame it on a new infrastructure. Wow.

As a guy who struggle to date because I respect women as best I can, I sympathize with the mentality indicated, but also disagree that it is just a dating app issue.

Distilling it to a few points is, I believe, disingenuous to the very complex situation that modern dating is.

Although there is argument about the science, the book Sex at Dawn by Christopher Ryan is one of many that can help reframe the physiological and psychological background of partnering. Not insofar as it is valid, but that what we think we know is really much more under review and debatable.

Add the increase of women in the workplace, Title 9, the increase of an educated women (nay thr dominance of women in many masters and above programs), the urbanization of society, the increase of population dramatically and it’s associated demographics shift towards an increase in women, etc, etc. There is a lot going on. Which definitely includes the change of technology in reaching peers and potential dates.

Our physiology has not changed nearly as much as the knowledge base has however. Which means many things, but among other things it means that physiology can be manipulated by technology. In this, I would agree there is a basis for arguing that dating apps are interrupting the interpersonal interaction.

Having said all that, anecdotally, I will also say not using apps and meeting people is impressively challenging for all the previously normal reason dating is painful… Assuming you can find a place to meet someone compatible.