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[aroundtheworldwithphillyfogg]

December 12th: the Henrietta

The next day was the 12th of December. From seven in the morning of the 12th to a quarter before nine in the evening of the 21st there were nine days, thirteen hours, and forty-five minutes. If Phileas Fogg had left in the “China,” one of the fastest steamers on the Atlantic, he would have reached Liverpool, and then London, within the period agreed upon.

Mr. Fogg left the hotel alone, after giving Passepartout instructions to await his return, and inform Aouda to be ready at an instant’s notice. He proceeded to the banks of the Hudson, and looked about among the vessels moored or anchored in the river, for any that were about to depart. Several had departure signals, and were preparing to put to sea at morning tide; for in this immense and admirable port there is not one day in a hundred that vessels do not set out for every quarter of the globe. But they were mostly sailing vessels, of which, of course, Phileas Fogg could make no use.

He seemed about to give up all hope, when he espied, anchored at the Battery, a cable’s length off at most, a trading vessel, with a screw, well-shaped, whose funnel, puffing a cloud of smoke, indicated that she was getting ready for departure.

Phileas Fogg hailed a boat, got into it, and soon found himself on board the “Henrietta,” iron-hulled, wood-built above. He ascended to the deck, and asked for the captain, who forthwith presented himself. He was a man of fifty, a sort of sea-wolf, with big eyes, a complexion of oxidised copper, red hair and thick neck, and a growling voice.

“The captain?” asked Mr. Fogg.

“I am the captain.”

“I am Phileas Fogg, of London.”

“And I am Andrew Speedy, of Cardiff.”

“You are going to put to sea?”

“In an hour.”

“You are bound for—”

“Bordeaux.”

“And your cargo?”

“No freight. Going in ballast.”

“Have you any passengers?”

“No passengers. Never have passengers. Too much in the way.”

“Is your vessel a swift one?”

“Between eleven and twelve knots. The “Henrietta,” well known.”

“Will you carry me and three other persons to Liverpool?”

“To Liverpool? Why not to China?”

“I said Liverpool.”

“No!”

“No?”

“No. I am setting out for Bordeaux, and shall go to Bordeaux.”

“Money is no object?”

“None.”

The captain spoke in a tone which did not admit of a reply.

“But the owners of the ‘Henrietta’—” resumed Phileas Fogg.

“The owners are myself,” replied the captain. “The vessel belongs to me.”

“I will freight it for you.”

“No.”

“I will buy it of you.”

“No.”

Phileas Fogg did not betray the least disappointment; but the situation was a grave one. It was not at New York as at Hong Kong, nor with the captain of the “Henrietta” as with the captain of the “Tankadere.” Up to this time money had smoothed away every obstacle. Now money failed.

Still, some means must be found to cross the Atlantic on a boat, unless by balloon—which would have been venturesome, besides not being capable of being put in practice. It seemed that Phileas Fogg had an idea, for he said to the captain, “Well, will you carry me to Bordeaux?”

“No, not if you paid me two hundred dollars.”

“I offer you two thousand.”

“Apiece?”

“Apiece.”

“And there are four of you?”

“Four.”

Captain Speedy began to scratch his head. There were eight thousand dollars to gain, without changing his route; for which it was well worth conquering the repugnance he had for all kinds of passengers. Besides, passengers at two thousand dollars are no longer passengers, but valuable merchandise. “I start at nine o’clock,” said Captain Speedy, simply. “Are you and your party ready?”

“We will be on board at nine o’clock,” replied, no less simply, Mr. Fogg.

It was half-past eight. To disembark from the “Henrietta,” jump into a hack, hurry to the St. Nicholas, and return with Aouda, Passepartout, and even the inseparable Fix was the work of a brief time, and was performed by Mr. Fogg with the coolness which never abandoned him. They were on board when the “Henrietta” made ready to weigh anchor.

When Passepartout heard what this last voyage was going to cost, he uttered a prolonged “Oh!” which extended throughout his vocal gamut.

As for Fix, he said to himself that the Bank of England would certainly not come out of this affair well indemnified. When they reached England, even if Mr. Fogg did not throw some handfuls of bank-bills into the sea, more than seven thousand pounds would have been spent!

An hour after, the “Henrietta” passed the lighthouse which marks the entrance of the Hudson, turned the point of Sandy Hook, and put to sea. During the day she skirted Long Island, passed Fire Island, and directed her course rapidly eastward.

[hellsitesonlybookclub]

Around the World in 80 Days by Jules Verne

CHAPTER XXXII. IN WHICH PHILEAS FOGG ENGAGES IN A DIRECT STRUGGLE WITH BAD FORTUNE

The “China,” in leaving, seemed to have carried off Phileas Fogg’s last hope. None of the other steamers were able to serve his projects. The “Pereire,” of the French Transatlantic Company, whose admirable steamers are equal to any in speed and comfort, did not leave until the 14th; the Hamburg boats did not go directly to Liverpool or London, but to Havre; and the additional trip from Havre to Southampton would render Phileas Fogg’s last efforts of no avail. The Inman steamer did not depart till the next day, and could not cross the Atlantic in time to save the wager.

Mr. Fogg learned all this in consulting his “Bradshaw,” which gave him the daily movements of the transatlantic steamers.

Passepartout was crushed; it overwhelmed him to lose the boat by three-quarters of an hour. It was his fault, for, instead of helping his master, he had not ceased putting obstacles in his path! And when he recalled all the incidents of the tour, when he counted up the sums expended in pure loss and on his own account, when he thought that the immense stake, added to the heavy charges of this useless journey, would completely ruin Mr. Fogg, he overwhelmed himself with bitter self-accusations. Mr. Fogg, however, did not reproach him; and, on leaving the Cunard pier, only said: “We will consult about what is best to-morrow. Come.”

The party crossed the Hudson in the Jersey City ferryboat, and drove in a carriage to the St. Nicholas Hotel, on Broadway. Rooms were engaged, and the night passed, briefly to Phileas Fogg, who slept profoundly, but very long to Aouda and the others, whose agitation did not permit them to rest.

The next day was the 12th of December. From seven in the morning of the 12th to a quarter before nine in the evening of the 21st there were nine days, thirteen hours, and forty-five minutes. If Phileas Fogg had left in the “China,” one of the fastest steamers on the Atlantic, he would have reached Liverpool, and then London, within the period agreed upon.

Mr. Fogg left the hotel alone, after giving Passepartout instructions to await his return, and inform Aouda to be ready at an instant’s notice. He proceeded to the banks of the Hudson, and looked about among the vessels moored or anchored in the river, for any that were about to depart. Several had departure signals, and were preparing to put to sea at morning tide; for in this immense and admirable port there is not one day in a hundred that vessels do not set out for every quarter of the globe. But they were mostly sailing vessels, of which, of course, Phileas Fogg could make no use.

He seemed about to give up all hope, when he espied, anchored at the Battery, a cable’s length off at most, a trading vessel, with a screw, well-shaped, whose funnel, puffing a cloud of smoke, indicated that she was getting ready for departure.

Phileas Fogg hailed a boat, got into it, and soon found himself on board the “Henrietta,” iron-hulled, wood-built above. He ascended to the deck, and asked for the captain, who forthwith presented himself. He was a man of fifty, a sort of sea-wolf, with big eyes, a complexion of oxidised copper, red hair and thick neck, and a growling voice.

“The captain?” asked Mr. Fogg.

“I am the captain.”

“I am Phileas Fogg, of London.”

“And I am Andrew Speedy, of Cardiff.”

“You are going to put to sea?”

“In an hour.”

“You are bound for—”

“Bordeaux.”

“And your cargo?”

“No freight. Going in ballast.”

“Have you any passengers?”

“No passengers. Never have passengers. Too much in the way.”

“Is your vessel a swift one?”

“Between eleven and twelve knots. The “Henrietta,” well known.”

“Will you carry me and three other persons to Liverpool?”

“To Liverpool? Why not to China?”

“I said Liverpool.”

“No!”

“No?”

“No. I am setting out for Bordeaux, and shall go to Bordeaux.”

“Money is no object?”

“None.”

The captain spoke in a tone which did not admit of a reply.

“But the owners of the ‘Henrietta’—” resumed Phileas Fogg.

“The owners are myself,” replied the captain. “The vessel belongs to me.”

“I will freight it for you.”

“No.”

“I will buy it of you.”

“No.”

Phileas Fogg did not betray the least disappointment; but the situation was a grave one. It was not at New York as at Hong Kong, nor with the captain of the “Henrietta” as with the captain of the “Tankadere.” Up to this time money had smoothed away every obstacle. Now money failed.

Still, some means must be found to cross the Atlantic on a boat, unless by balloon—which would have been venturesome, besides not being capable of being put in practice. It seemed that Phileas Fogg had an idea, for he said to the captain, “Well, will you carry me to Bordeaux?”

“No, not if you paid me two hundred dollars.”

“I offer you two thousand.”

“Apiece?”

“Apiece.”

“And there are four of you?”

“Four.”

Captain Speedy began to scratch his head. There were eight thousand dollars to gain, without changing his route; for which it was well worth conquering the repugnance he had for all kinds of passengers. Besides, passengers at two thousand dollars are no longer passengers, but valuable merchandise. “I start at nine o’clock,” said Captain Speedy, simply. “Are you and your party ready?”

“We will be on board at nine o’clock,” replied, no less simply, Mr. Fogg.

It was half-past eight. To disembark from the “Henrietta,” jump into a hack, hurry to the St. Nicholas, and return with Aouda, Passepartout, and even the inseparable Fix was the work of a brief time, and was performed by Mr. Fogg with the coolness which never abandoned him. They were on board when the “Henrietta” made ready to weigh anchor.

When Passepartout heard what this last voyage was going to cost, he uttered a prolonged “Oh!” which extended throughout his vocal gamut.

As for Fix, he said to himself that the Bank of England would certainly not come out of this affair well indemnified. When they reached England, even if Mr. Fogg did not throw some handfuls of bank-bills into the sea, more than seven thousand pounds would have been spent!

CHAPTER XXXIII. IN WHICH PHILEAS FOGG SHOWS HIMSELF EQUAL TO THE OCCASION

An hour after, the “Henrietta” passed the lighthouse which marks the entrance of the Hudson, turned the point of Sandy Hook, and put to sea. During the day she skirted Long Island, passed Fire Island, and directed her course rapidly eastward.

At noon the next day, a man mounted the bridge to ascertain the vessel’s position. It might be thought that this was Captain Speedy. Not the least in the world. It was Phileas Fogg, Esquire. As for Captain Speedy, he was shut up in his cabin under lock and key, and was uttering loud cries, which signified an anger at once pardonable and excessive.

What had happened was very simple. Phileas Fogg wished to go to Liverpool, but the captain would not carry him there. Then Phileas Fogg had taken passage for Bordeaux, and, during the thirty hours he had been on board, had so shrewdly managed with his banknotes that the sailors and stokers, who were only an occasional crew, and were not on the best terms with the captain, went over to him in a body. This was why Phileas Fogg was in command instead of Captain Speedy; why the captain was a prisoner in his cabin; and why, in short, the “Henrietta” was directing her course towards Liverpool. It was very clear, to see Mr. Fogg manage the craft, that he had been a sailor.

How the adventure ended will be seen anon. Aouda was anxious, though she said nothing. As for Passepartout, he thought Mr. Fogg’s manœuvre simply glorious. The captain had said “between eleven and twelve knots,” and the “Henrietta” confirmed his prediction.

If, then—for there were “ifs” still—the sea did not become too boisterous, if the wind did not veer round to the east, if no accident happened to the boat or its machinery, the “Henrietta” might cross the three thousand miles from New York to Liverpool in the nine days, between the 12th and the 21st of December. It is true that, once arrived, the affair on board the “Henrietta,” added to that of the Bank of England, might create more difficulties for Mr. Fogg than he imagined or could desire.

During the first days, they went along smoothly enough. The sea was not very unpropitious, the wind seemed stationary in the north-east, the sails were hoisted, and the “Henrietta” ploughed across the waves like a real transatlantic steamer.

Passepartout was delighted. His master’s last exploit, the consequences of which he ignored, enchanted him. Never had the crew seen so jolly and dexterous a fellow. He formed warm friendships with the sailors, and amazed them with his acrobatic feats. He thought they managed the vessel like gentlemen, and that the stokers fired up like heroes. His loquacious good-humour infected everyone. He had forgotten the past, its vexations and delays. He only thought of the end, so nearly accomplished; and sometimes he boiled over with impatience, as if heated by the furnaces of the “Henrietta.” Often, also, the worthy fellow revolved around Fix, looking at him with a keen, distrustful eye; but he did not speak to him, for their old intimacy no longer existed.

Fix, it must be confessed, understood nothing of what was going on. The conquest of the “Henrietta,” the bribery of the crew, Fogg managing the boat like a skilled seaman, amazed and confused him. He did not know what to think. For, after all, a man who began by stealing fifty-five thousand pounds might end by stealing a vessel; and Fix was not unnaturally inclined to conclude that the “Henrietta” under Fogg’s command, was not going to Liverpool at all, but to some part of the world where the robber, turned into a pirate, would quietly put himself in safety. The conjecture was at least a plausible one, and the detective began to seriously regret that he had embarked on the affair.

As for Captain Speedy, he continued to howl and growl in his cabin; and Passepartout, whose duty it was to carry him his meals, courageous as he was, took the greatest precautions. Mr. Fogg did not seem even to know that there was a captain on board.

On the 13th they passed the edge of the Banks of Newfoundland, a dangerous locality; during the winter, especially, there are frequent fogs and heavy gales of wind. Ever since the evening before the barometer, suddenly falling, had indicated an approaching change in the atmosphere; and during the night the temperature varied, the cold became sharper, and the wind veered to the south-east.

This was a misfortune. Mr. Fogg, in order not to deviate from his course, furled his sails and increased the force of the steam; but the vessel’s speed slackened, owing to the state of the sea, the long waves of which broke against the stern. She pitched violently, and this retarded her progress. The breeze little by little swelled into a tempest, and it was to be feared that the “Henrietta” might not be able to maintain herself upright on the waves.

Passepartout’s visage darkened with the skies, and for two days the poor fellow experienced constant fright. But Phileas Fogg was a bold mariner, and knew how to maintain headway against the sea; and he kept on his course, without even decreasing his steam. The “Henrietta,” when she could not rise upon the waves, crossed them, swamping her deck, but passing safely. Sometimes the screw rose out of the water, beating its protruding end, when a mountain of water raised the stern above the waves; but the craft always kept straight ahead.

The wind, however, did not grow as boisterous as might have been feared; it was not one of those tempests which burst, and rush on with a speed of ninety miles an hour. It continued fresh, but, unhappily, it remained obstinately in the south-east, rendering the sails useless.

The 16th of December was the seventy-fifth day since Phileas Fogg’s departure from London, and the “Henrietta” had not yet been seriously delayed. Half of the voyage was almost accomplished, and the worst localities had been passed. In summer, success would have been well-nigh certain. In winter, they were at the mercy of the bad season. Passepartout said nothing; but he cherished hope in secret, and comforted himself with the reflection that, if the wind failed them, they might still count on the steam.

On this day the engineer came on deck, went up to Mr. Fogg, and began to speak earnestly with him. Without knowing why it was a presentiment, perhaps Passepartout became vaguely uneasy. He would have given one of his ears to hear with the other what the engineer was saying. He finally managed to catch a few words, and was sure he heard his master say, “You are certain of what you tell me?”

“Certain, sir,” replied the engineer. “You must remember that, since we started, we have kept up hot fires in all our furnaces, and, though we had coal enough to go on short steam from New York to Bordeaux, we haven’t enough to go with all steam from New York to Liverpool.” “I will consider,” replied Mr. Fogg.

Passepartout understood it all; he was seized with mortal anxiety. The coal was giving out! “Ah, if my master can get over that,” muttered he, “he’ll be a famous man!” He could not help imparting to Fix what he had overheard.

“Then you believe that we really are going to Liverpool?”

“Of course.”

“Ass!” replied the detective, shrugging his shoulders and turning on his heel.

Passepartout was on the point of vigorously resenting the epithet, the reason of which he could not for the life of him comprehend; but he reflected that the unfortunate Fix was probably very much disappointed and humiliated in his self-esteem, after having so awkwardly followed a false scent around the world, and refrained.

And now what course would Phileas Fogg adopt? It was difficult to imagine. Nevertheless he seemed to have decided upon one, for that evening he sent for the engineer, and said to him, “Feed all the fires until the coal is exhausted.”

A few moments after, the funnel of the “Henrietta” vomited forth torrents of smoke. The vessel continued to proceed with all steam on; but on the 18th, the engineer, as he had predicted, announced that the coal would give out in the course of the day.

“Do not let the fires go down,” replied Mr. Fogg. “Keep them up to the last. Let the valves be filled.”

Towards noon Phileas Fogg, having ascertained their position, called Passepartout, and ordered him to go for Captain Speedy. It was as if the honest fellow had been commanded to unchain a tiger. He went to the poop, saying to himself, “He will be like a madman!”

In a few moments, with cries and oaths, a bomb appeared on the poop-deck. The bomb was Captain Speedy. It was clear that he was on the point of bursting. “Where are we?” were the first words his anger permitted him to utter. Had the poor man been an apoplectic, he could never have recovered from his paroxysm of wrath.

“Where are we?” he repeated, with purple face.

“Seven hundred and seven miles from Liverpool,” replied Mr. Fogg, with imperturbable calmness.

“Pirate!” cried Captain Speedy.

“I have sent for you, sir—”

“Pickaroon!”

“—sir,” continued Mr. Fogg, “to ask you to sell me your vessel.”

“No! By all the devils, no!”

“But I shall be obliged to burn her.”

“Burn the ‘Henrietta’!”

“Yes; at least the upper part of her. The coal has given out.”

“Burn my vessel!” cried Captain Speedy, who could scarcely pronounce the words. “A vessel worth fifty thousand dollars!”

“Here are sixty thousand,” replied Phileas Fogg, handing the captain a roll of bank-bills. This had a prodigious effect on Andrew Speedy. An American can scarcely remain unmoved at the sight of sixty thousand dollars. The captain forgot in an instant his anger, his imprisonment, and all his grudges against his passenger. The “Henrietta” was twenty years old; it was a great bargain. The bomb would not go off after all. Mr. Fogg had taken away the match.

“And I shall still have the iron hull,” said the captain in a softer tone.

“The iron hull and the engine. Is it agreed?”

“Agreed.”

And Andrew Speedy, seizing the banknotes, counted them and consigned them to his pocket.

During this colloquy, Passepartout was as white as a sheet, and Fix seemed on the point of having an apoplectic fit. Nearly twenty thousand pounds had been expended, and Fogg left the hull and engine to the captain, that is, near the whole value of the craft! It was true, however, that fifty-five thousand pounds had been stolen from the Bank.

When Andrew Speedy had pocketed the money, Mr. Fogg said to him, “Don’t let this astonish you, sir. You must know that I shall lose twenty thousand pounds, unless I arrive in London by a quarter before nine on the evening of the 21st of December. I missed the steamer at New York, and as you refused to take me to Liverpool—”

“And I did well!” cried Andrew Speedy; “for I have gained at least forty thousand dollars by it!” He added, more sedately, “Do you know one thing, Captain—”

“Fogg.”

“Captain Fogg, you’ve got something of the Yankee about you.”

And, having paid his passenger what he considered a high compliment, he was going away, when Mr. Fogg said, “The vessel now belongs to me?”

“Certainly, from the keel to the truck of the masts—all the wood, that is.”

“Very well. Have the interior seats, bunks, and frames pulled down, and burn them.”

It was necessary to have dry wood to keep the steam up to the adequate pressure, and on that day the poop, cabins, bunks, and the spare deck were sacrificed. On the next day, the 19th of December, the masts, rafts, and spars were burned; the crew worked lustily, keeping up the fires. Passepartout hewed, cut, and sawed away with all his might. There was a perfect rage for demolition.

The railings, fittings, the greater part of the deck, and top sides disappeared on the 20th, and the “Henrietta” was now only a flat hulk. But on this day they sighted the Irish coast and Fastnet Light. By ten in the evening they were passing Queenstown. Phileas Fogg had only twenty-four hours more in which to get to London; that length of time was necessary to reach Liverpool, with all steam on. And the steam was about to give out altogether!

“Sir,” said Captain Speedy, who was now deeply interested in Mr. Fogg’s project, “I really commiserate you. Everything is against you. We are only opposite Queenstown.”

“Ah,” said Mr. Fogg, “is that place where we see the lights Queenstown?”

“Yes.”

“Can we enter the harbour?”

“Not under three hours. Only at high tide.”

“Stay,” replied Mr. Fogg calmly, without betraying in his features that by a supreme inspiration he was about to attempt once more to conquer ill-fortune.

Queenstown is the Irish port at which the transatlantic steamers stop to put off the mails. These mails are carried to Dublin by express trains always held in readiness to start; from Dublin they are sent on to Liverpool by the most rapid boats, and thus gain twelve hours on the Atlantic steamers.

Phileas Fogg counted on gaining twelve hours in the same way. Instead of arriving at Liverpool the next evening by the “Henrietta,” he would be there by noon, and would therefore have time to reach London before a quarter before nine in the evening.

The “Henrietta” entered Queenstown Harbour at one o’clock in the morning, it then being high tide; and Phileas Fogg, after being grasped heartily by the hand by Captain Speedy, left that gentleman on the levelled hulk of his craft, which was still worth half what he had sold it for.

The party went on shore at once. Fix was greatly tempted to arrest Mr. Fogg on the spot; but he did not. Why? What struggle was going on within him? Had he changed his mind about “his man”? Did he understand that he had made a grave mistake? He did not, however, abandon Mr. Fogg. They all got upon the train, which was just ready to start, at half-past one; at dawn of day they were in Dublin; and they lost no time in embarking on a steamer which, disdaining to rise upon the waves, invariably cut through them.

Phileas Fogg at last disembarked on the Liverpool quay, at twenty minutes before twelve, 21st December. He was only six hours distant from London.

But at this moment Fix came up, put his hand upon Mr. Fogg’s shoulder, and, showing his warrant, said, “You are really Phileas Fogg?”

“I am.”

“I arrest you in the Queen’s name!”

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Informational Links for Ryanair Manage My Booking & Easyjet Online Check-In

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[irvinenewshq]

Transnet meets with unions once more to take one other crack at ending crippling strike

Transnet stated it will return to negotiations with unions on the CCMA on Wednesday morning. The strike has already precipitated a marked lower in manning ranges at port terminals. Enterprise has supplied to pay Transnet elevated charges and an extra strike-avoidance levy to keep away from prolonging the economic motion. For extra tales, go to the News24 Enterprise entrance web page. Transnet stated it will take one other crack at ending a crippling strike by because it returns to the negotiations below the Fee of Conciliation, Mediation, and Arbitration (CCMA) on Wednesday. The strike entered a full week on Wednesday, with the United Nationwide Transport Union (UNTU) and the South African Transport and Allied Staff Union (Satawu) demanding double-digit will increase. Satawu stated in an announcement on Tuesday that Transnet tabled a brand new provide of between 4.25% – 5% throughout the board, however that the union would reject the “so-called revised provide”.  Enterprise has supplied to pay Transnet elevated charges and an extra strike-avoidance levy to keep away from prolonging the the economic motion. Enterprise Management SA CEO Busi Mavuso stated on Monday that “a number of firms have approached Transnet with potential options together with willingly providing to pay elevated charges for Transnet companies.”  Enterprise Day reported on Wednesday that in keeping with trade publication Cargo Motion Report, an extra levy of R148 per container was supplied for Transnet’s terminal dealing with fees. READ | ‘As unhealthy as load shedding’ – Why enterprise thinks Transnet strike might be ‘remaining nail in coffin’ Transnet stated the primary day of conciliation on Monday ended with administration and the unions signing the foundations outlining picketing websites for the economic motion. “Transnet is hopeful that the unions will formally desk their place, to allow the corporate to evaluate its feasibility, considering affordability and sustainability imperatives for the enterprise, balanced with the wants of workers,” the state-owned freight and logistics firm stated. Transnet stated it was was dedicated to a speedy decision to the deadlock, and would reconvene conciliation talks in good religion on Wednesday morning. Whereas intervention by Minister of Employment and Labour Thulas Nxesi on Monday didn’t break the impasse, Satawu known as on President Cyril Ramaphosa, Minister of Finance Enoch Godongwana, and Minister of Public Enterprises Pravin Gordhan to intervene. READ | Virtually 30 vessels caught as 90% of staff on strike at some Transnet harbours Transnet notified terminal port clients that every one Transnet harbours, besides East London, have been hit by mass stay-aways as a strike intensifies, with 28 vessels in limbo exterior of Transnet terminals or ready to be given a dock. On Tuesday Transnet Port Terminals met with leaders within the deciduous fruit trade to debate contingency plans aimed toward stopping a calamitous influence on the upcoming grape and stone fruit seasons. In line with enterprise foyer teams, the Transnet strike may have a detrimental influence on the South African economic system and can be “as unhealthy as load shedding”, if the wage dispute isn’t swiftly addressed. Originally published at Irvine News HQ

[prilamgroupltd]

The 3 R’s That Sum Up To A Great Air Freight Forwarding Service Provider

When you are already expending on premium air freight forwarding services you must ensure the service provider is the best in the industry. So, how would you know if the air freight forwarding service provider who operates from London to Ghana is a reliable source? Here is how; they should be adept in the three most compulsory R’s that we are about to discuss.

Responsiveness

When you are shipping things via air, you are guaranteed of speed. If you have your cargoes to reach safe and fast, air freight forwarding services are most appropriate. However, there is a need for you to pay attention to the shipment whenever you opt for speedy services that just happens via air. First of all, you need to be very prompt with the documentation process for which you won’t be given much hours and this apart you have to deal and resolve any discrepancy that may lead to delay. Your chief objective should be to lessen the risk of delay and hence being extremely prompt.

A responsive forwarder will proactively monitor the shipment in order to resolve issues at the earliest. Its important that they work enough to lessen risks owing to delays which is possible when the consignment owner has provided with all the documents in time. This helps in seamless forwarding of the cargo without getting caught at the customs. In case of errors and omissions on a consignment the freight forwarder will report you so that you can do the needful. Responsiveness is thus a key quality to look for in an air freight forwarder.

Reputation

Next is reputation. When you are looking for an airfreight forwarder look for their track record. You can ask them to provide references to get an idea of how far they have been able to stand up to their claims as a reliable service provider. Secondly, watch out for their involvement in the particular industry. Now find out if the freight forwarder is accredited by the Air Transport Association. Watch out for their scale of business. In case of international shipping, you may consider looking for a reputable freight forwarder who is linked with large scale forwarding.

Reach

Now, consider the reach of the airfreight forwarder which indicates their network and the time for which they have been in the industry. A well renowned service provider will have an extensive network.

These are the vitals to look for in an 24/7 air freight services provider who operates from London to Ghana.

[7hrrecuitmentuk]

Driver Recruitment Agency in London, UK

A driver is a certified individual representing an outfit of commercial motor vehicle operators with primary responsibilities including the public transit of passengers or haulage of freight between destination routes. Most companies procure fleet management services mainly because they are looking for vehicle tracking services. Fleet management is beneficial to companies that offer home maintenance or cleaning services, electrical repair companies, and security companies, among numerous others. Eligibility requirements for fleet drivers include a clean driving record, optimal customer service skills, proficient defensive driving techniques, and depending on the state, a valid commercial driver’s license. When out on the road, you must be prepared for anything. That is why, at unitruck, they make it their mission to provide professional semi drivers with the products to keep them informed. From replacement parts to quality angle mirror lenses, these tools can keep you safe by maintaining your vehicle and showing you many types of drivers are around you. Driver Recruitment Agency in London and Best Driver Recruitment Agency in London can give proper guidance. A typical deliver does not just drive around listening to the radio all day. He or she must load and unload trucks, navigate various weather conditions, record delivery data, know how to handle specialized products (like food) and troubleshoot when customers receive the wrong or damaged packages. There are no specific educational requirements to become a delivery driver, but many companies who hire delivery drivers require you have a high school diploma or the equivalent document. Top Driver Recruitment Agency in London helps in various aspects. Finding a trucker job is like finding any job. You have to look online and in papers, use your connections and approach companies you want to drive for. The trucking industry is changing because more and more drivers are retiring. That means there is a shortage of drivers, and high demand for new drivers. In addition, there is need for drivers trained in advanced technology thanks to new vehicles. Shuttle driver meaning implies vehicles that provide speedy point-to-point service or cover a route with limited stops. The safety of passengers is the prime responsibility of bus drivers. At the beginning and end of their shift, they inspect their vehicle to ensure that it is functioning correctly. They must follow all traffic laws and posted speed limits, even at the expense of arriving late to their destinations. No formal education is needed to become a delivery driver, although many employers prefer drivers with a high- school diploma. A driver’s license and safe driving record is mandatory. Some companies demand that drivers be at least 25 years old for insurance purposes, undergo a background investigation and pass a drug test. The role of the taxi driver is similar to that of a bus driver, but you will have a more personal one-on-one experience with your passengers – because you will be driving a smaller vehicle and transporting fewer passengers at a time. Each and every journey could lead to new adventure, and you will constantly be exposed to interesting stories from passengers from all walks of life. Taxi driving is usually a fully flexible role and the vast majority of people who do it full control of your own hours and your own vehicle. To get started, you will need to apply for a taxi or private hire vehicle license – the conditions of which vary, depending on whether you live inside or outside of London. Driver Recruitment Agency in UK and Best Driver Recruitment Agency in UK can provide real time support. Recruitment refers to the process of identifying, attracting, interviewing, selecting, hiring and onboarding employees. In other words, it involves everything from the identification of a staffing need to filling it. Depending on the size of an organization, recruitment is the responsibility of a range of workers. Larger organizations may have entire teams of recruiters, while others only a single recruiter. In small outfits, the hiring manager may be responsible for recruiting. In addition, many organizations outsource recruiting to outside firms. Companies almost always recruit candidates for new positions via advertisements, job boards, social media sites, and others. Many companies utilize recruiting software to more effectively and efficiently source top candidates. Regardless, recruitment typically works in conjunction with, or as a part of Human Resource. Top Driver Recruitment Agency in UK can help in this regard. Whether hiring applicants or reinstating current employees to fleet driver positions, a safe and viable protocol defines standardized driving expectations including, servicing/repair work, observing speed limit regulations, and tracking mileage per vehicle. London Driver Recruitment Agency and Driver Industry Recruitment give clear idea about the industry. Some of driver jobs in UK are: Deptford Driver Helper- Complete multiple deliveries and collections of packages on foot, prioritize workload to ensure time commitments are met, check for ‘cash on delivery’ packages and ensure all monies are collected, ensure correct completion of UPS paperwork, expected to comply with UPS Policy Code and appearance guidelines, to project a high quality UPS image both internally and externally and provide the highest quality service to their customers at all times. Driver- Support Parts colleagues by collecting and relocating parts to aid service operations, assist in picking and packing parts order and delivering to customers, provide outstanding customer service when delivering parts to customers, ensure delivers and collections are completed within required timeframes, complete required paperwork to confirm receipt or delivery of parts, ensure driving operations are completed to the highest safety standards and in line with road laws. Autonomous Vehicle Safety Driver- Monitor, respond to, and evaluate their autonomous driving system and ensure safe testing at all times, assist in the detection and reporting of safety and performance issues, and software and hardware faults so that they can be resolved quickly, support test and projects planning, and the design and improvement of operational procedures to deliver optimal testing, gather expert driving data covering a range of scenarios which will be used to train their AI. Driver Industry Recruitment Agencies in London and Driver Industry Recruitment Agencies in UK take care of their process very well.

[davidjohn0]

Ramsun Courier offers Same Day Courier Service London to the folks and businesses working in the diverse zone.

[adr-alves-art]

Best Rated Office Removal Suppliers

Office relocation In London is actually a set of works geared to transfer office furniture, things, devices and all workplaces to some new, better location. As a portion of their office relocation, the firm MTC Office Removals at London transfers: tables, chairs, computers, cupboards and household appliances, office devices and other things. Their practice demonstrates that all office move in London has to be planned individually. The most important difference in between moving a workplace from an apartment shifting is that its limited moment. The longer the provider relocates or goes to your new office, the missed chances foryou personally.

When Assessing the movement of one's own office, the provider tries to take into account instantly all the nuances and problems of their work, and determine the possible maximum funding for your relocation. They do not tell you in advance a minimal cost. Therefore, if in the procedure for moving there's a deviation in your preliminary work program and also the sorts of work vary, enough period or perhaps the sum of ingestion of packaging material increases -  they immediately negotiate together with all the customer and just after consent they approve additional costs. Should you Have already moved to the first time and know exactly how that happens, MTC Office Removals suggest that you familiarize yourself with with exactly what has an effect on the cost of office traveling in London. You may secure yourself a totally free consultation on what steps to take to best to organize office relocation at London logically. What is A modern office move in London? Today office relocations are therefore popular that they are ordered several twice per day and also in improvement. To transport the turn-key office in London, a Motor-M freight taxi will allow you. This format of re-location is a favorite, for most causes, such as: big businesses and firms, for his or her tasks, often rent office space, but do not own it, therefore off ice relocations for this an organization really are normal every 3-5 years; expanding the staff or moving to a lot more"commendable" areas of the city to that convenience of customerservice; change of form of action along with its own re-profiling, transition to new norms or alternative factors. Tend not to Miss the occasion to learn more about the new opportunities for yoursby visiting London, Also to seek assistance from the very proficient and dependable business inside the town - MTC Office Removals. Have a Look at their offerings, advices and You'll certainly never Feel frustrated about this selection. MTC Office Removals Is All about Excellent prices And speedy service. More information about business relocation company browse this useful site

[7hrconsultancyuk-blog]

How to get a job in Shipping Industry

Shipping is generally the detailed organization and implementation of a complex operation. It is the management of the flow of things between the point of origin and point of consumption to meet the requirements of the customers or the corporations. The resources managed in shipping may include tangible goods such as material, equipments and also supplies as well as food and other consumable items. The shipping of Physical items usually involves the integration of information flow, material handling, production, packaging, inventory, transportation, warehousing and often security. Shipping manpower recruitment agency in London provides various services to Shipping companies in finding the perfect candidate who will do the above work efficiently.

Shipping and Logistics industry is one that sits on the radar for most School students, graduates and candidates. The Shipping industry is also left with skills shortage, thus many shipping and logistics companies are recruiting new staff at the entry level, particularly for the warehouse job. And for these hiring’s, top recruitment agencies in London are appointed to find the right candidate for the company. A career in shipping industry may be a lot diverse and exciting as it may take you around all over the world. If you’re ambitious then you can go far in the shipping and logistics industry. Shipping Manpower recruitment agency in UK who are associated with big logistic firms try to hire those candidates who have a bright future and are willing to go to any extent for their job.

To get a Job in the Shipping Industry:

1.  What qualifications are required: - Unlike other industries, Shipping industry is a little easy to enter. Because in this industry you don’t need any degree or any certain qualification. Most important think that is required for this job is a can-do attitude, the ability to be able to solve all the problems and think on your own and get a solution for the problem that arises. They must have a good attention to every detail. That is an added bonus to the qualifications required. The manpower services in London are looking for these qualities in the candidate to hire them for the company.

2.  What skills are required: - There are various skills that are required for a job in the shipping industry. You need good geography skills, as you’ll plan and manage the shipments across the globe. Numeracy skills are very important, when dealing with custom appliance, clearing high value goods in various currencies and also calculating the correct duty and VAT.

3.  Apprenticeship: - It is basically a on-the-job training for the new comers to learn about the industry they are working for. Apprenticeship sometimes even enables candidates to gain a license to work in a particular profession. Best consulting recruitment firm in London is a good option to choose for candidate to help them in landing a job in the particular company in the Shipping Industry.

 Most of the Shipping, Freight forwarding and transport companies are keen to take enthusiastic trainees on an entry level, which means you’ll be learning the basic of shipping documentation, raising files, updating various systems and also speaking to various customers and suppliers. Shipping industry offers on the job training where you will work under an experienced freight forwarder or shipping coordinator. They will explain all the processes involves in moving the goods from one place to another, by air, sea or road and possible even a mixture of all three. As you gain experience, you also gain responsibility and thus you will naturally progress in your role until you’re confident enough to manage shipments and the client’s accounts from start to finish.

The Top Shipping Companies in UK right now are: -

1.   JP Ram Shipping Services

2.   Milky Way Logistics

3.   Borealis Maritime

4.   Anglo Pacific

5.   CMA CGM UK

6.   D’Amico Shipping Limited

7.   Woodland Group

8.   CitySprint

9.   Romarc Shipping Agency

10. Speedy Freight.

[myhitechinstituteus]

Five Reasons That Online Shopping Steals The Show

The best famous and also well accepted facet of commercialization of the internet could be the facility to search online. The ease and relaxation provided by online shopping, along with various additional advantages not available in stores have reached the online order of goods that a taste between all. Listed below in brief are a few of the merits of buying items from shopping websites.

Convenience and Comfort

As opposed to having to eke out precious time from busy schedules simply to visit busy market places and fries, waiting in line, maybe not sure the desired products will soon probably be accessible, modern shoppers consider buying a job which may be completed easily anytime, evening or night, and from anywhere. The buyers can stay away from the holiday rush by ordering their goods online closely seated at home. The only effort is to logon to a purchasing internet site and also readily find components of their choice together with the help of search and manners. Browse dyhs this website acquiring the best conveniences of online shopping.

Pleasant prices

It's popularly known that online buying websites offer products at relatively lower prices compared to physical stores, primarily on account of the fact the merchant, comprehending customer prefer to search online mainly to spend less, somewhat decrease costs by lessening their own profit margins. Besides this, because of this continual rivalry between different webstores, often deals that are attractive and updated reduction supplies keep coming up regularly to magnetize audiences.

Simple payment

The online stores offer a great number of choices in payment options, based on the clients' advantage, for example cash on delivery credit cards and money transfer mobile apps. This facility to opt for a reliable and proper method of payment keeps customers satisfied. Refunds in case there is return or exchange are automatically credited to the various mode of payment.

Reliable shipping

Tie-ups of online stores with leading freight companies assure buyers of responsible and speedy delivery of items, some retailers even offering free shipping and shipping on precisely the identical day since the positioning of the order.

Knowing well that you would start looking for a item online mainly to have your hands on the best online discounts, the online purchasing web sites avail the exact items at far lower prices than the bodily stores. To increase the convenience of customers, many different payment styles are available at sites including charge cards, PayPal, along side swift delivery and also Cash online on the same day, and free shipping for large orders. There's not any wonder the range of online shoppers has risen to the present height.

Fabulous deals and discounts

Concerning discounts and deals, e-shopping stores score very heavily on physical stores. Discounts and fresh deals appear almost daily and most of individuals catch them on the spot. All of the online shopping destinations furnish their regular customers with added advantages concerning fabulous discounts and deals.

In general, shopping online is now a way of life for the busy creation as the joy of hovering to purchase items has been overtaken by the will to finish purchases like hanging action. So, people all over the globe now prefers to buy a variety of items of price ranges online.

Downyourhighstreet.com

79 Wells Street, Fitzrovia, London W1T 3QN

info@downyourhighstreet.com

[bmlworld1]

Need to know of Freight Solutions by Land in London

A freight solution by land in London to move is the trade and shipment of things by techniques for an air transporter, which may be legally binding laborer business. Such shipments travel bankrupt and wayfarer flying fragments to any place planes can fly and land Sea Cargo to Bangladesh. The express sending choices of freight choose it a significant decision for managing A Shipping relationship in Bangladesh time-fragile shipments to any place on the planet. This can be particularly significant for the humbler and medium assessed relationship as it draws in them to partake in by and large trade a speedy and gainful way. Dispatching by techniques for air, moreover, offers the upside of a strange condition of security as plane terminal controls over payload are consistently planned. Used identified with various sorts of transportation, like marine, rail, and ground, payload ended up being totally utilized as one of the central advancement decisions in getting and exchanging around the beginning of the Twentieth Century.

Customs advance expert firms can pick the most strong and monetarily clever gathers for using load decisions to empower corporate, single pack or shipment transports. Freight solutions by land in London indicate administrator can design the Goliath degree of choices and pick the most material expects to ensure reasonable and on-time advancement. In like manner with all extensive transportation, conventions opportunity frameworks ought to constantly be foreseen and fittingly recorded Sea Cargo to Bangladesh. Working with shows head for your air delivery ensures that all bits of your load the specialists are checked, from the revived relationship through conventions opportunity and shipment improvement.

Freight solutions by land in London offer a full-scale freight sending relationship to connect with you to get your things passed on. Our get-together of weight specialists can plan shipments broad, to all objectives far and wide. We handle most of your load needs the whole distance ensuring that we agree to your time need. We manage the course building; managing approaches on booked voyager and tanker flights; full weight and split air affirm flights and any related affiliations. We offer condemnation on all transportation procedures and rates most fitting to address your issues.

We give bearer cargo transportation from a single record to high volume air load. We have unequivocal thought in the shipment of vehicle pieces, restorative supplies, flying machine additional things, and breakdown parts expressly for payload relationship for Aircraft on Ground (AOG) conditions. We dispatch both joined and direct payload shipments – whichever elective is most fitting to your exchange. Our load-masters are focused on masterminding the speediest and most accommodating methods for freight sending to all goals around the globe; paying little character to whether you need an approach to manage passage or plane terminal to-air terminal payload affiliation Freight solutions by land in London. Our moved weight track and look for subsequent to programming makes flying machine cargo following incredibly easy to do, furnishing you with key information dependably payload's voyage. If it is a substitute framework for shipping your payload you are scanning for, you are still in the favored spot Freight solutions by land in London. As driving far reaching payload forwarders we moreover offer road load, haulage, and dispatch affiliations, air contract and on-board errand singular, truck pulling back and warehousing working conditions, all directed by our gave get-together of pros to suit your specific transportation and coordination's necessities.

[torontodesign]

CANOE: Great Canadian Design 3 Designed by Indigenous peoples of North America.

From the indigenous people who lived in what is now Canada, to the early explorers, tradesmen, adventurers, voyageurs to todays enthusiast, the canoe is as quintessential a symbol of Canada, its identity as it is a masterpiece of economic design.

They were usually skinned with birch bark over a light wooden frame, but other types could be used if birch was scarce. At a typical length of 4.3 m (14 ft) and weight of 23 kg (50 lb), the canoes were light enough to be portaged, yet could carry a lot of cargo, even in shallow water. Although susceptible to damage from rocks, they are easily repaired. Their performance qualities were soon recognized by early European immigrants, and canoes played a key role in the exploration of North America, with Samuel de Champlain canoeing as far as the Georgian Bay in 1615. René de Bréhant de Galinée a French missionary who explored the Great Lakes in 1669 declared: “The convenience of these canoes is great in these waters, full of cataracts or waterfalls, and rapids through which it is impossible to take any boat. When you reach them you load canoe and baggage upon your shoulders and go overland until the navigation is good; and then you put your canoe back into the water, and embark again. American painter, author and traveler George Catlin wrote that the bark canoe was "the most beautiful and light model of all the water crafts that ever were invented.”

.

Native American groups of the north Pacific coast made dugout canoes in a number of styles for different purposes, from western red-cedar (Thuja plicata) or yellow-cedar (Chamaecyparis nootkatensis), depending on availability.Different styles were required for ocean-going vessels versus river boats, and for whale-hunting versus seal-hunting versus salmon-fishing. The Quinault of Washington State built shovel-nose canoes, with double bows, for river travel that could slide over a logjam without portaging. The Kootenai of British Columbia province made sturgeon-nosed canoes from pine bark, designed to be stable in windy conditions on Kootenay Lake.

The first explorer to cross the North American continent, Alexander Mackenzie, used canoes extensively, as did David Thompson and the Lewis and Clark Expedition.

In the North American fur trade the Hudson’s Bay Company’s voyageurs used three types of canoe:

The rabaska or canot du maître was designed for the long haul from the St. Lawrence River to western Lake Superior. Its dimensions were: length approximately 11 m (35 ft), beam 1.2 to 1.8 m (4 to 6 ft), and height about 76 cm (30 in). It could carry 60 packs weighing 41 kg (90 lb), and 910 kg (2,000 lb) of provisions. With a crew of eight or ten (paddling or rowing), they could make three knots over calm waters. Four to six men could portage it, bottom up. Henry Schoolcraft declared it “altogether one of the most eligible modes of conveyance that can be employed upon the lakes.” Archibald McDonald of the Hudson’s Bay Company wrote: “I never heard of such a canoe being wrecked, or upset, or swamped … they swam like ducks.”

The canot du nord (French: “canoe of the north”), a craft specially made and adapted for speedy travel, was the workhorse of the fur trade transportation system. About one-half the size of the Montreal canoe, it could carry about 35 packs weighing 41 kg (90 lb) and was manned by four to eight men. It could be carried by two men and was portaged in the upright position.

The express canoe or canot léger, was about 4.6 m (15 ft) long and were used to carry people, reports, and news.

The birch bark canoe was used in a 6,500 kilometres (4,000 mi) supply route from Montreal to the Pacific Ocean and the Mackenzie River, and continued to be used up to the end of the 19th century.

Also popular for hauling freight on inland waterways in 19th Century North America were the York boat and the batteau.

In 19th-century North America, the birch-on-frame construction technique evolved into the wood-and-canvas canoes made by fastening an external waterproofed canvas shell to planks and ribs by boat builders Old Town Canoe, E.M. White Canoe, Peterborough Canoe Company and at the Chestnut Canoe Company in New Brunswick.

Although canoes were once primarily a means of transport, with industrialization they became popular as recreational or sporting watercraft. John MacGregor popularized canoeing through his books, and in 1866 founded the Royal Canoe Club in London and in 1880 the American Canoe Association. The Canadian Canoe Association was founded in 1900, and the British Canoe Union in 1936.

- wikipedia

[ericfruits]

China faces resistance to a cherished theme of its foreign policy

ON APRIL 10th a freight train pulled out of Barking station in London carrying Scotch whisky, baby milk and engineering equipment. It arrived in Yiwu in eastern China (see map) nearly three weeks later, completing the second-longest round-trip train journey ever made (after Yiwu to Madrid and back, a record set in 2014). It lopped around a month off the time of a sea journey from Britain to China.

A day after the train’s departure, a less ballyhooed but potentially more significant event took place in the port of Kyaukphyu in Myanmar. Workers started transferring oil from a tanker into a new pipeline that runs from the Burmese port north to Kunming, the capital of Yunnan province in south-western China. The pipeline bypasses the Malacca Strait, through which 80% of Chinese oil imports are shipped. Eventually, energy supplies to Chongqing, the largest city in the west of China, will no longer be vulnerable to political disruption in the strait.

Both events show that Xi Jinping’s “Belt and Road Initiative”, a central feature of the Chinese president’s foreign policy, is establishing what generals like to call facts on the ground. By financing around $150bn of infrastructure spending a year in countries to China’s south and west (along the old Silk Road), Mr Xi hopes to create new markets for Chinese firms and new spheres of influence for his government.

The president is preparing to host a lavish party in Beijing to celebrate the project—the Belt and Road Forum, as the event is known. On May 14th and 15th leaders from 28 or so countries will join the festivities, including Russia’s Vladimir Putin and Myanmar’s de facto leader, Aung San Suu Kyi. Mr Xi will use the gathering to project his country’s self-confidence and his own as a global leader. But looks can deceive. In reality, Mr Xi faces a backlash against his project. At the forum, he will try to reassure his partners that he is not attempting to stuff their mouths with gold.

Not so fast

The scheme is running into three linked problems. First, it is unclear what its priorities are, or who is running it. “We haven’t really come up with a specific goal,” says Zou Tongxuan of Beijing International Studies University. Every province has its own belt-and-road investment plan. So do hundreds of state-owned firms. The government’s strong backing has helped to get many projects up and running faster than might have happened otherwise (Mr Xi first began to talk about the idea only in 2013). But no one is in day-to-day charge, so thousands of financially dubious schemes have the imprimatur of a belt-and-road project. And the overweening behaviour of Chinese companies in some countries where they operate has stoked fears in some places of an over-mighty China.

The different names given to the project reflect China’s struggle to make it sound palatable to foreigners. Mr Xi first talked about a “Silk Road economic belt”. That was uncontroversial, but to expand its geographical scope a new term was devised: Yidai Yilu, or One [land] Belt, One [maritime] Road. That sounded ugly in English and, officials realised, risked implying that it was all about a big Chinese plan: they wanted the venture to be seen as a co-operative one. So they came up with the anodyne-sounding belt-and-road translation (despite the unfortunate acronym it produces for the forum: BARF).

A second problem is finding enough profitable projects to match the vaulting ambition of the scheme, which aims to create a Eurasian trading bloc rivalling the American-dominated transatlantic area. It is not certain, for example, how successful the London-Yiwu rail line will be, given that (though faster) it is more than twice as costly as shipping. The Chinese hope to export their expertise in building high-speed rail. But China’s speedy construction of thousands of kilometres of it at home depended on cheap labour and the power to evict anyone who got in the way. That may be hard to replicate.

Belt-and-road projects are failing already. In Kara-Balta in Kyrgyzstan, Zhongda China Petrol, a state-owned company, built a big oil refinery—then found it could not buy enough crude oil to run it at more than 6% of capacity. The country’s deputy prime minister called the plant’s construction “ridiculous”; locals are protesting against its environmental impact.

China hopes the belt and road will bring others into its orbit, including Afghanistan, Pakistan, Iraq, Syria and Ukraine. But these countries are not exactly champions in the World Bank’s ease-of-doing-business league. According to Tom Miller of Gavekal, a consultancy, the Chinese think they will lose 80% of their money in Pakistan, 50% in Myanmar and 30% in Central Asia. Perhaps they can afford this, but it would be a costly success.

Third, locals in some countries are angry about what they view as China’s heavy-handedness. In parts of Asia, democratic politics have been challenging China’s commonly used approach to deal-making—cosying up to unsavoury regimes. This had begun before Mr Xi devised the belt-and-road scheme. In 2011 Myanmar suspended work on a vast Chinese-financed dam at Myitsone, to popular acclaim. In Sri Lanka, the government elected in 2015 has been engaged in endless wrangling with China over the building of a Chinese-invested port in the home town of the country’s autocratic former president. In January protests against China’s plans there turned violent.

Even in Pakistan, one of China’s closest friends in Asia, Mr Xi has been forced to abandon his usual mantra of “non-interference” in others’ internal affairs. Late last year China openly appealed to Pakistan’s opposition politicians not to resist construction of the China-Pakistan Economic Corridor, a part of the belt that links Xinjiang, China’s westernmost province, with Gwadar on the Indian Ocean. Pakistan deploys a force of around 10,000 soldiers to guard the corridor against militant attacks.

The problem is partly one of scale: China is so vast that belt-and-road countries fear being overwhelmed by it. Loans from one bank, China Eximbank, for example, account for a third of Kyrgyzstan’s foreign debt. Yunnan is one of China’s poorer provinces. Yet its economy is still four times bigger than that of its more populous neighbour, Myanmar. Countries both long for and dread Chinese investment.

China is trying to change its ways. NGOs in South-East Asia say that Chinese firms, which had previously treated local critics with disdain, have started to take their concerns more seriously. Chinese banks are asking international institutions—sovereign-wealth funds, pension funds and so on—to join them in lending to belt-and-road projects, in the hope that this will help ensure higher standards. At the forthcoming forum, China is likely to emphasise links between the belt-and-road programme and other infrastructure projects that have been launched independently of it, such as a new transport network around Baku in Azerbaijan. The aim will be to show that Mr Xi’s project is not a threat. But this will be another minor adjustment of wording. The belt-and-road express has left the station. China is merely trying to improve the on-board service.

    This article appeared in the China section of the print edition under the headline "All aboard the belt-and-road express"

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[chaos-weekly]

big heart

Bishop had invited her to Magnolia’s going away party at the last minute, and this stressed Esther out. Nothing was official between her and Bishop, but this invite made it clear that he was ready to start introducing her to his friends. Sure, she’d met a lot of them at the exhibit, but this was more intimate and personal. They’d know her as The Girl Bishop Brought To The Party instead of the benevolent curator at the MAP. She was transitioning from Esther Baptiste to just Esther. That was a lot of pressure to put on a woman the morning of an event. 

But Esther accepted. She hadn’t seen Bishop as much recently, and although they texted every day, she missed seeing him in person and she was running out of excuses to see him. He was finishing up his newest series. Bishop promised she would be the first to see, but he wanted to show her the completed product and none of the work-in-progress. Esther would gladly overstep this boundary if it meant seeing him, but she was also too respectful of his artistic process and honored by his promise to sneak in. 

She was looking especially good tonight. Esther had hoped Bishop would say something when he first picked her up, but he didn’t. No, when she’d opened the door to him, she was nervous she was letting in a zombie.

“Are you--,” Esther began, only to be cut off by Bishop rolling his eyes dramatically. He had flair. She appreciated that.

“I just went over to London’s,” he muttered. “I wasn’t sure what I was expecting the conversation to go like, but it wasn’t that.” Esther joined him in the hallway and they exited her apartment building silently. It was a comfortable silence, though. She wanted to give him room to process and share when he wanted.

He decided to speak again when they were walking down the city street.

“He just sucked the life out of me. He’s so caught up in making this breakup about him that he’s forgotten that other people exist. I don’t want to be around him right now.” Esther had been fully read in on all of the Nollie and London drama, and she fully supported the woman’s decision to end the relationship. Her conviction was deepened as Bishop shared, but this wasn’t the time to bring that up. London was his friend. Now was the time to be supportive.

“You did a good thing by going over there, Bishop,” Esther said gently. “It sounds like the next good thing you can do is let him figure this one out by himself.”

“I just want to fix him!” Bishop exclaimed, his head snapping to look at her. There was desperation in his eyes. He felt things so deeply and empathized with others so well. Esther loved that about him. Her expression softened further, and she slipped her arm through his in a friendly sort of side hug.

“I know you do. You have a big heart, and that’s such a gift, Bishop. But you stepping in to pick up his pieces isn’t going to help him in the long run. London needs to do this on his own. And you can focus your efforts on how to support him from a distance.” 

They were outside of Ainsley’s studio now, and they paused, her head leaning against his arm and his head leaning on top of hers. It was a pure, intimate moment with a hint of romance that could only be shared by two friends wanting to take things just a step further. 

“Have I ever told you how good you are to me?” Bishop asked, pulling away to look at her with a small grin. She was sure her cheeks were darkening. Esther shook her head.

“Well,” he said, moving away from her completely, “I should more often. You’re good to me, Esther. Too good.”

“You deserve the best.”

///

They were inside now, people watching. She’d taken a few minutes to catch up with Imogen and Ainsley, who she’d worked with before, but now she and Bishop were sipping drinks in a corner. The party was small and comfortable, but there was enough going on to provide some entertainment. 

Nollie was heading their way, and Bishop put down his drink to wrap her in a hug. 

“I can’t believe you’re leaving us,” he said with a pout. She laughed in response, giving his arm a little punch.

“Come on, it’s not forever. Besides, I know you love NYC. You finally have an excuse to visit!” Nollie did not look like a girl who had just broken up with someone she loved. Sure, maybe Esther had caught a hint of jealousy in her eyes when she had first started the conversation, but it was long since gone. The breakup had hit London like a freight train, but it didn’t seem to be hurting her at all. From the details Esther had been made privy to, it seemed like Nollie had to be having a massive reconstruction. She did kind of have that infamous post-breakup glow.

“Two excuses, actually,” Bishop said, winking. “Langston just moved for a year.” Something flashed in Nollie’s eyes, but Esther couldn’t quite read the emotion. She’d ask Bishop about it later.

“Well, then you have to come,” Nollie said, brushing the new information she’d received aside and turning to Esther. “I’m so sorry, I totally forgot to say hi! It’s so nice to see you again, Esther. You look beautiful tonight.”

“Thank you,” Esther said brightly, acutely aware of the fact that Bishop was now checking her out. “You do, too. And I’m so excited for you to be in New York!”

“I am too! A change of scenery sounds so nice, and attending your exhibit really reminded me how much I love art, so I’m already trying to rope people into coming with me to different museums.”

“You have no idea how jealous I am of your museum selection,” Esther sighed. It wasn’t only Bishop who had a flair for the dramatic. 

“Well by all means, please come and visit me! Come when Bishop does! Or, h-ll, come alone!” 

“I really might. I’ll let you know if there’s a few days I can fly out.”

“Good,” Nollie said, grinning at the friendship blossoming. “This is so speedy, but I like you so much already.” She gave a glance to Bishop and then back at Esther that clearly read: “And someone else does, too.” Esther giggled, and she couldn’t see it, but Bishop was blushing.

“I’m so glad you two are getting along, but I can tell that you’re going to be trouble together and I’m way too tired to deal with that,” Bishop said. “I think we’re going to bounce, Nollie.”

Nollie frowned. Her eyes filled with tears as she hugged Bishop one last time. It was a nice, solid, long hug. It was obvious that he meant a lot to her. And maybe that should have made Esther jealous, but it didn’t. They were just friends, and they always would be.

“Thanks for everything, Bishop,” Nollie said, wiping her eyes. “I love you a lot. And Esther, it was so nice meeting you. Please come and visit me.” The two girls exchanged a quick hug and a smile, and then Bishop was leading her out the door.

“So you’re that exhausted, huh?” Esther asked teasingly, looking up at Bishop. Her smile quickly faded as she realized that maybe seeing Nollie doing well made him hurt more for London and rejoice more for Nollie. His interactions with both parties tonight only made more room for empathy on both sides. He was a man divided.

“You can’t do this to yourself, Bishop,” she said softly, grabbing his hand and pulling them to a stop on the empty street. “You’re not responsible for them or their relationship.”

“I know, but I just can’t stop thinking about them.”

“You’ve got a big heart. I love that about you. But can you please let that big heart extend to yourself? I care about you too much to see you hurting like this.” Esther realized this put her in a very vulnerable position, one she couldn’t fully use the “as a friend” card to get out of. But when Bishop wrapped his arms around her and started crying into her shoulder, she realized she didn’t need to play that anymore. 

Label or no label, it didn’t matter. She was his, and he was hers.