Ocean Liners – Timor Sea Justice http://timorseajustice.org/ Tue, 19 Oct 2021 01:40:51 +0000 en-US hourly 1 https://wordpress.org/?v=5.8 https://timorseajustice.org/wp-content/uploads/2021/06/icon-7-1.png Ocean Liners – Timor Sea Justice http://timorseajustice.org/ 32 32 Madeira, a true subtropical paradise getaway https://timorseajustice.org/madeira-a-true-subtropical-paradise-getaway/ https://timorseajustice.org/madeira-a-true-subtropical-paradise-getaway/#respond Mon, 18 Oct 2021 17:15:34 +0000 https://timorseajustice.org/madeira-a-true-subtropical-paradise-getaway/ These elegant Union Castle liners from Cape Town to England used to stop for a day in Funchal, Madeira to restock or refuel or something and all the passengers rushed ashore to buy fortified Madeira wine. cheap and Madeira cake. Madeira, a subtropical paradise of wine and cakes! People who go there now tend to […]]]>

These elegant Union Castle liners from Cape Town to England used to stop for a day in Funchal, Madeira to restock or refuel or something and all the passengers rushed ashore to buy fortified Madeira wine. cheap and Madeira cake.

Madeira, a subtropical paradise of wine and cakes!

People who go there now tend to stay much longer than a day. This small archipelago of rugged, rugged, and very green volcanic islands a few hundred kilometers west of Casablanca, Morocco, seems like a place of eternal spring / summer.

With its beaches and beaches, its great shimmering Atlantic Ocean, hundreds of flowering plants, unusual fruits and 300 different birds, it is quite a subtropical paradise. Safe, peaceful and mosquito free and wine and cake are always cheap!

The Madeira market is a tropical fruit paradise. Image: Supplied / Suzanne Williams

Old town: ‘It’s noisy, it’s fun, it’s inhabited’

Madeira is an autonomous region of Portugal. The population is around 260,000 and the capital Funchal stretches haphazardly over hills and ravines – clearly no building permit is required.

The old town of Madeira. Image: Supplied / Suzanne Williams

The old town is a labyrinth of cobbled streets with patterns cluttered with places of restoration, dilapidated houses, clues of the Greek, Roman, African and Moorish civilizations which preceded the Europeans… and the pirates.

It’s noisy, it’s fun, it’s inhabited.

Overlooking the old town are beautiful gardens, banana plantations, fruit terraces and if you take the breathtaking cable car (“telefericos”, costs 16 round trip) to the top of the mountain where you can walk, have lunch, drink a few ponchas or caipirinhas, you will see it all with new eyes!

If petty cash is plentiful, have high tea at the chic Victorian Reid’s Palace (around 35 per person) with its exquisite gardens and Winston Churchill once on the guest list.

You might see Madeira-born soccer ace Cristiano Ronaldo there.

Madeira is the largest island in this volcanic archipelago. Porto Santo, which is packed with water sports, mountain biking, and a golf course designed by the late Spanish golfer Seve Ballesteros, is a two-and-a-half-hour boat ride away, and the uninhabited, deserted and stony islands are a stain about 30 miles away. with monk seals, seabird colonies, wild goats and endemic tarantulas.

A tourist “pirate ship” for hire in Madeira. Image: Supplied / Suzanne Williams

Host of things to do in Madeira

Madeira itself is hardly lacking in activities. There are boat rides to see whales and dolphins (3 hours for E30 for adults), canyoning, paragliding, natural slides, canals and aqueducts hikes, many adrenaline sports.

Strong nerves are needed for the hair-raising Monte Sledge, which is pushed down the mountain in a wicker basket by a couple of locals.

The north side of the island is hit by a much harsher Atlantic sea, and fishing villages nestle into the cliffs. To the west there is the Camara de Lobos and Cabo Girao fishing port with its viewing platform, to the east it is very mountainous – the geological formations are magnificent – and the ancient forest of Laurisilvo.

Image: Supplied / Suzanne Williams

For a small island, it’s very diverse and original. Everyone seems to speak English and it seems that a small South African presence, like O Jango restaurant and its wildlife mural, is emerging.

COVID green country

Madeira is a COVID green country and check it out Portuguese Immigration Service website for more details on entry requirements.

We had a COVID-19 test before we left, in the stylish Farmers’ Market for 20 and a result 30 minutes later. It couldn’t have been easier.


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the changing era of cruising https://timorseajustice.org/the-changing-era-of-cruising/ https://timorseajustice.org/the-changing-era-of-cruising/#respond Sat, 16 Oct 2021 14:15:49 +0000 https://timorseajustice.org/the-changing-era-of-cruising/ “Africa’s most modern marine terminal” was the 1961 title of the Durban Ocean Terminal Construction in the September / October 1961 issue of Trade Links, a newsletter covering industrial and commercial news from the province to the era. And while the opening of Durban’s new 200 million rand cruise passenger terminal from Durban to Point […]]]>

“Africa’s most modern marine terminal” was the 1961 title of the Durban Ocean Terminal Construction in the September / October 1961 issue of Trade Links, a newsletter covering industrial and commercial news from the province to the era.

And while the opening of Durban’s new 200 million rand cruise passenger terminal from Durban to Point is imminent, in the 1960s, the new marine passenger terminal and fruit pre-chill store were underway. completion at an estimated amount of Rand 5 million.

Due to be completed in March 1962, it has been described as “the most revolutionary government building in this country” and “the most modern in Africa”.

The new cruise terminal in The Point, Durban. Photo: Shelley Kjonstad / African News Agency (ANA)
An aerial view of part of the T-Jetty showing the layout of the R5 million passenger terminal nearing completion in 1961. Photo: Trade Links September / October 1961 issue

The building consisted of a terminal for passengers, embarking or disembarking ships and which would “pass through a modern hall, one of a kind in Africa”, as well as a spacious lounge and restaurant, an eight-story building block administrative office which would house the port office and various other departments.

Under the terminal and administrative block were extensive pre-cooling sheds for food and perishables. It was designed by MS Zakrzewski & Partners, the main contractors being Roberts Construction Company and Consolidated Aluminum Industries Ltd.

The site, which changed the look of the T-Jetty – previously used for ships under repair, also featured a concrete expanse designed as a helipad.

In March 1962, the Daily News headline described the new marine terminal as “the epitome of new ideas”, describing it as “the most modern in the world”.

Construction details in various publications detailed: “Approximately 7,000 miles of steel reinforcement, weighing 5,500 tons enough to extend from Cape Town to London and beyond were used in the construction of the Durban Ocean Terminal. . Excavation above the waterline amounted to approximately 32,000 cubic yards and 4000 cubic yards of concrete was required. A total of 12,000 cubic meters of bricks were used.

It had 54 cooling tunnels with a capacity of over 4,000 tonnes of food.

The terminal’s finishes included colorful mosaics, as well as metal carvings and marble coverings, with a post saying: “Lovers of modern art and architecture will find the marine terminal a place of interest, because in its design are incorporated many unusual works of art. “

Traveling by boat was the most popular way to travel abroad in the 1950s and 1960s, but with the growing popularity of air travel, as well as the rising costs of fuel and containerization, the era of great mail has ended. After all, two jumbo jets could carry all the passengers on the same ship in 11 hours, not 11 days.

According to a story from Brian Ingpen’s IOL, the first postal ship, the Union Steamship Company Danem, arrived in Cape Town in October 1857, after a 44-day voyage from Britain. So began a new courier service between the UK and South Africa that will last 120 years.

In 1900 Union and Castle Lines merged to form the Union-Castle Mail Steamship Company which became a household name in South Africa.

Huge mailings would arrive every week, with many businesses relying on punctuality of service and letters and packages filling vans at post offices across the country.

A postal boat trip overseas normally involved a two week trip across the sea, so leave from work at that time was normally a six or eight week period to allow sufficient travel time.

As Ingpen writes, the trip was a holiday in itself: “Even for those in cabin class, the menus heralded elaborate and delicious meals that were brought to the table in silver platters and served with traditional courtesy. Lounging on the deck by day with dancing and evening entertainment, traveling was much more relaxing in bygone days.

Back to the future and the new cruise terminal, a joint venture run by MSC Cruises SA, is expected to open to cruise ships at the start of the 2021/22 season.

MSC Cruise SA director Ross Volk confirmed this week that the terminal will open “once the sailing routes have been agreed upon by the various cruise ships that will use the new facility”.

“We are absolutely delighted that the new measures for tourism allow cruise ships to operate in accordance with national health protocols and we now look forward to government guidance for the resumption of cruises for South African vacationers,” Volk said. .

“We are working with different government agencies and we hope to make an announcement soon on our navigation program for 2021/22. Durban’s new passenger terminal will dramatically increase the number of tourists and make the city an even more popular destination for cruise ships from around the world.

When the deal for the new cruise terminal was signed in 2018, TNPA said the global cruise industry was worth $ 126 billion annually, with 24.7 million passengers carried in 2017.

The Covid pandemic abruptly halted cruise travel last year, but as blockages lift across the world, the luxury of cruising is back on the cards.

The independent on Saturday


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Kick alert on the climate emergency https://timorseajustice.org/kick-alert-on-the-climate-emergency/ https://timorseajustice.org/kick-alert-on-the-climate-emergency/#respond Fri, 15 Oct 2021 07:13:04 +0000 https://timorseajustice.org/kick-alert-on-the-climate-emergency/ Lisi Herrebrugh and Rushemy Botter, artistic directors of Nina Ricci and founders of the Botter brand, are what we call emerging designers. With this status comes a lot of media attention, which they use to confront the fashion world with climate change. Their Spring / Summer 2022 Botter collection, “Global Warning”, was no exception to […]]]>

Lisi Herrebrugh and Rushemy Botter, artistic directors of Nina Ricci and founders of the Botter brand, are what we call emerging designers. With this status comes a lot of media attention, which they use to confront the fashion world with climate change. Their Spring / Summer 2022 Botter collection, “Global Warning”, was no exception to this commitment.

Presented as part of the official Paris Fashion Week calendar, the unisex line was unveiled by appointment on September 28 in Paris and on video on the website of the Federation of Haute Couture and Fashion (FHCM). The message was clear: global warming is accelerating and time is running out.

Protect the oceans

For the SS22 collection, the creative duo worked with the NGO Parley for the Oceans, an organization that works collaboratively to protect oceans and marine life. The partnership allowed Botter to offer a summer collection produced from 60% recycled ocean plastic, as reported by WWD.

Both Dutch of Caribbean origin, the creators tell a story centered on the world of the sea since their beginnings at the Hyères festival – during which they won the Grand Prix du Jury Première Vision 2018. But more than an inspiration , for Herrebrugh and Botter, the marine environment is also a cause to defend.

Image: Botter – SS22 (FHCM)

“It’s not enough just to make clothes,” Rushemy Botter said last September in an interview with Vogue magazine. It is therefore logical that the brand has doubled the presentation of its SS22 collection, with a strong message aimed at alerting to climatic threats and disasters that alter or destroy the balance of the oceans. The result is a dark and frighteningly staged video.

The sirens of the cruise ships, the sound of waves and sea winds, a dynamic rhythm – although filmed in a refined concrete setting, the video transports the viewer to the seaside. But we are far from the paradise beach of the Chanel show spring-summer 2019. The bluish atmosphere suggests the simulation of a harsher reality, that of threatened oceans. The models wear diving masks, recycled umbrella hats (designed by the Piganiol company), walk at a brisk pace and tap on the camera screen as if to come and awaken our soul of environmental activist in a more confronting way.

The silhouettes are faithful to the Botter style: oversized polo shirts, bespoke pieces and mesh tops. The palette is predominantly blue and beige, with yellow and orange-red accents. There are other references to diving as well, such as compact materials, buoy-inspired bags and diving caps. As for the jewelry, the necklaces were created from fishing hooks, designed alongside the Japanese company Dowluck.

Image: Botter – SS22 (FHCM)

Opting for a climate emergency message, Lisi Herrebrugh and Rushemy Botter add their presentation to the list of catwalks that have confronted the fashion world on the same subject. These include the ‘Black Tide’ collection by Marine Serre (2019) and the spring / summer 2020 collection by Francesco Risso for Marni (2019).

Image: Botter – SS22 (FHCM)

According to a report released in August by the World Meteorological Organization (WMO), the number of disasters caused by weather, climate and water has quintupled over the past 50 years due to climate change – which is mainly caused by human activities. Conscious of its environmental impact, the fashion industry has taken many actions to reduce the damage caused by its industry. In this regard, the climate and resilience law, which was published in the Official Journal in August 2021, will have an impact on the clothing industry.

The luxury ready-to-wear brand Botter was launched in 2017. Its collections are distributed on its e-shop as well as at international brands such as Dover Street Market, Ssense, KM20, Boon the Shop, Printemps, Nordstrom and Galeries Lafayette.

This article was originally published on FashionUnited.FR. Translation and editing by: Rachel Douglass.


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Container ship owners see boom until 2022 https://timorseajustice.org/container-ship-owners-see-boom-until-2022/ https://timorseajustice.org/container-ship-owners-see-boom-until-2022/#respond Wed, 13 Oct 2021 21:19:56 +0000 https://timorseajustice.org/container-ship-owners-see-boom-until-2022/ The unprecedented demand for container ships will not end anytime soon, according to executives of companies that lease ships to ocean carriers. Their overwhelming confidence is yet another worrying sign for beleaguered freight shippers – and another signal that inflation may persist. Managers of container ship rental companies (known as tonnage providers) spoke at Capital […]]]>

The unprecedented demand for container ships will not end anytime soon, according to executives of companies that lease ships to ocean carriers. Their overwhelming confidence is yet another worrying sign for beleaguered freight shippers – and another signal that inflation may persist.

Managers of container ship rental companies (known as tonnage providers) spoke at Capital Link’s New York Maritime Forum on Wednesday. Panel leaders are known to ‘talk about their book’ – oil tanker panelists have been touting an imminent recovery for 11 years and it has yet to happen – but container ship lessors have transaction history to back it up. their optimism.

The price that liners are willing to pay for renting ships reflects the degree they need to carry cargo. For the rare vessel yet to be rented, rates are at stratospheric highs. And what tonnage suppliers see in recent deals strongly implies that liners do not expect the market to decline in 2022.

According to George Youroukos, CEO of Global Ship Lease (NYSE: GSL), “In November of last year, I used the term ‘super cycle’ and my co-panelists were laughing. But I really think it’s playing out now. It won’t be a strong market in the short term. We see continued force for at least the next two years, with the exception of a black swan event. “

Evangelos Chatzis, CFO of Danaos Corp. (NYSE: CAD), said: “Our customers [liners] face fantastic freight rates and see the depth of the market in terms of cargo to be transported.

“They see this is a market that is going to stay strong and they need the assets to move these cargoes because they are making huge sums of money. Paying $ 40,000, $ 50,000 or $ 60,000 a day to charter a ship is actually a blip from what they are doing.

2022 strength indicators

Executives cited three pieces of evidence showing carrier confidence in high freight rates until at least 2022.

First of all, liners “fix themselves” – not just piecemeal, but in huge numbers. Chatzis explained: “The liners rush to repair [charter] tonnage even one year before the expiration of current charters for four or five years [duration]. They understand trade flows much better than anyone else and it shows their perspective on the market. “

Graham Talbot, CFO of Atlas Corp. (NYSE: ATCO), the owner of Seaspan, revealed: “We have already made 58 aircraft before this year, almost half of our current fleet on the water. We don’t have a roll-off [expiring charters] are gone this year and only a few next year and a few the following year.

Aristide Pittas of Euroseas (Photo: Marine Money)

Second, it’s not just about entering into rental contracts early, it’s about vessel acquisitions. According to Aristides Pittas, CEO of Euroseas (NASDAQ: ESEA), “Not only do we see charterers repairing ships a year in advance for four years, but we even see them buying ships with delivery one year after today. “

Third, liners take lease payments in the first year of multi-year charters. According to Constantin Baack, CEO of MPC Containers (Oslo: MPCC), “We have in some cases been able to preload the charter component.

Chatzis confirmed: “We have also done upstream transactions where, for example, the charter rate is $ 45,000 per day, but we earn $ 80,000 per day in the first year, then there is a gradual decrease. over the coming years. We are not the ones who suggested this. It came from our charterers. They want to match charter payments with their huge revenue visibility at this point, [given that] they don’t know how it’s gonna be one, two, three years later.

Refueling of ships: No risk until 2023

On the ship supply front, tonnage suppliers see no threat to the boom in the new construction market in 2022. While the current order book now represents 23% of the on-water fleet, against a minimum of 8% last year, the vast majority of ships ordered in larger vessels will not be delivered until 2023-24.

“Deliveries in 2022 are going to be extremely minimal,” Pittas said. Additionally, global supply chain disruptions and issues in China related to power outages and COVID are not only hampering global merchandise trade. They also affect shipyards. “I think there will be delays in the delivery of new construction,” Baack said.

The risk of vessel supply does not begin until 2023, Talbot said.

“It’s a big chunk,” Talbot conceded, referring to new ship deliveries in 2023-24. “You would expect that to have some kind of softening effect in the market, so we’re trying to make sure we’re stuck. [with charters that extend through then] minimize our exposure to the 2023-24 period as much as possible.

Request for vessels: overdue arrears

On the demand side, said Youroukos, “We see a lot of manufacturing disruptions and a lot of backorders. And now we have the power outages in China, which will create even more backlogs. It may sound negative to us as an industry, but I see it as very positive.

“Why? Because right now we have a completely blocked system. Adding more fuel to the fire doesn’t really matter. It’s much better that we shift some cargoes into the next 12 months so that we can continue. to have a very high demand in the cargo pipeline, pushing back all this delay.

Youroukos also expects COVID-related supply chain disruptions on the export side to continue, further increasing backlogs – and therefore demand for ships.

“We may be very close to treating COVID in the United States and Europe, but we are very far from treating it in Asia, South America and other countries. If anyone thinks we’ll be done with COVID around the world in the next 12 months, then yes, congestion will slowly but steadily decrease. But I don’t think anyone thinks we’ll be done with COVID in the next 12 months around the world. “

Pittas pointed out that unlike previous shipping cycles, current market strength is not purely a question of ship supply versus demand.

“The biggest problem is not the ships, but the trucking, the containers and the factories. That’s it, ”Pittas said. “So for this to stop, we would have to see a significant drop in global growth. That possibility exists, but I don’t think it’s very possible. I’m pretty sure the next two or three years. are going to be extremely good [for shipping]. “Until the arrival of the 2023-24 new build wave,” Pittas added, “I can’t imagine any real correction.”

Asked about the recent drop in spot freight rates from record highs, Youroukos said this was a positive, explaining that freight rates must be high enough for liners to pay rents. high to tonnage suppliers, but not to the point that the demand for ships is destroyed. .

“Freight rates have softened a bit and I think it’s healthy,” Youroukos said. “We want consumer confidence. We want consumers to be able to spend. And we all know inflation is on the rise.

“If, because freight rates are so high, consumers have less money to spend, that’s not good. It’s shooting us in the foot.

Click for more articles from Greg Miller


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Prescription drugs and class actions don’t mix https://timorseajustice.org/prescription-drugs-and-class-actions-dont-mix/ https://timorseajustice.org/prescription-drugs-and-class-actions-dont-mix/#respond Mon, 11 Oct 2021 12:35:26 +0000 https://timorseajustice.org/prescription-drugs-and-class-actions-dont-mix/ Some things were never meant to go together. Oil and water. Ice cream and ketchup. Harry Potter and Lord Voldemort (although fans of the books will quickly point out that Boy Who Lived was in fact inextricably linked with his nemesis). Picnics and bees. Elected officials and the power to borrow money. You got the […]]]>

Some things were never meant to go together. Oil and water. Ice cream and ketchup. Harry Potter and Lord Voldemort (although fans of the books will quickly point out that Boy Who Lived was in fact inextricably linked with his nemesis). Picnics and bees. Elected officials and the power to borrow money. You got the idea. Some things are designed in universes so different that they shouldn’t be combined no matter how hard someone tries.

Prescription Drugs and Class Actions. It’s another combination that should never be, and for good reason. Due to the nature of prescription drugs and the way they are regulated and dispensed, prescription drug disputes inevitably present unique patient issues. Individual issues of warnings, causation, and injury (among others) go beyond any attempt to deal with prescription drugs collectively, which is why class actions in the field of drugs and medical devices are not very common.

Take, for example, a recent case in New York where the complainant attempted to argue claims that would be certifiable as a group, but ended up having her claims dismissed with prejudice. The case is Zottola v. Eisai, Inc., No. 20-cv-02600, 2021 WL 4460563 (SDNY September 29, 2021), and the affected product was a prescription weight control product voluntarily withdrawn from the market due to a slight increase in the frequency of cancer in a clinical test. Identifier. at 7 O’clock. The complainant sued, but not because she suffered from cancer. She has not suffered any suspected complications and does not even appear to claim that the medication was not working. Instead, she alleged that the defendant’s “labels and disclosures” tricked her, and a class of individuals nationwide, into purchasing the product. Identifier.

The plaintiff’s failure to allege prejudice and its vague reference to “labels and disclosures” were not oversights. These were intentional efforts to allege allegations that she could pursue class-wide. Individual injury and causation issues? No problem if you pretend there are no injuries. Individual addiction problems? It’s okay if you ignore the alleged misrepresentation in favor of supposedly uniform “labels and disclosures”.

This is what the complainant thought. But by watering down her claim to the lowest common denominators (or more accurately, to the non-existent denominators), the complainant did not indicate a cause of action. As in most such putative class actions, the plaintiff’s flagship claim was consumer fraud, which in New York is a statutory claim under the General Business Law of New York (the “NYBGL”). However, she did not make a complaint for three reasons. First of all, the plaintiff alleged that there was no identifiable harm, as the claim that it “would not have purchased the product” had it not been for the allegedly deceptive conduct of the manufacturer is insufficient to establish identifiable harm under New York law. Identifier. at 3. Here, the complainant appears to have gotten exactly what she paid for.

Second, the plaintiff did not allege “consumer oriented” conduct. Remember that the product was a prescription drug, and under the New York Scholarly Intermediation Rule, the manufacturer’s duty to warn was with the prescribing physician, not the patient. As a result, the alleged deceptive conduct – failing to provide adequate drug warnings – was by definition not “consumer oriented”. The plaintiff urged the district court to create a new exception to the scholarly intermediary rule for drugs that “do not save lives”, but the court correctly ruled that “the nature of the drug is irrelevant” . Identifier. at 4 o’clock.

Third, by referring only to representations not specified in the “labels and disclosures” and doing so “on the basis of information and beliefs”, the plaintiff did not allege conduct that was “substantially deceptive”. There just wasn’t any “there” there. The complainant again attempted to create an exception, this time arguing that she did not have to allege fraud with any particularity because she was making a claim “based on omissions”. But a “omission-based” claim (again) comes up against the learned intermediary rule (again), because the manufacturer owed no disclosure obligation to the claimant. This duty fell to the doctor. Identifier. to * 4- * 5.

Plaintiff’s other claims – conversion, implied warranty, fraud and unjust enrichment – all failed for similar reasons. The conversion was a square dowel in the claimant’s alleged round hole. Identifier. to 6. All other claims were based on the allegation that the defendant had misled consumers by concealing a cancer risk, and the court has already determined that the plaintiff had not alleged materially deceptive behavior. Identifier.

In our view, this order demonstrates the inevitable tension between class actions and prescription drugs. This complainant tried to generalize her allegations, and she simply tried to avoid alleging actual harm or deceptive conduct with any specificity. Her design was to alleviate her own burden on class certification, but she only succeeded in making an amicable plea. The complainant doubled down on this strategy by seeking leave to amend, but superficially and without explaining what she could do to remedy the shortcomings of her complaint. Identifier. to * 11- * 12. The district court therefore refused permission to modify and “reject[ed] the complaint incriminated with prejudice ”, which of course opens the way to an appeal.

So this is it. Two things that don’t go together. Like Taylor Swift and romantic relationships. Cruise ships and icebergs. Or fried chicken and waffles. Wait, fried chicken and waffles are one thing, and it’s delicious. Hit the latter.


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Bullish Harbor-Link on Containerized Transport Operations https://timorseajustice.org/bullish-harbor-link-on-containerized-transport-operations/ https://timorseajustice.org/bullish-harbor-link-on-containerized-transport-operations/#respond Sat, 09 Oct 2021 00:22:58 +0000 https://timorseajustice.org/bullish-harbor-link-on-containerized-transport-operations/ Harbor-Link Group Bhd is optimistic about its containerized shipping business, which has been driven by strong demand for freight transportation and rising ocean freight rates in the region. Group chief executive Datuk Yong Piaw Soon (pictured) said ocean freight rates for intra-Asia trade have doubled in the past 12 months and the space usage of […]]]>

Harbor-Link Group Bhd is optimistic about its containerized shipping business, which has been driven by strong demand for freight transportation and rising ocean freight rates in the region.

Group chief executive Datuk Yong Piaw Soon (pictured) said ocean freight rates for intra-Asia trade have doubled in the past 12 months and the space usage of the 12 container ships of Harbor-Link had reached the current 90%, which is over 70% to 75% recorded in the pre-Covid-19 period.

“Our container line service in intra-Asia trade covers China, Japan, South Korea and Taiwan,” he told StarBizWeek. The group has overseas offices in China, Hong Kong, South Korea, Singapore and Brunei.

Harbor-Link’s national container shipping services cover major ports in Peninsular Malaysia, Sarawak and Sabah, where its operating offices are located in major cities.

The company has also benefited from an increase in the volume of export-oriented freight from the local manufacturing as well as oil and gas sectors following the easing of lockdowns.

The dual effect of increased vessel utilization and freight rates resulted in a 40% increase in the group’s revenue from the shipping and shipping segment to RM 117 million in the fourth quarter ended June 30, 2021 compared to RM83.4 million in the fourth quarter of 2020.

The segment made a major turnaround with an after-tax profit of RM32 million compared to a loss of RM 9.35 million previously.

For fiscal year 2021 (FY21), the segment recorded a 6% increase in group revenue to RM394.5mil versus RM371.6mil for FY20. Its after-tax profit climbed to around RM62mil from a net loss of RM1.26mil previously.

In fiscal year 21, Bintulu-based Harbor-Link reported revenue of RM 626.2 million, with net profit of RM 61.5 million compared to RM 25.9 million he a year ago.

Yong expects the current strong demand for freight transportation and favorable ocean freight rates to continue through the Chinese New Year or the first quarter of 2022.

In the long term, he says, there are still a lot of uncertainties on the global front due to the negative impact of the Covid-19 pandemic.

On reports of acute container shortages around the world, he says it has not affected Harbor-Link as it has enough containers to work on.

The Harbor-Link container shipping service maintains a total fleet tonnage of 5,200 TEUs (20ft Equivalent Units), which it believes is ideal for meeting existing market demand as well as rates satisfactory use.

The fleet is well managed by the group’s internal vessel management team, with minimal breakdowns resulting in reduced slot costs.

The group’s tugs and barges crisscross countries such as Malaysia, Vietnam and the Philippines.

Yong said domestic sea freight rates have also improved and are “fairly stable” now, as there is a balance between demand and supply of container ships.

“There is no overcapacity (shipping space) because some local shipping companies charter their vessels to foreign companies and these vessels operate in other countries.

“Thus, this reduced the number of national vessels in operation. For the domestic trade of container shipping, we now have four or five local players, ”he adds.

Local shipping lines have been complaining about overcapacity in the industry for years, which has resulted in lower freight rates.

Due to the liberalization of the cabotage policy, foreign liners are allowed to operate in Malaysia and local shipping companies face competition from such foreign liners like Taiwan’s Evergreen Line, which serves the port of Bintulu, he said.

“It’s very competitive. We depend on the customer relationship (to secure business).

According to media reports, non-Malaysian vessels were authorized in 2017 to perform freight transport services between Peninsular Malaysia and Sarawak and Sabah following the relaxation of the cabotage policy.

Yong says the volume of sea freight between the peninsula and Sabah and Sarawak is increasing by about 5% per year.

He expects domestic freight rates to be on the rise due to the rise in the price of bunker fuel as shipping companies must make adjustments to offset the increase in the price of fuel.

Bunker fuel prices have climbed in line with soaring crude oil prices, which reached US $ 80 (RM 334.56) per barrel as it hit its highest level in seven years.

In addition to container transport, Harbor-Link operates a fleet of transport vehicles, including commercial vehicles, freight trucks and trucks, dump trucks and refrigerated containers for the transport of various types of goods.

The group operates as a third-party logistics service provider and offers highly customized supply chain solutions to the oil and gas, timber and manufacturing industries.

She is also in engineering work, with expertise in the construction of oil storage tanks, marine terminals and piping work as well as real estate development.


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David Alan Miller of Albany Symphony in 30 seasons and over https://timorseajustice.org/david-alan-miller-of-albany-symphony-in-30-seasons-and-over/ https://timorseajustice.org/david-alan-miller-of-albany-symphony-in-30-seasons-and-over/#respond Thu, 07 Oct 2021 11:35:14 +0000 https://timorseajustice.org/david-alan-miller-of-albany-symphony-in-30-seasons-and-over/ It’s been 30 seasons, around 500 concerts and two Grammys since Albany Symphony Music Director David Alan Miller arrived in the Capital Region. But to him, he doesn’t feel like it’s been that long. Miller arrived in the Capital Region in 1992 from Los Angeles to take the reins of ASO as a conductor. He […]]]>

It’s been 30 seasons, around 500 concerts and two Grammys since Albany Symphony Music Director David Alan Miller arrived in the Capital Region. But to him, he doesn’t feel like it’s been that long.

Miller arrived in the Capital Region in 1992 from Los Angeles to take the reins of ASO as a conductor. He replaced Geoffrey Simon, who resigned his post in 1989.

“As a young conductor you always try to prove yourself,” he said. “You are in front of this group of musicians, many of whom have many years of experience. As a conductor, you are supposed to guide them through these masterpieces that they may know very intimately. And that’s a tough challenge for a young person.

The start was intimidating for Miller. At only 26, he spends most of his time trying to hide his inexperience. Now, with age and years under its belt, it’s not a victory lap, but a greater sense of curiosity, what Miller calls “backward evolution”.

“The older I get, the more questions I ask,” he said. “The more I behave the way I should have behaved when I was 20. I think life is a bit like that, you learn as you go, mentally you get wiser and wiser. So now, I feel like there is so much I want to know, and I am much less afraid to ask.

It’s a wisdom that the veteran chef does his best to tell newcomers, not to be afraid and to stay open to learning more. According to Miller, the best conductors of any age are the curious, the people who always ask questions.

“Even though I have done Beethoven’s Third Symphony several times before, I am deeply involved in asking questions about Beethoven,” he said, “and trying to get to the bottom of it. what he had in mind, and that’s what is so important. exciting to struggle with great works. You can always come back to them and find out more.

In 1991, during his acceptance speech at the Palace Theater for his new post, Miller listed a number of projects, ending with a simple wish: “I hope you will dream with me.”

These plans included a series of family concerts that would introduce new audiences to music, a summer classical season, a chamber orchestra festival, and a community-wide Haydn festival. He then discussed an annual choral collaboration, pop series and school music program with local school districts. Finally, he wanted to take the ASO on tour and do a retrospective recording project over several years.

It’s safe to say that Miller has achieved each of these goals.

Jerel Golub, the chairman of the ASO board of directors who has worked with Miller for 25 of his 30 years, thinks so too.

“From my perspective, David is a lot like the Pied Piper,” Golub said. “He draws you in with this incredible combination of love for music, his knowledge, great communication skills, his incredible enthusiasm and a magnetic personality. And he’s guided us all on this incredible journey of growth and discovery over the past 30 years and it was truly a pleasure to be a part of it.

Miller credits the environment in which he thrived.

“I believe the community and I have grown together,” he said. “The Capital Region I work in today is so different from the Capital Region when I arrived, but a lot of things are similar. It was always a community of very interesting educated and sophisticated music lovers.

As for ASO, the past 30 years have been less of a job than a marriage, he said.

“Relationships deepen, understanding deepens. And you don’t have to say the same to be understood sometimes, ”he said. That is, if it is a healthy relationship, the different parts somehow understand each other intuitively. So I find that I can do a lot more in rehearsal and in concert with less effort.

He is “still sweating balls” in the first few rehearsals, he says, repeating compulsively and doing his best to be as prepared as possible. But with each rehearsal, her confidence is built, as does a silent and tacit intimacy with the musicians.

“I feel there is a beautiful communication,” said Miller, “because the musicians and I know each other intimately enough to have worked so closely together. They know my general thoughts on the style of the piece. a very nice non-verbal ability to communicate, which is basically what a conductor does anyway. “

Anna Kuwabara, executive director of ASO, who has worked with other orchestras in Chicago and St. Louis, says that while an orchestra is a big old institution, under Miller, the ASO felt light and airy. , in step with time without difficulty.

“The orchestras I have worked with have been a bit like ocean liners,” said Kuwabara. “Very big, little difficult to turn around. And I would say the Albany Symphony is like a sailboat. It’s flexible, it’s responsive, it can really run in a hurry. And it is largely David.


In the past decade alone, they’ve racked up two of the five Grammy Awards they’ve been nominated for, two Leonard Bernstein Awards for Education, an ASCAP Morton Gould Award for Innovative Programming, 26 other ASCAP Awards for programming. adventurous, two John S. Edwards Awards for the strongest commitment to new American music.

They were also the only orchestra to have been invited to Carnegie Hall’s Spring for Music Festival more than twice and were invited to the SHIFT Festival at the Kennedy Center.

Miller kicks off his thirtieth season on Saturday, with the aforementioned Beethoven’s “Eroica” anchoring an evening of music at the Palace Theater. It’s a full season, in person, a celebration that comes after the virtual 2020-21 season. This season, like its predecessors, has that expected “Miller mix” of classic and contemporary. Along with old names like Brahms, Beethoven and Mozart, there are newer ones like Jessie Montgomery, Viet Cuong, Erina Yashima and Hannah Kendall. The whole symphony has been eagerly awaiting this, performing for audiences both in person, while retaining the life flow option that was introduced last year. For a full schedule, go to albanysymphony.com.

As a Capital Region flute player, captain of this musical vessel, and metaphorical wife of the orchestra, Miller has many roles and laurels to his name. But for him, unlike a piper, sailor or spouse, the key, he says, is to let go.

Miller spends most of his time before a performance isolating himself and keeping to himself, a step that has become necessary with the pandemic. Immersing yourself in the music, the context and the story it took place in is a crucial part of the process, he said.

This week, that thought is reflected in her Bethlehem home, where CDs sit casually next to spices on the kitchen counter and music books stacked next to a huge piano in the living room. This week’s reading is a textbook on Beethoven’s “Heroic” by Thomas Sipe in preparation for the next concert.

“I like to go deeper into the piece and internalize it as much as possible,” he says, sitting at his piano, a well-stamped copy of the piece in front of him, covered in pencil scribbles.

“You want to know the piece like you are playing it, but the key is to let go and let the musicians do it, because at the end of the day you are just the conductor, you are helpless, ”he said.

“Helpless” is hardly a term one would use to describe Miller, who has managed to keep the Capital Region captivated with every flick of the baton from his conductor.

“My job is just to inspire and empower,” he says of musicians. But if the last three decades have proven anything, it is that he has succeeded in doing it for the whole region.


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Nobel Prize in Physics addresses complexity, both general and climatic https://timorseajustice.org/nobel-prize-in-physics-addresses-complexity-both-general-and-climatic/ https://timorseajustice.org/nobel-prize-in-physics-addresses-complexity-both-general-and-climatic/#respond Tue, 05 Oct 2021 19:04:24 +0000 https://timorseajustice.org/nobel-prize-in-physics-addresses-complexity-both-general-and-climatic/ Enlarge / The output of a modern climate model allows us to detect trends despite the chaotic nature of the underlying system. Complex behavior is all around us. Think of something like the economy. It has many components, each with its own set of rules and all of them interacting in complicated ways. Trying to […]]]>
Enlarge / The output of a modern climate model allows us to detect trends despite the chaotic nature of the underlying system.

Complex behavior is all around us. Think of something like the economy. It has many components, each with its own set of rules and all of them interacting in complicated ways. Trying to keep track of what’s going on from scratch is almost impossible. Yet some reasonably consistent behaviors emerge from this complexity, allowing us to understand some general rules for it.

This mixture of complexity and emerging behavior appears in many other systems involving global human behavior, as well as in the fields of physics, chemistry and biology. This year’s Nobel Prize in Physics is split equally between two aspects of the study of these systems. Half the price goes to Giorgio Parisi, who helped find methods for understanding complex systems that can be applied more generally. And the other half is shared between two climate modelers, Syukuro Manabe and Klaus Hasselmann, who helped develop systems that we now use to understand how climate behavior emerges from the complex interplay of its components and influences, including the growing influence of greenhouse gases.

Complex systems and emerging behaviors

Giorgio Parisi’s work has its roots in the early days of statistical mechanics, notably the work of James Clerk Maxwell (of fame for Maxwell’s Demon) and Ludwig Boltzmann, who applied a statistical approach to the second law of thermodynamics. (entropy). Finally, physicists had a mathematical tool capable of describing how properties at the macroscopic scale, such as the temperature and pressure of a gas, emerge from the random and disordered motions of particles at the microscopic scale. Parisi’s work uncovered the hidden rules that govern these types of complex disordered systems and their emerging properties.

What does it mean for a property to be emergent? Think of a piece of gold. It has properties like hardness or color, but these properties are not found in the individual atoms that make up the lump. On the contrary, they emerge from the collective interactions between the atoms that make up gold.

This is a fairly simple and straightforward example. It is often more difficult to predict the behavior of a very complex system like weather or a granular material like sand or gravel. This is because of the large number of individual components, the randomness of their interactions, and the many variables that can impact these interactions.

For example, sand can behave as both a liquid and a solid. Dry sand easily pours like fluid out of a bucket, but if you place a rock on the same sand, the collective grains are strong enough to support it, even though, technically, the rock is denser than sand.

The usual ordered equations that govern the phase transition from a liquid to a solid simply do not apply. The grains appear to act as individual particles as they flow from the bucket, but can quickly cluster together when solidarity is needed. The large number of individual grains makes it difficult to predict the behavior of the system from time to time, such as determining when an avalanche is likely to occur. Each grain interacts with several immediate neighboring grains simultaneously, and the behavior of neighboring grains is constantly changing from moment to moment.

A different turn

Parisi’s Nobel Prize-winning discoveries came from his work with spin glasses, a metal alloy in which iron atoms randomly mix in a grid of copper atoms. The spins of the atoms in a regular magnet all point in the same direction. This is not the case in spin glass, in which each iron atom is influenced by other nearby iron atoms. So you get an atomic-scale showdown: some pairs of nearby spins naturally want to point in the same direction, but others want to point in the opposite direction. They are caught in a “frustrated” state.

Parisi himself drew an analogy with the characters in a Shakespeare play, where one character wishes to have peace with two others, but those other two are sworn enemies. Likewise, in a spin glass, if two spins want to point in opposite directions, a third spin cannot point in both directions at the same time. In a way, the spin glass finds an optimal orientation which constitutes a compromise between the two opposite spins.

In the 1970s, physicists attempted to describe these frustrated complex systems by trying to process many copies of the system (replicas) simultaneously. It was a clever mathematical trick, but it did not produce the expected results. Parisi found the hidden messy structure hiding underneath, causing the case to crack. Parisi has shown that even if you are considering many exact replicas of the system, each replica can end up in a different state because there are so many possible states and it is difficult to transition between them. The analysis therefore reproduces the symmetry breaking, a characteristic common to many physical systems.

Its breakthrough therefore applies to much more than spin glasses. In the decades that followed, scientists used his knowledge to describe complex disordered systems in a wide range of fields: mathematics, biology, neuroscience, laser science, materials science, and machine learning, to name but a few. some. All of these systems look very different on the surface, but they share a common underlying mathematical framework.

For example, biological swarms (such as midges) and flight behavior among starlings and jackdaws are both examples of emerging collective behavior; the patterns that form arise from underlying rules of interaction, which can change in response to different environmental signals. Parisi’s work has been influential in solving the traveling salesman puzzle (a classic optimization problem) and in the study of neural networks. It may also be relevant for the study of social networks, such as how political polarization or social perception bias can be treated as emergent properties resulting from the complex interactions of millions of people.

The emergence of climate models

Through this year’s prize, the Nobel committee argues that Parisi’s breakthrough has parallels with how the incredibly complex behaviors that produce climate can still be understood by following the underlying physics. In other words, if you model things like the mixing of gases and their interactions with radiation, clear behaviors can emerge from these processes, although there is a lot of variation superimposed on that behavior. This is exactly what we ended up doing with the climate models.

The prize for climate modeling recognizes two very distinct aspects of its development. While climate models have only gained public attention in recent decades, attempts to model the influence of the composition of the atmosphere on its temperature date back to the work of Svante Arrhenius in 1896. Early work, however, viewed the system as static and made no distinction between land and ocean surfaces under the atmosphere. While these efforts have grown more sophisticated over the decades, they have primarily involved incorporating some of Earth’s complexities while finding the point at which the incoming and outgoing energy balances out.

The work of Syukuro Manabe, honored today, was essential in initiating the transition to the modern modeling approach. Manabe began working at the Princeton Geophysical Fluid Dynamics Laboratory in 1959; a decade later, he had developed a computer model that simulated a one-dimensional column of the atmosphere. This allowed the model to include more realistic conditions, such as uneven distribution of gases at different levels of the atmosphere and redistribution of heat by convection.

By 1975, he and his colleagues had achieved an astonishing feat: to create an entirely global model that tracked heat, radiation and the movement of atmospheric gases, all in a computer with half a megabyte of RAM. Surprisingly, this study produced a climate sensitivity to greenhouse gases that is within the range of uncertainties produced by current models.

Klaus Hasselmann is recognized for his key contributions to comparing climate model results with real-world data, allowing us to identify fingerprints of increasing greenhouse warming. Hasselmann entered this field by focusing on the natural variability of the climate system. Determining the limits of these natural variations leads directly to the ability to identify when the system has exceeded these limits and therefore must undergo additional influences.

Between 1979 and 1997, Hasselmann was one of the authors of three papers essential to establishing a framework for the comparison of models with real world data. These included influential ideas on how best to identify greenhouse warming signals, recognizing that it is sometimes better to measure those parts of the climate where the noise of natural variability is low rather than there. where the greenhouse warming signal is strongest. Other scientists have called his work “the first serious effort to provide a solid statistical framework for identifying a human-caused warming signal.”

There is still some unease among the research communities about the specific individuals who win the Nobel Prize, and this is likely to be exacerbated here. Climate modeling is a multidisciplinary activity carried out by many large teams around the world and relies heavily on the work of previous modelers, so choosing a limited number of people to honor was always going to be problematic. While the Nobel Committee made a reasonable attempt to honor milestones in the evolution of climate models in the systems we use today, it is not surprising that some climatologists are express a little unease on the price.



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Automotive and Tire Industry Outlook for Fall / Winter 2021 https://timorseajustice.org/automotive-and-tire-industry-outlook-for-fall-winter-2021/ https://timorseajustice.org/automotive-and-tire-industry-outlook-for-fall-winter-2021/#respond Tue, 05 Oct 2021 15:38:55 +0000 https://timorseajustice.org/automotive-and-tire-industry-outlook-for-fall-winter-2021/ Connect To share Tweeter To share E-mail The ability of each of us, as consumers, to get the products or services we want or need has been disrupted in many markets for a variety of reasons. The tire and automotive sector has not been spared and there is cause for concern for the coming season. […]]]>

The ability of each of us, as consumers, to get the products or services we want or need has been disrupted in many markets for a variety of reasons. The tire and automotive sector has not been spared and there is cause for concern for the coming season. Please find below our outlook for the upcoming fall / winter season that you may wish to consider for the needs of your clients.

Currently and in the coming months, there are five trends that will negatively impact the ability of consumers to source tire and automotive products and services to meet their needs.
mobility needs.

1) Talent Shortage in Retail – Long before the start of 2020, there was a labor shortage in the tire and automotive markets. Today, it has multiplied as in many other industries. Retailers are extremely difficult to find experienced technicians to inspect, maintain or install the same products that are becoming hard to find.

With a talent shortage in the original equipment and aftermarket segments, the industry will experience reduced capacity for the number of customers you can serve during the rush. In a traditional year, waiting too long can leave consumers waiting two to three weeks before they can get an appointment for tire or auto needs. Given the industry’s reduced capacity, we would expect these wait times to be longer than traditional wait times.

2) Product shortages – Manufacturers in most industries face the same talent shortage as retailers. Operating factories with reduced manpower also results in decreased capacity, resulting in long order fulfillment times.

3) Shipping delays – We can safely say that over 35% of tires and automotive products are manufactured outside of the North American market to meet consumer demand in North America. The supply of containers to ship products as well as the availability of space on ocean freight liners are limited, creating long shipping delays. Not only are we seeing long delays, but the costs of fear continue to rise.

Large organizations have had to invest in the purchase of containers and / or freighters in an attempt to control their own plight with product shipments. Many others will have to wait until late in the season to see their inventories arrive.

Whether or not organizations own containers and / or ocean liners, offshore port closures create additional delays in getting products to North American markets.

4) Geography – Where you operate will play a role in your ability to find what you need for your client this winter. Operating in Canada, we will all experience winter conditions, but as we know, some will see climate change sooner and longer. As winter conditions arrive, supply chains will move inventory to markets that present the first opportunity to sell their inventory, putting even more pressure on markets that later experience winter climate change.

5) Price changes – With all of the above impacting the availability and capacity of products for businesses along the supply chain, we can expect higher price increases. The tire and automotive industry has arguably experienced the largest price fluctuation with the largest price increases in a single year. As manufacturers have limited production capacity, they will continue to have to charge more for the products they sell. At the same time, as talent continues to be hard to find, the cost of labor from manufacturers to retailers will also continue to rise.
rise resulting in both higher prices for products and services.

We call the closing months of each calendar year “the fall rush” for a reason. Most consumers wait until the day or days before the first snowfall before taking action. As mentioned earlier, this leads to overcapacity issues in a normal year and it will not be a normal year end for your customers who choose to wait.

Please find our recommendations below for preparing your clients to ensure they get what they need while there is product and time available.

1) Make an appointment in advance – If not, already start using phones, emails and text messages to communicate the challenges we all face and ask them to book what will be precious time. After booking, provide confirmations up to date / time to ensure they are not left behind without any presentation.

2) Tire storage – If not complete, already inspect each set for replacement needs due to wear or tread depth. Contact, communicate concerns, and secure inventory early to ensure consumers get what they need while reducing time for your team during the rush.

If you contact a customer to make an appointment in advance and they stock their own tires, have them inspect them or offer to have them inspected, so you can help now.

3) Provide financing options – There is a lot of financial pressure on many consumers who may choose to postpone their vehicle requirements as late as possible. By addressing
clients make sure to mention consumer-centric financing options (asset-based, credit card rates, open loans).

Four times – As you know, many of your customers have been waiting for a long time until the last minute. Make sure to let customers know that time may not be an option at the last minute. Create assurance that inspections as well as installations are best handled early on, won’t impact warranties, and won’t negatively impact their vehicle for a short period of time. It is safer to be ready for winter before it happens than to wait long after it has been on us.

5) Fleet – For customers who operate multiple vehicles, organize fleet inspections to determine needs. Not just now, but on an ongoing basis to make sure you can get what they need not just for today but for tomorrow.

6) Examine labor rates – Your labor expenses may have increased only slightly over the past 18 months, but they will continue to increase at a potentially high rate. We will also continue to
see increases in other operating expenses. Continue to prepare your business for the increased costs you will incur by reviewing your labor rates now and on a quarterly basis.

Until we see supply chains normalize, the game will continue to change. Continuing to operate this fall as many have done in recent years will be disappointing. Those who actively plan, proactively schedule, and secure both products with time for their customers’ future needs will benefit from the rest of 2021.

Todd Richardson is the CEO of In Motion Brands (IMB). IMB is a retail support agency focused on support independent tire and auto companies across North America. To contact Richardson, write to him at toddrichardson@inmotionbrands.com







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A look at Matt Damon’s incredible film career https://timorseajustice.org/a-look-at-matt-damons-incredible-film-career/ https://timorseajustice.org/a-look-at-matt-damons-incredible-film-career/#respond Sun, 03 Oct 2021 10:31:10 +0000 https://timorseajustice.org/a-look-at-matt-damons-incredible-film-career/ Matt damon is one of Hollywood’s highest-grossing actors. However, before the “Stillwater” star began to rank high in the Hollywood food chain, he was involved in a number of supporting roles, most of which consisted of one-liners. At the start of his career, he moved to Los Angeles. Prior to that, he studied acting at […]]]>

Matt damon is one of Hollywood’s highest-grossing actors. However, before the “Stillwater” star began to rank high in the Hollywood food chain, he was involved in a number of supporting roles, most of which consisted of one-liners.

At the start of his career, he moved to Los Angeles. Prior to that, he studied acting at Harvard University, but left soon after obtaining roles in films like “Geronimo: An American Legend” and “Courage Under Fire”. Later, Damon began living with his old friend, Ben Affleck, who was also an aspiring young actor from Massachusetts.

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The duo auditioned for the role of Todd Anderson in “Dead Poet Society”. The two almost landed the role, but it wasn’t meant to be. The role ended up going to another, Ethan Hawke, whose career took off from there.

Damon and Affleck watched Hawke’s career reach new heights while imagining what their careers might have been like had they gotten the part.

Continue reading below for more details.

Another role escapes

After being ignored for the “Dead Poet Society,” Damon and Affleck reflected on their future and what they hoped it would be. They began to question the Common Actor’s strategy of struggling for eons as they waited for a life-changing role to present itself.

Another juicy role arrived, and this time it was Aaron Stampler / Roy in “Primal Fear”. Damon worked really hard to win this role because he knew it was the kind of role that could catapult his budding career. Yet despite his best efforts, the role eventually went to actor Edward Norton.

It was the last straw for Damon. At that point, he realized that the chances of him landing a career-transforming role were extremely slim. Fortunately for him, he already had a role that could change the course of his career, and the career of his buddy, Affleck.

When Damon was at Harvard, he wrote a treatment story about Will Hunting, a self-taught math genius who worked as a janitor at MIT.

After being turned down for “Primal Fear,” he had all the courage he needed to develop his idea further into a screenplay. He named it “Goodwill Hunt”. Damon played Will Hunting while his friend, Affleck played Will’s drinking buddy, Chuckie Sullivan.

His first role in the industry

The actor revealed in an interview that he and Affleck both auditioned for the role, but he got it because he was two years older than Affleck.

He went on to say that the part was due to chance of a legal loophole as he was 17 while Affleck was 15. The loophole indicated that Damon could only work through the night if he was supervised.

Damon appeared in the film alongside his future “Ocean’s Eleven” co-star Julia Roberts. The former played Steamer while Roberts played Steamer’s brother’s girlfriend Daisy.

The actor said that although he only had one line on the show, he showed up for three nights to shoot a particular scene. The almost nonexistent role, however, kept Damon interested in acting and show business.

“The Goodwill Hunt” was Damon’s lucky charm

“Good Will Hunting” won numerous awards at the 1998 Oscars. The film won 9 nominations, including Best Original Screenplay. It was also a box office success, as it grossed over $ 200 million.

Above all, he launched the careers of two relatively obscure actors. Both admitted that they would most likely still be in the dark if they hadn’t taken charge of their careers.

“Actors end up making really safe choices. I never wanted to take this route. If I’m going to come down, I’m going to come down swinging, “Damon said.

Damon’s new movie ‘Stillwater’ means so much to him

Damon broke down in tears after the standing ovation for his new movie “Stillwater” lasted more than five minutes.

“The moment kind of crept up on me,” he said. “There were a lot of things in my head. I was happy that the movie played so well, obviously, because I’m really proud of it and we worked really hard on it – and we held onto it.

quot Stillwater quot Red Carpet - The 74th Festival de Cannes
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… It was supposed to come out last year, but the pandemic has changed those plans. So after this long wait, having this kind of reception was really moving, ”concluded the star.

All of this and more is proof that Damon has earned his place in Hollywood, and while it wasn’t a rosy road to go, he’s smiling now, and we wish him the best.


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