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Ship owners and operators have some options, but none of them are particularly good ones. The adage that time is money couldn't be more true in the shipping business. For the vessels already backed up in the canal, if the waterway isn't clear for transit soon, a decision will need to be made about whether to continue waiting or go to Plan B.

To get an idea just what a shortcut could be lost, commodity analysts Kpler said that for a vessel averaging 12 knots (14 mph), Suez to Amsterdam, takes 13 days via the canal. Around the Cape of Good Hope, it takes 41 days.

The situation could become clearer in the next week, Karatzas said, but if the Ever Given looks likely to require a massive operation to break free, shippers will have to make some tough and potentially costly decisions. The same goes for vessels that haven't yet left port, although the cost in time and money for them wouldn't be as great.

Another possible option is to go through the Panama Canal by way of the Pacific. But many of the largest commercial vessels today, such as the 1,300-foot Ever Given, are too big to fit through the Panama Canal.

Jonathan Roach, a container market analyst for Braemar ACM Shipbroking, said in a recent letter to clients that the route via the Cape of Good Hope was the most likely detour, even for vessels that can fit through the Panama Canal.Last year, due to a combination of excess capacity and falling fuel prices, some shippers did just that — opting to go the Africa route to avoid the Suez Canal transit fees.

There is one more possibility, but it too has severe limitations. A shorter route through the Arctic known alternately as the Northeast Passage, or the Northern Sea Route, or NSR, is being touted by Russia.

The number of vessels using the NSR has increased to several hundred each year, thanks in part to global warming that has reduced polar ice. However, traffic there still amounts to a mere fraction of what passes through the Suez.

The Northern Sea Route is still not considered practical by most shipping companies. For example, in 2018, Maersk, the world's largest container line, sent one of its ships via the NSR, but the company emphasized it doesn't see the route "as an alternative to our usual routes" and that the voyage was merely "a trial to explore an unknown route for container shipping and to collect scientific data."

Lastly, it's worth noting that a prolonged shutdown of the Suez Canal is not unprecedented. The waterway was closed for eight years, beginning in 1967, after war broke out between Egypt and Israel. As a result, ships were forced to divert around the tip of Africa.

Global supply chains, already significantly disrupted by the coronavirus pandemic, could be further stressed by a prolonged shutdown of the Suez Canal, said Jonathan Gold, vice president for supply chain and customs policy with the National Retail Federation.

The greatest impact would be felt in the European market, which relies most on transfers through the canal, but given the interconnected nature of global manufacturing and commerce, there's likely also to be a knock-on effect for the United States.

Bisceglie said it's time for companies to consider "having more disparate [supply hubs] instead of having all our eggs on one cargo ship." Maersk told NPR on Friday that it was too early to commit to rerouting any of its massive global container fleet. The Copenhagen, Denmark-based company said in a statement, that while "out of our control, we apologize for the inconvenience this incident may cause to your business and for critical shipments."

Like much else about the situation, it depends on how long it goes on. A weeklong delay for a few hundred ships at the Suez might have only a negligible impact for consumers, but a prolonged delay could increase the cost of shipping, complicate manufacturing and ultimately drive up prices.

That's $80,000 a day in fuel and an extra 10 days travel time — both to and from Asia. "So, you're looking at the best part of a million dollars with your operating costs. So it's a million dollars out and a million dollars back," he said.

In his letter to clients, Roach also noted problems at the Suez Canal could disrupt the flow of containers. A trade imbalance between Europe and Asia means that filled containers going west return mostly empty to ports in the east to be refilled. "If empty stocks dwindle in Asia, there is the short-term possibility of an increase" in prices, Roach wrote.

Overall, though, Joanna Konings, a senior economist at ING, told Bloomberg that she's "relatively sanguine" about the impact on trade. But she doesn't rule out "an inflationary shock that could come right to the consumer."

Shipping rates for petroleum products have nearly doubled since the Ever Given's grounding on Tuesday, according to Reuters. Although oil prices may also be feeling some upward pressure in the wake of the Ever Given incident, their increase so far has been blunted by news of further COVID-19 lockdowns in Europe that are likely to continue to depress demand.

A decade later, China owns or operates ports and terminals at nearly 100 locations in over 50 countries, spanning every ocean and every continent. Many are located along some of the world’s most strategic waterways.

The majority of the investments have been made by companies owned by the Chinese government, effectively making Beijing and the Chinese Communist Party the biggest operator of the ports that lie at the heart of global supply chains.

But the investments go beyond that. They give Beijing a window into the business dealings of competitors and could be used to help China defend its supply routes, spy on U.S. military movements and potentially engage U.S. shipping, according to analysts

Strait of HormuzLeaked U.S. intelligence documents earlier this year suggested that China has revived an effort to establish military facilities at the United Arab Emirates port of Khalifa in the Persian Gulf, by the crucial Strait of Hormuz and just 50 miles away from an important U.S. military base.

Beijing is decades away from matching the U.S. military presence worldwide, but China has the biggest and fastest-growing navy in the world, and increasingly it is venturing beyond the shores of eastern Asia.

From having no naval presence in the Indian Ocean two decades ago, for instance, China now maintains six to eight warships in the region at any given time

A route for some major shipping lanes and global ports, the Indian Ocean was an early priority for China. About 80 percent of China’s trade crosses the ocean, including almost all of its oil. China’s port investments seem designed to protect the route. Beijing, for instance, has secured a 99-year lease at the port of Hambantota in Sri Lanka, giving it an important foothold on the busy shipping lane between Asia and the West.

In late 2015, China acknowledged it was building a military base adjacent to the Chinese-operated port of Djibouti. The African base was officially opened in 2017, only six miles away from a U.S. military base in the country. Located at the narrow entrance to the Red Sea, Djibouti is on one of the busiest shipping lanes in the world, where about 10 percent of global oil exports and 20 percent of commercial goods pass through the narrow strait to and from the Suez Canal.

Persian Gulf and Red SeaChina’s interest in these port locations goes beyond purely commercial concerns, U.S. officials say. Many are located at strategic chokepoints with high shipping traffic. At these locations, sea routes are narrow and ships are potentially vulnerable.

DjiboutiChina has already established one military facility adjoining a commercial port operation, in Djibouti, at the mouth of the Red Sea. U.S. officials say there are indications that it is scouting for more.

Suez CanalBeijing has also been growing its influence in ports on Egypt’s Suez Canal, a vital human-built waterway that provides a shortcut from Asia to Europe. Earlier this year, Chinese shipping companies announced investments in terminals at the ports of Ain Sokhna and Alexandria

EuropeChina already controls or has major investments in more than 20 European ports, giving it significant sway over the continent’s supply routes. Many serve as vital logistics and transshipment points for NATO and the U.S. Navy. “It’s a significant national and economic security concern,”

Logink portsOne way in which China has secured a commanding position is through a little-known software system called Logink, a digital logistics platform owned by the Chinese government. So far, at least 24 ports worldwide, including Rotterdam and Hamburg, have adopted the Logink system.

Logink potentially gives China access to vast quantities of normally proprietary information on the movements, management and pricing of goods moving around the world. The U.S. Transportation Department issued an advisory in August warning U.S. companies and agencies to avoid interacting with the system because of the risk of espionage and cyberattack.

The AmericasThe original Maritime Silk Road, as laid out in Chinese documents, focused on three main routes. The plan has expanded to include the Atlantic and the Americas. Latin America is one of the fastest-growing destinations for Chinese port investments. China manages ports at both ends of the Panama Canal. It is building from scratch a $3 billion megaport at Chancay in Peru that will transform trade between China and Latin America, enabling the world’s largest shipping containers to dock on the continent for the first time.

The United States is still the world’s biggest military power, with about 750 bases overseas. China, with only one, is a long way from matching U.S. naval power, said Stephen Watts of the Rand Corp. “The implications of these far-flung bases have been overblown,” he said. “China would be easily overcome in these small outposts if it came to a shooting match.”

But China’s port network presents a different kind of challenge to U.S. security interests, separate from the threat of war, said Isaac Kardon of the Carnegie Endowment for International Peace. China is now the world’s premier commercial maritime power, and its strategic hold over the world’s supply routes could be used to interdict or restrict U.S. trade, troop movements and freedom of navigation in a range of different ways. “It’s an asymmetrical threat,”

Interestingly, the ancient Greek word for China is “Seres,” which literally means “the land of silk.”

Historians now prefer the term “Silk Routes,” which more accurately reflects the fact that there was more than one thoroughfare.

The Silk Road routes included a large network of strategically located trading posts, markets and thoroughfares designed to streamline the transport, exchange, distribution and storage of goods.

Silk Road routes also led to ports on the Persian Gulf, where goods were then transported up the Tigris and Euphrates rivers.

Although it’s been nearly 600 years since the Silk Road has been used for international trade, the routes had a lasting impact on commerce, culture and history that resonates even today.

Commodities such as paper and gunpowder, both invented by the Chinese during the Han Dynasty, had obvious and lasting impacts on culture and history in the West. They were also among the most-traded items between the East and West.

paper’s arrival in Europe fostered significant industrial change, with the written word becoming a key form of mass communication for the first time.

Similarly, techniques for making glass migrated eastward to China from the Islamic world.

The Silk Road routes also opened up means of passage for explorers seeking to better understand the culture and geography of the Far East.

Venetian explorer Marco Polo famously used the Silk Road to travel from Italy to China, which was then under the control of the Mongolian Empire, where they arrived in 1275.

His journeys across the Silk Road became the basis for his book, "The Travels of Marco Polo," which gave Europeans a better understanding of Asian commerce and culture.

Explorers learned more about areas such as Africa and the Americas and brought that knowledge back to Europe.Massive wealth accrued to European colonizers due to trade in goods, spices, and precious metals.Methods of navigation and mapping improved, switching from traditional portolan charts to the world's first nautical maps.New food, plants, and animals were exchanged between the colonies and Europe.Indigenous people were decimated by Europeans, from a combined impact of disease, overwork, and massacres.The workforce needed to support the massive plantations in the New World, led to the trade of enslaved people, which lasted for 300 years and had an enormous impact on Africa.

When the Ottoman Empire took control of Constantinople in 1453, it blocked European access to the area, severely limiting trade. In addition, it also blocked access to North Africa and the Red Sea, two very important trade routes to the Far East.

Portuguese explorers discovered the Madeira Islands in 1419 and the Azores in 1427. Over the coming decades, they would push farther south along the African coast, reaching the coast of present-day Senegal by the 1440s and the Cape of Good Hope by 1490. Less than a decade later, in 1498, Vasco da Gama would follow this route all the way to India.

Christopher Columbus, an Italian working for the Spanish monarchy, made his first journey in 1492. Instead of reaching India, Columbus found the island of San Salvador in what is known today as the Bahamas.

Other important voyages of exploration during this era included Ferdinand Magellan's attempted circumnavigation of the globe, the search for a trade route to Asia through the Northwest Passage, and Captain James Cook's voyages that allowed him to map various areas and travel as far as Alaska.

Great Britain and France also began seeking new trade routes and lands across the ocean. In 1497, John Cabot, an Italian explorer working for the English, reached what is believed to be the coast of Newfoundland. A number of French and English explorers followed, including Giovanni da Verrazano, who discovered the entrance to the Hudson River in 1524, and Henry Hudson, who mapped the island of Manhattan first in 1609.

Over the next decades, the French, Dutch, and British would all vie for dominance. England established the first permanent colony in North America at Jamestown, Va., in 1607.

Columbus would lead three more voyages to the Caribbean, exploring parts of Cuba and the Central American coast.

The Age of Exploration ended in the early 17th century after technological advancements and increased knowledge of the world allowed Europeans to travel easily across the globe by sea. The creation of permanent settlements and colonies created a network of communication and trade, therefore ending the need to search for new routes.

The Age of Exploration had a significant impact on geography. By traveling to different regions around the globe, explorers were able to learn more about areas such as Africa and the Americas and bring that knowledge back to Europe.

As technology advanced and known territory expanded, maps and mapmaking became more and more sophisticated.

The Age of Exploration served as a stepping stone for geographic knowledge. It allowed more people to see and study various areas around the world, which increased geographic study, giving us the basis for much of the knowledge we have today

an outbreak erupted in the Yuan Empire and may have hastened the end of Mongol rule over China. Three years later, the disease killed over 90 percent of the Hebei Province's populations

with deaths totaling over 5 million people.

From its origin at the eastern end of the Silk Road, the Black Death rode trade routes west stopping at Central Asian caravansaries and Middle Eastern trade centers and subsequently infected people all across Asia.

"The Land of Darkness," or Central Asia. From there, it spread to China, India, the Caspian Sea and "land of the Uzbeks," and thence to Persia and the Mediterranean.

The Central Asian scourge struck Persia just a few years after it appeared in China — proof if any is needed that the Silk Road was a convenient route of transmission for the deadly bacterium.

Civilization both in the East and the West was visited by a destructive plague which devastated nations and caused populations to vanish

The region's population was slow to recover, in part due to the political disruptions caused by the fall of Mongol rule and the later invasions of Timur (Tamerlane).

In 1335, the Il-Khan (Mongol) ruler of Persia and the Middle East, Abu Said, died of bubonic plague during a war with his northern cousins, the Golden Horde. This signaled the beginning of the end for Mongol rule in the region

He goes on to charge that the Mongol leader "ordered corpses to be placed in catapults and lobbed into the city in hopes that the intolerable stench would kill everyone inside."

This incident is often cited as the first instance of biological warfare in history. However, other contemporary chroniclers make no mention of the putative Black Death catapults.

European observers were fascinated but not too worried when the Black Death struck the western rim of Central Asia and the Middle East

, the holy city of Mecca was hit by the plague, likely brought in by infected pilgrims on the hajj.

It seems more likely, however, that traders from further east brought diseased fleas

It swallowed up many of the good things of civilization and wiped them out... Civilization decreased with the decrease of mankind. Cities and buildings were laid waste, roads and way signs were obliterated, settlements and mansions became empty, dynasties and tribes grew weak. The entire inhabited world changed."

Perhaps the most significant impact that the Black Death had on Asia was that it contributed to the fall of the mighty Mongol Empire. After all, the pandemic started within the Mongol Empire and devastated peoples from all four of the khanates.

The massive population loss and terror caused by the plague destabilized Mongolian governments from the Golden Horde in Russia to the Yuan Dynasty in China. The Mongol ruler of the Ilkhanate Empire in the Middle East died of the disease along with six of his sons.

Although the Pax Mongolica had allowed increased wealth and cultural exchange, through a reopening of the Silk Road, it also allowed this deadly contagion to spread rapidly westward from its origin in western China or eastern Central Asia. As a result, the world's second-largest empire ever crumbled and fell.

Already around 2500 BC, merchants were setting out from what is now Iraq, the seat of the ancient Sumerian civilization, carrying silver ingots to India

En route, they acquired copper from Oman and brought precious objects such as carnelian and lapis lazuli from India. Accumulating and re-investing profits, they were the first capitalists. The Indian Ocean became one of the great channels of trade between nations. Greek merchants from Egypt exploited the monsoon winds to ensure a swift passage to south India.

The Chinese emperors tended to discourage uncontrolled trade, though prohibitions often did more to provoke traders into finding ways around the rules. Early compasses were used for feng shui, not navigation. But in the 12th century AD, when the coasts of China were open to the world, Hangzhou was at the peak of its prosperity.

in the open Pacific, hundreds of scattered islands from Hawaii to Easter Island were settled over many centuries — the Polynesians only reached New Zealand around AD 1300. Even without written records, the Polynesians transmitted exact knowledge of how to sail these apparently boundless waters from generation to generation.

By 1500 AD, the Portuguese had begun to show interest in what the Atlantic might offer. That interest had resulted in the settlement of uninhabited islands including Madeira, which began to export phenomenal quantities of sugar.

When European sailors — from Portugal, Spain, Holland, England, Denmark and France — entered the Pacific and the Indian Ocean starting in the 16th century, they found a lively maritime world that they could never truly dominate. They still depended on the resources and supply lines of the inhabitants of the lands they visited, even as they created routes across the entire globe

Since then, the oceans have only continued to tie the world together — most dramatically when new routes were literally carved out, with the building of the Suez Canal in the 19th century and the opening of the Panama Canal in 1914. The first goods to pass through the Panama Canal consisted of a cargo of tinned pineapples from Hawaii. The Pacific and the Atlantic were more closely tied together than ever before.

In the 21st century, however, new factors have changed entirely the way goods are carried across the seas, even though over 90% of world trade is carried on ships

Business is conducted on a scale that utterly dwarfs that of even 20 years ago, transforming a familiar world. And yet, through trade and cultural exchange, the seas continue to connect even the most distant lands.

Wipes can also be used for other high-touch areas in the store like freezer handles or tongs used in self-serve bins.

all Americans to wear cloth face masks when out in public, which includes when in the grocery store.

wash your hands with soap and water before going out and when coming home, and use hand sanitizer when out.

If you use gloves, choose disposable ones and throw them before getting into your car or as soon as you get home

Try not to use your phone when in the store. If you do, clean it when you get home.

it’s a good idea to bring your own, mainly to wipe the grocery cart

Try to avoid exchanging money or credit cards with the cashier. Use a credit-card reader when possible.

To be extra cautious, you could heat food in the oven or microwave, though this hasn’t been specifically studied so it’s unclear if there’s a particular length of time needed.

People over 65 and those who have medical conditions that put them at greater risk of hospitalization and serious illness should avoid going to the grocery store, if possible. Try to order groceries online or have a family member or friend deliver them while taking precautions.

Though there have been no documented cases of transmission of the novel coronavirus through food packaging, a recent NEJM study found that the virus can live on cardboard for up to 24 hours and on hard surfaces such as plastic and stainless steel for two to three days.

the studies were done in a laboratory with high doses of the virus, so it’s unknown if in real life the virus can be transmitted that way. Most likely if someone were to sneeze or cough on a cardboard container, the virus would degrade more quickly due to environmental factors, such as sunlight.

experts say wiping down cereal boxes and other packages isn’t necessary. “Use the wipes when you need them,” says Dr. Chapman. If you’re home you can easily wash your hands. “That’s going to reduce your risk as much if not more than trying to wipe everything down,” he says.

instead of being preoccupied with wiping down packaging and containers, focus on washing your hands. “It’s much better to treat your hands, wash your hands, rather than dealing with all the surfaces,”

Your mouth is a gateway to both your respiratory system (your lungs) and your digestive system (stomach). Respiratory viruses like the novel coronavirus are believed to enter the body and reproduce through the respiratory tract, not the digestive tract.

Experts say it is possible that if the virus rubs off from any object to the inside of your mouth, it could infect you if it goes into your respiratory system. But there doesn’t appear to be any risk of infection via your digestive trac

doctors say getting the virus through ingestion of contaminated food seems unlikely. Gregory Poland, director of the Mayo Clinic’s Vaccine Research Group in Rochester, Minn., speculates that the gastric acid in the stomach would kill it. “My own speculation is that the GI route would be very low likelihood compared to known and efficient methods of infection,”

use self-checkout when possible and use hand sanitizer when you’re done.

If you touch virus particles on raw food and then touch your nose, eyes or mouth, that is a potential source of transmission. But experts note that is very unlikely. To be vigilant, thoroughly wash your hands with soap and water, and don’t eat your food with your hands.

Experts urge people not to wash fruits and vegetables with anything but water. The chemicals on wipes and chlorine solutions especially can be dangerous—don’t ingest those.

There’s no evidence that the virus can be transmitted through clothing, but it hasn’t been specifically studied

The good news is it can be killed by doing laundry. So if you were in a grocery store where people near you were coughing, it’s a good idea to remove your clothes when you get home. Don’t shake clothing. Place it in your laundry hamper.

The CDC recommends laundering contaminated clothes in the warmest appropriate water setting and drying them thoroughly.

The CDC says there are no known cases of the novel coronavirus being spread through the fecal-oral route, which is a common route of transmission for stomach viruses like the norovirus.

But a recent study that hasn’t been peer reviewed yet found the virus in the stool of some patients. This route of transmission remains unknown, and experts say it’s unlikely to be contributing significantly to the pandemic.

There are three general phases in the history of Europe's colonial expansion, all including wars of ownership between the Europeans and indigenous people, as well as between the Europeans themselves.

During the same period, European nations also gained influence in Africa, India, Asia, and Australasia (England colonized the whole of Australia), especially the many islands and landmasses along the trading routes.

However, this second phase is characterized by the 'New Imperialism,' a renewed interest and desire for overseas land felt by many European nations which prompted 'The Scramble for Africa,' a race by many European countries to carve up the entirety of Africa between themselves.

In 1914, the First World War began, a conflict partly motivated by imperial ambition. The consequent changes in Europe and the world eroded many beliefs in Imperialism,

The Early Imperial Nations

England, France, Portugal, Spain, Denmark and the Netherlands.

The Later Imperial Nations

England, France, Portugal, Spain, Denmark, Belgium, Germany, Italy and the Netherlands.

“If Amazon decides to take millions of jobs and essentially cut their labor costs in half, that only comes out of workers’ pockets,” added Korgan. “That creates a major economic problem in an industry that for the last 50 years has done a good job of supporting millions of middle-class jobs.”

“This sort of model is problematic for the entire industry,” said Randy Korgan, the director of the Teamster’s Amazon Project. “They’re willing to loan these small subcontractors money, get them access to their vans and help them advertise for employees to offload all the responsibility that would normally fall on Amazon.”

Amazon has been publicly opposed to unionization and organizing among their employees, most recently through an anti-union campaign launched ahead of a union election vote at a warehouse in Bessemer, Alabama, which has included anti-union captive audience meetings and sending mass texts and ads to workers encouraging them to vote against the union.

Drivers for Amazon contractors have complained of the surveillance and pressure they receive through cameras and a tracking app, Mentor.

remain

Drivers for Amazon delivery service providers also face fear of retaliation for trying to organize in their workplaces.

Jeff Bezos and Elon Musk have gone back and forth every week about who is the wealthiest person in the world and I can’t even pay my rentDerrick Flournoy

“Sixteen dollars an hour isn’t enough for the amount of work that we have to do. We’re a representation of the wealthiest company in the world and we’re barely making enough money to live,”

An Amazon spokesperson claimed drivers have built-in time through their routes for breaks and provide a list of nearby restrooms in the delivery app. They did not comment on the unfair labor practice charge or on organizing efforts by drivers.

it has not been without costs — high debt, many people relocated and a deadly accident. The corruption trials this summer of two former senior rail ministry officials have cast an unfavorable light on the bidding process for the rail lines.

Chinese workers are now more productive. A paper for the World Bank by three consultants this year found that Chinese cities connected to the high-speed rail network, as more than 100 are already, are likely to experience broad growth in worker productivity. The productivity gains occur when companies find themselves within a couple of hours’ train ride of tens of millions of potential customers, employees and rivals.

New subway lines, rail lines and urban districts are part of China’s heavy dependence on investment-led growth.

Companies are opening research and development centers in more glamorous cities like Beijing and Shenzhen with abundant supplies of young, highly educated workers, and having them take frequent day trips to factories in cities with lower wages and land costs, like Tianjin and Changsha.

“More frequent access to my client base has allowed me to more quickly pick up on fashion changes in color and style. My orders have increased by 50 percent,”

China’s high-speed rail program has been married to the world’s most ambitious subway construction program, as more than half the world’s large tunneling machines chisel away underneath big Chinese cities. That has meant easy access to high-speed rail stations for huge numbers of people

Businesses are also customizing their products more through frequent meetings with clients in other cities, part of a broader move up the ladder toward higher value-added products.

Another impact: air travel. Train ridership has soared partly because China has set fares on high-speed rail lines at a little less than half of comparable airfares and then refrained from raising them. On routes that are four or five years old, prices have stayed the same as blue-collar wages have more than doubled. That has resulted in many workers, as well as business executives, switching to high-speed trains.

Airlines have largely halted service on routes of less than 300 miles when high-speed rail links open. They have reduced service on routes of 300 to 470 miles.

Hisham Abed (not his real name, for security reasons) says he and his 1980s-era Mercedes truck used to take the circuitous route described above. It took him just about six or seven hours to make the journey to Raqqa, and he liked the road because it was paved and relatively safe.

Mosul merchant Hassan Thanon (again, a pseudonym) complains that he can no longer communicate with the drivers of trucks carrying his stocks.

“My truck was one of the first to travel this new route,” Abed said proudly, soon after he arrived back in Mosul after another tiring journey.

And there are other adaptations: One driver has outfitted his truck like a mobile mechanic’s workshop, carrying tools and spare wheels so he can make repairs if they break down in the desert. He’s charging his colleagues high prices for his services.

The new route out of Mosul heads south rather than west. Truckers drive on real roads to Tal Abtah, then take a dirt road for nearly 40 miles until they get to the Qayrawan (also known as Balij) subdistrict southwest of Mosul. There’s a paved road here, not far from the Sinjar Mountains, and from there the trucks cross into Syria.

Transport costs have also increased by about 25 percent, Thanon said. “But we were only able to increase the prices of our goods a little bit because people living in Mosul can barely afford to buy anything anyway.”

Abed says he saw the results of one airstrike. Planes had hit a convoy of trucks carrying vegetables from Raqqa to Mosul; three trucks on the Syrian side of the border were burned out.

However, as Abed notes, there are no guarantees that this road will continue to be drivable.

Pakistan now says the alliance is over—and good riddance. Foreign Minister Khawaja Muhammad Asif complained that “This is not how allies behave.” He is absolutely correct: U.S. allies do not take its lower and middle-class taxpayers’ hard-earned money and hand it over to enemies such as the Taliban, the Haqqani Network, and Lashkar-e-Taiba.Asif went on to offer the usual protestations that Pakistan’s military operations have cleared Pakistan of sanctuaries for these groups to hide in. But if there were such scoundrels on Pakistan’s territory, he said that if Pakistan went after them, “then the war will again be fought on our soil, which will suit the Americans.”

Still, Pakistan likely suspects it has the upper hand, and for good reason: It has cultivated a global fear that it is too dangerous to fail. This is why many Americans have been afraid to break ties with Pakistan and have never encouraged the International Monetary Fund and other multilateral organizations to cut off the country and let Pakistan wallow in its own mess. Pakistan believes it has effectively bribed the international community with the specter that any instability could result in terrorists getting their hands on Pakistani nuclear technology, fissile materials, or a weapon. In fact, Pakistan has stoked these fears by having the world’s fastest-growing nuclear program, including of battlefield nuclear weapons. It is conceivable that Pakistan could use funds from a future IMF bailout to service its burgeoning Chinese debt.

Still, one positive side effect of having an erratic head of state is that the United States now has a genuine and credible threat to act against Pakistan. America has not been in such a position since 9/11, when it used its position of leverage to coerce Pakistan to facilitate the U.S. invasion of Afghanistan. Whereas Pakistan had long comforted itself that neither Presidents Bush nor Obama would seriously alter course, due to the petting zoo of Islamist militants that Pakistan cultivated as crucial tools of foreign policy, and to its nuclear weapons, Pakistan will have to seriously consider that Trump means what he says. Since the early months of the war on terror that began in October 2001, the United States has ultimately swerved when confronted with Pakistani brinkmanship. Pakistan can’t count on that this time.

Unlike most of his predecessors, who have generally avoided talking about the ups and downs of the stock market, Mr. Trump has repeatedly taken credit for the rise in stock prices. He often mentions the bull market in settings that have nothing to do with the economy. But on Monday, he made no mention of it, preferring to focus on other economic indicators, like the unemployment rate and economic growth.

As Mr. Trump patted himself on the back for the tax cut, he went after the Democrats for opposing the $1.5 trillion legislation. He delivered a lengthy digression on the State of the Union address, noting that Democrats sat on their hands as he ticked off one measure of success for the country after another.

Noting Ms. Pelosi’s recent assertion that middle-class people would receive only “crumbs” from the tax cut, Mr. Trump said, “This is not a good day for Nancy Pelosi. She’s our secret weapon.” He added, “I just hope they don’t change her. There are a lot of people that want to run her out. She’s really out there.” Advertisement Continue reading the main story Ms. Pelosi fired back quickly, saying through her spokesman, Drew Hammill, “As the Dow nosedives on his watch, the president’s rambling, deceitful tax scam sales pitch reached an all-time low in Cincinnati.”

Venice earned special trading rights with the empire in return for accepting Byzantine sovereignty again. The city grew richer, and independence was gained in 1082. However, they retained trading advantages with Byzantium by offering the use of their, now considerable, navy.

The twelfth century saw Venice and the remainder of the Byzantine Empire engage in a series of trade wars, before the events of the early thirteenth century gave Venice the chance to establish a physical trading empire: Venice had agreed to transport a crusade to the ‘Holy Land,’ but this became stuck when the crusaders couldn’t pay.

Venice then warred with Genoa, a powerful Italian trading rival

In addition, Portuguese sailors had rounded Africa, opening another trading route to the east. Expansion in Italy also backfired when the pope organized the League of Cambrai to challenge Venice, defeating the city. Although the territory was regained, the loss of reputation was immense.

Venetian expansion targeted the Italian mainland with the capture of Vicenza, Verona, Padua, and Udine.

This era, 1420–50, was arguably the high point of Venetian wealth and power. The population even sprang back after the Black Death, which often traveled along trade routes.

Venice’s decline began in 1453, when Constantinople fell to the Ottoman Turks, whose expansion would threaten, and successfully seize, many of Venice’s eastern lands

restricting Genoan trade. Others attacked Venice too, and the empire had to be defended

The Venetian Republic came to an end in 1797, when Napoleon’s French army forced the city to agree to a new, pro-French, ‘democratic’ government; the city was looted of great artworks. Venice was briefly Austrian after a peace treaty with Napoleon, but became French again after the Battle of Austerlitz in 1805, and formed part of the short-lived Kingdom of Italy. The fall of Napoleon from power saw Venice placed back under Austrian rule.

. In the 1860s, Venice became part of the new Kingdom of Italy, where it remains to this day in the new Italian state,

“Britain is trying to turn large numbers of Hong Kong people into second-class British citizens. This has completely changed the original nature of BNO,” Chinese foreign ministry spokesman Zhao Lijian told a regular briefing.

But using them would mean cutting a deal with a brutal leader closely allied with President Vladimir V. Putin of Russia, underscoring the painful moral and political decisions that now confront Western leaders as they scramble to avert a global food crisis.

The Lithuania route appears to be the most promising for getting food quickly to areas like the Middle East and Africa that need it the most, even if it is also a long shot.

“This is a decision that politicians need to take not me,” Mr. Latakas, the Klaipeda port director, said. “It is up to them to decide what is most important.”

Western nations like the United States, as well as Ukraine, oppose lifting sanctions imposed on Russia over its invasion but have not ruled out a deal with Belarus.

Ukraine’s foreign minister, said severe bottlenecks meant that the existing routes through Poland and Romania “can provide only limited alleviation of the food crisis” given the volumes that need to be moved.

The war has halted those shipments, leaving around 25 million tons of grain, according to U.N. estimates, from last year’s harvest stranded in silos and at risk of rotting if it is not moved soon. A further 50 million tons is expected to be harvested in coming months. The grain elevators in Ukraine that have not been damaged or destroyed by shelling are quickly filling up. Soon, there will be no room left to store the incoming harvest.

Warning of an approaching “hurricane of hunger,” the head of the United Nations, António Guterres, has sought to negotiate a deal under which Ukrainian grain would be transported out of the country by ship or train, and in exchange Russia and Belarus would sell fertilizer products to the global market without the threat of sanctions.

That means that Western governments and Ukraine are left to try out a range of possible solutions fraught with problems. Test runs of trains carrying grain from Ukraine through Poland to Lithuania, for example, have taken three weeks because of different track gauges in neighboring countries, requiring cargos to be loaded and unloaded multiples times.

Turkey has proposed using its ships to transport grain from Odesa, which, in addition to getting Ukraine to demine the port, would require an agreement from Russia not to hinder vessels.

But faced with the considerable challenges of executing such a plan, the best option for getting large quantities of Ukrainian grain to hungry people is probably by rail through Belarus to Klaipeda and other Baltic ports in Latvia and Estonia.That “won’t solve everything, but it would significantly alleviate the situation,”

Ukraine is opposed to any easing of sanctions against Russia but, increasingly desperate to move grain trapped by the war, is more open to the idea of a temporary easing of sanctions against Belarusian potash.

Roman Slaston, the head of Ukraine’s main agricultural lobby, said one challenge was that many rail connections through Belarus had been blown up by Belarusian railway employees sympathetic to the Ukrainian cause.

“Given that the Russian Army is still in Belarus, who is going to pay to repair that now?” Mr. Slaston asked. “This is like some kind of madness.”

We don’t grow food to store it,” he said. “People in Africa won’t be fed by our grain sitting in bags in our fields.”

Sets a goal to reduce carbon pollution by at least 3 billion metric tons cumulatively by 2030 – more than half of the annual carbon pollution from the U.S. energy sector

Directs EPA to work closely with states, industry and other stakeholder to establish carbon pollution standards for both new and existing power plants;

Makes up to $8 billion in loan guarantee authority available for a wide array of advanced fossil energy and efficiency projects to support investments in innovative technologies;

expanding and prioritizing forest- and rangeland-restoration efforts to make areas less vulnerable to catastrophic fire;

Commits to expand major new and existing international initiatives, including bilateral initiatives with China, India, and other major emitting countries;

calling for the end of U.S. government support for public financing of new coal-fired powers plants overseas, except for the most efficient coal technology available in the world’s poorest countries, or facilities deploying carbon capture and sequestration technologies;

President Daniel Ortega had said Nicaragua planned to begin construction in May 2014.

He told La Prensa newspaper in Nicaragua that only when the feasibility studies were concluded would it be possible to choose a "definite route".

Several routes were proposed, all of them about three times longer than the Panama Canal, which took 10 years to build and was finished in 1914.

The waterway connects the Caribbean with the Pacific via Lake Nicaragua or Cocibolca, Central America's largest freshwater lake. Its length is estimated at just under 300km (190 miles).

The Nicaraguan government will get a minority share of the profits generated by the canal.

But HKND's owner, Wang Jing, said he had attracted global investors and it was ready to build the canal in less than six years.

Nicaraguan leaders have dreamt of building the canal for over a century.

Nicaragua's announcement comes after a European-led consortium expanding the Panama Canal threatened to halt work unless the Panama Canal Authority met more than $1.6bn (£1bn) in cost overruns.

An enraged public and a core group of advisers predisposed to think the worst of Soviet intentions would have exerted enormous pressure upon Johnson to respond with force.