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    Massive Iran Port Explosion Kills 4 and Injures Hundreds

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    There was no immediate indication that the blast was caused by sabotage or a deliberate attack. State media said it was likely caused by containers of chemicals catching fire.A massive explosion on Saturday at the Iranian port of Shahid Rajaee in Bandar Abbas killed several people and injured hundreds, according to state media. The exact cause of the blast was not immediately clear, although there was no suggestion of an attack or sabotage.Mohammad Rasoul Moradi/Islamic Republic News AgencyA massive explosion at a port in southern Iran on Saturday killed at least four people and injured more than 500, according to state media.The exact cause of the blast at the Shahid Rajaee port in the city of Bandar Abbas was not immediately clear. But Iranian authorities did not suggest it was sabotage or a deliberate attack.The state-run Islamic Republic News Agency quoted an official as saying the ignition of containers of chemicals most likely set off the explosion. The blast sent up clouds of black smoke, according to footage from the scene distributed by an Iranian broadcaster and video from social media that was verified by The New York Times.Bandar Abbas is strategically located along the Strait of Hormuz, a busy Persian Gulf shipping lane for the world’s oil and natural gas.In 2020, Israel launched a cyberattack that hampered operations at the Shahid Rajaee port as part of its long-running shadow war with Iran.Israeli officials did not immediately respond to a request for comment on Saturday’s explosion.The explosion came around the time that American and Iranian officials began meeting in the Gulf sultanate of Oman on Saturday for a third round of talks on Iran’s nuclear program.Last week, The New York Times reported that Israel had planned to attack Iranian nuclear sites as soon as next month, but it was waved off by Mr. Trump, who wanted to negotiate an agreement with Tehran instead. But Mr. Trump has also vowed to prevent Iran from obtaining a nuclear weapon, including by military action if necessary. More

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      Histories of Native America and the Port of Los Angeles Win Bancroft Prize

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      The award, one of the most prestigious among scholars of American history, honors “scope, significance, depth of research and richness of interpretation.”A sweeping history of Native Americans and a study of the creation of the port of Los Angeles in the 19th century have won this year’s Bancroft Prize, one of the most distinguished honors for scholars of American history.Kathleen DuVal’s “Native Nations: A Millennium in North America,” published by Random House, was described by the prize jurors as “a seamless panorama of 1,000 years of American history,” which draws on both written records and Native oral histories to tie together the stories of the more than 500 Indigenous nations who inhabit what is now the United States. “By crafting a historical narrative that introduces readers to a new national story,” the jurors write, “DuVal helps explain the Indigenous cultural and political renaissance of our own age.”DuVal, a professor at the University of North Carolina at Chapel Hill, is part of a new wave of scholars of Native America, who challenge the idea that the defeat of Indigenous people was inevitable, and who emphasize their resilience and continued cultural vitality. Hamilton Cain, reviewing the 752-page volume in The Minneapolis Star Tribune, called it “intimate yet comprehensive,” adding, “No single volume can adequately depict the gamut of Indigenous cultures, but DuVal‘s comes close.”The second winner, James Tejani’s “A Machine to Move Ocean and Earth: The Making of the Port of Los Angeles and America,” published by W.W. Norton, reconstructs the complex interactions between 19th-century engineers, merchants, military, Native tribes and others that turned the tiny San Pedro estuary into what is today the busiest seaport in the Western Hemisphere.“By returning the attention of historians to infrastructure, material objects, and logistics,” the Bancroft jurors wrote, “Tejani opens our eyes to a new way of thinking about the trans-Mississippi West.”Tejani, an associate professor at California State University, grew up near San Pedro Bay, and occasionally weaves personal observations into the history. Julia Flynn Siler, reviewing the book in The Wall Street Journal, described it as packed with “detailed, careful scholarship” that turns the story into “a lens through which to view American expansionism.”The prize, which awards $10,000 to each winner, was created in 1948 by the trustees of Columbia University, with a bequest from the historian Frederic Bancroft. Entries — 249 this year — are evaluated for “scope, significance, depth of research and richness of interpretation,” according to the prize announcement. More

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      Dockworkers Vote to Accept New Labor Contract

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      Workers at East and Gulf Coast ports who went on strike briefly in October ratified a deal that includes a 62 percent raise over six years.Dockworkers on the East and Gulf Coasts voted in favor of a new contract on Tuesday, ending labor turbulence at ports that handle a large share of U.S. trade with the rest of the world.The dockworkers’ union, the International Longshoremen’s Association, said nearly 99 percent of its members had supported the contract, which raises wages 62 percent over six years and guarantees jobs when employers introduce technology that can move cargo autonomously.The deal was reached after a short strike in October, the first full-scale walkout since 1977, and the intervention of two U.S. presidents.Officials from the Biden administration pushed the United States Maritime Alliance, the group representing employers, to increase its wage offer, which ended the strike and brought the I.LA. back to the bargaining table. After his election victory, Donald J. Trump backed the union, saying he supported their fight against automation.“This is an incredible contract package,” Harold J. Daggett, the president of the I.L.A., said in a statement.Dockworkers have significant leverage in contract talks because they can shut down ports, throwing supply chains into chaos. But labor experts said Mr. Daggett had bolstered the union’s cause by calling a strike and by establishing strong ties with Mr. Trump.“The only way they would have gotten a deal like this was through striking, showing that they had the economic power and, it turns out, the political power,” said William Brucher, an assistant professor at the Rutgers School of Management and Labor Relations.All 41 members of the Maritime Alliance, a group that includes port operating companies and shipping lines, voted for the contract, which covers the roughly 25,000 longshoremen who move containers on the East and Gulf Coasts.Under the contact, hourly wages will rise to $63 in 2029, from the current $39. That is comparable to the pay for dockworkers on the West Coast, represented by the International Longshore and Warehouse Union, whose wages will rise to nearly $61 in 2027.With overtime and higher rates for working at night, longshoremen can earn well over $200,000 a year.The I.L.A. has long opposed the introduction of automated cranes and other machines.Like the old contract, the new one bars employers from deploying machinery that can operate at all times without a person directing its moves. The West Coast longshoremen’s union has allowed such technology — like driverless container-moving vehicles — at its ports for years.But the I.L.A.’s new contract does not stop employers from adding cranes that can at times perform tasks — like stacking containers — without direction from a human. And the new contract makes it easier for employers to introduce such cranes.Still, the union got a job guarantee that management would assign at least one worker for each additional crane. (Now, one union worker might remotely oversee and operate several cranes at once.) More

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      California’s Push for Electric Trucks Sputters Under Trump

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      The state will no longer require some truckers to shift away from diesel semis but hopes that subsidies can keep dreams of pollution-free big rigs alive.President Trump’s policies could threaten many big green energy projects in the coming years, but his election has already dealt a big blow to an ambitious California effort to replace thousands of diesel-fueled trucks with battery-powered semis.The California plan, which has been closely watched by other states and countries, was meant to take a big leap forward last year, with a requirement that some of the more than 30,000 trucks that move cargo in and out of ports start using semis that don’t emit carbon dioxide.But after Mr. Trump was elected, California regulators withdrew their plan, which required a federal waiver that the new administration, which is closely aligned with the oil industry, would most likely have rejected. That leaves the state unable to force trucking businesses to clean up their fleets. It was a big setback for the state, which has long been allowed to have tailpipe emission rules that are stricter than federal standards because of California’s infamous smog.Some transportation experts said that even before Mr. Trump’s election, California’s effort had problems. The batteries that power electric trucks are too expensive. They take too long to charge. And there aren’t enough places to plug the trucks in.“It was excessively ambitious,” said Daniel Sperling, a professor at the University of California, Davis, who specializes in sustainable transportation, referring to the program that made truckers buy green rigs.California officials insist that their effort is not doomed and say they will keep it alive with other rules and by providing truckers incentives to go electric.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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      Ship in Need of Repairs Has Explosive Cargo, but No Dock

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      The MV Ruby has meandered around Europe’s northwestern coastline under a cloud of suspicion over its thousands of tons of Russian fertilizer.The MV Ruby has languished off the coast of Britain for more than a week, its hull cracked, its propeller damaged. Yet no port will let the ship dock, fearing that the thousands of tons of Russian fertilizer it carries could lead to a disastrous explosion.Over the weekend, the MV Ruby remained 14 miles off the coast of Kent, in southeastern England, where it has been since last month.For weeks now, the ship has sailed around northern Europe’s coastline, looking for a friendly port. But no country has allowed it to approach, fearing a repeat of the explosion in 2020 in Lebanon that destroyed the Port of Beirut and killed more than 190 people.The ship is reportedly ferrying 20,000 tons of ammonium nitrate, a substance used for fertilizer. An explosion of 2,750 tons of ammonium nitrate devastated the Lebanese port and was felt as far away as Cyprus in the Mediterranean. The MV Ruby may be carrying more than seven times as much.The ship’s stalled journey underscores the distrust and suspicion that vessels linked to Russia have faced since the start of the war in Ukraine. While the MV Ruby is registered in Malta and owned by a Maltese company, Ruby Enterprise, and is managed by Serenity Shipping, which is based in the United Arab Emirates, the Russian fertilizer it is ferrying has caused some governments to worry that the ship may be a Trojan horse, sent to sabotage vital shipping and port infrastructure.The ship’s managers and some maritime authorities have tried with little success to assure the public that the cargo poses no threat.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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      Cruise Lines Change Their Itineraries to Avoid Helene’s Impact

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      Several cruise lines operating out of Florida’s west coast and the Gulf of Mexico altered their itineraries on Wednesday to avoid Hurricane Helene’s path.Carnival Cruise Line canceled port stops at Cozumel, Mexico, for several ships. including Carnival Paradise, Valor, Breeze and Horizon. Two ships, Carnival Elation and Carnival Paradise, could not return to Jacksonville and Tampa after the ports were closed on Wednesday, but the cruise line said it tentatively expected ports to reopen on Friday, depending on its post-storm assessment.“The safety of our guests and crew remains our priority, and our ships are sailing a safe distance from the storm,” Carnival said in a statement on Wednesday.Royal Caribbean has also adjusted the itineraries of seven west Caribbean sailings, including Independence of the Seas, Grandeur of the Seas and Serenade of the Seas, which will be making port stops in Nassau, in the Bahamas, instead of Cozumel.Guests onboard MSC Cruise line’s Seashore were informed that they would not be able to return to Port Canaveral in Florida on Thursday because of high winds and would instead have a bonus day at sea. More

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      Justice Department Files $100 Million Suit in Fatal Baltimore Bridge Collapse

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      The crash of the Dali into the Francis Scott Key Bridge killed six people. The federal government says the owner and the operator were “grossly negligent” and “reckless.”The U.S. Justice Department filed a legal claim on Wednesday against the owner and operator of the container ship that collapsed the Francis Scott Key Bridge last March, killing six workers and paralyzing the Port of Baltimore for weeks.The lawsuit asserts that the companies’ actions leading up to the catastrophe were “outrageous, grossly negligent, willful, wanton, and reckless.”The government is seeking more than $100 million in damages to cover the costs of the sprawling emergency response to the disaster and the federal aid to port employees who were put out of work. “Those costs should be borne by the shipowner and operator, not the American taxpayer,” said Benjamin Mizer, a deputy associate attorney general who is in charge of the Justice Department’s civil division. He added that the department would be seeking punitive damages as well, “to try to keep this type of conduct from ever happening again.” The action on Wednesday did not name an amount for the punitive damages the department was seeking.Filed in federal court in Maryland, the Justice Department’s action lays out in detail what investigators have learned about the ship’s short and catastrophic journey that night, describing a cascade of failures onboard and multiple points when the disaster could have been prevented.Because of poor maintenance or “jury-rigged” fixes to serious problems aboard the ship, known as the Dali, “none of the four means available to help control the Dali — her propeller, rudder, anchor, or bow thruster — worked when they were needed to avert or even mitigate this disaster,” the suit asserts.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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      Dozens of Major Bridges Lack Shields to Block Wayward Ships

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      Ben Franklin Bridge Crescent City Connection Dolphin Expressway Bridge Kingston-Rhinecliff Bridge Lewis and Clark Bridge Memphis-Arkansas Bridge Mid-Hudson Bridge Newburgh-Beacon Bridge Robert C. Byrd Bridge Sherman Minton Bridge Tobin Bridge Veterans Memorial Bridge Aerial photos by Nearmap and Vexcel Imaging More

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      Tangled in Steel With No Way Out: How the Crew Stuck in Baltimore Is Faring

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      Twenty-two seafarers from India find themselves not only trapped in the ship that struck the Francis Scott Key Bridge, but also in an unexpected spotlight.Even from miles away, the destruction of the Francis Scott Key Bridge in Baltimore is a jarring visual: Chunks of steel jut above the water like metallic icebergs. Twisted gray beams protrude in crooked positions. From a park near Fort McHenry, visitors can see the giant cargo ship that struck the bridge and remains lodged in the wreckage.Less visible, however, are the 22 crew members from India who have remained on the ship, named the Dali, since the disaster on Tuesday.Little is publicly known about them other than that they are seafarers who embarked on a journey aboard the 985-foot-long cargo ship that was on its way to Sri Lanka, carrying 4,700 shipping containers, when it lost power and struck the Key Bridge, causing the structure to collapse.Since the accident, which killed six construction workers, the crew members have found themselves in an unexpected spotlight. While keeping the ship operable, they are answering a deluge of questions from officials investigating the nighttime catastrophe, as the evidence of what occurred lays around them in mangled ruins stretching across the bow and deck.While officials investigate what could have caused the tragedy, another question has emerged this week: What could the crew members, who have limited access to the outside world, be going through right now?“They must feel this weight of responsibility that they couldn’t stop it from happening,” said Joshua Messick, the executive director of the Baltimore International Seafarers’ Center, a religious nonprofit that seeks to protect the rights of mariners.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More