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Université Paris Diderot L.E.A L3 TRADUCTION VERS L’ANGLAIS 48AN36TRA

This course provides an introduction to the techniques of translating non-literary texts from French to English. Texts cover a wide range of subjects. They are taken from a variety of sources, mainly - though not exclusively - from recent French newspapers and magazines.

A translation course is not a grammar course. Students are assumed to have a good knowledge of English grammar as taught in first and second year, and basic grammar mistakes are therefore severely sanctioned. Grammar is dealt with where necessary in a comparative perspective, in order to highlight the differences between English and French in a given translation context. If your grammar is shaky, we advise rapid revision!

Translating requires a full understanding and analysis of the source text. Students are encouraged to 'read round' the texts provided to improve their general knowledge and also to enlarge their vocabulary. Intelligent reading in French and English often provides more useful information than instant recourse to a dictionary ... It is also necessary to situate the text in its context. Where does it come from? When was it written? Who is it intended for? What message is it trying to get across? Only when this preparatory work has been done thoroughly do you start to translate, keeping the needs of your reader constantly in mind. Your aim should be to convey the message of the text in clear, correct English, while staying as close as your own command of English allows to the style and register of the original.

Bibliography

• DELISLE, Jean (codir. avec Hannelore Lee-Jahnke et Monique C. Cormier) : 1999 Terminologie de la traduction / Translation Terminology / Terminología de la traducción / Terminologie der Übersetzung, Amsterdam, John Benjamins, coll. FIT Monograph

• GUSDORF Florent : 1991 WORDS, Médiascopie du vocabulaire anglais Paris Ellipses. • LARREYA, RIVIERE : Grammaire explicative de l'anglais Paris Longman, or other grammar book. • An all-English dictionary : The New Oxford Dictionary of English., 1998 OUP

Or; better still, a learner’s dictionary (Oxford Advanced Learner’s Dictionary, 2000, OUP for example) • Longman Language Activator, 1992 second édition, Longman. • A good bilingual dictionary : Hachette/Oxford or Robert & Collins, for example.

Assessment

2nd semester 30% translation of a short text in class in 1 hour – 8th or 10th April 2009. 70% final examination: translation of a text in 2 hours (length approximately 250 words).

June re-sits Translation of a text in 2 hours (length approximately 250 words).

Students may bring an all-English dictionary to examinations. Each student must have his/her own dictionary, as books may not be passed around. Those for whom French is not their native language may also bring an all-French dictionary (permission to be requested by the student before the date of the examination). Teaching staff for 2009 Ann-Marie Kilgallon Ann-Marie.Kilgallon@EUI.eu

John Humbley John.Humbley@eila.univ-paris-diderot.fr

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dates of classes classwork hand-in work work returned 28/30 January 2008 INTRODUCTION

4/6 February Hong Kong

Tuberculoses résistantes

11/13 February Accident Tuberculoses 18/20 February Aéroport de Paris

Jean Le Cam

4/6 March Meetic Jean Le Cam 11/13 March Canaries

Crepuscule de l’automobile

18/20 March Call centres Crepuscule de l’auto 25/27 March Mon papa à moi Poissons à tous prix 1/3 April Vivre sans pétrole Poissons à tous prix 8/10 April DST One hour only

Erasmus

29 April Friday’s project Erasmus 6/8 May Example of an exam

subject : Sarajevo

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CLASSWORK: 28/30 January

INTRODUCTION

Translate these extracts from an Air France in-flight magazine and compare your translations with those of the professional translator.

1. Hong Kong, observatoire d'oiseaux

2. Kadoorie Farm, un parc semi-sauvage

3. Combattre la pollution, une priorité

4. Une biodiversité due à la mousson

5. Dans les forêts, plus de deux mille espèces végétales et des arbres séculaires, plantés selon les règles du Fengshui, géomancie chinoise.

6. « Eau et montagne », en chinois Shan Shui, mots qui illustrent parfaitement la réserve d’eau naturelle de Shing Mun, que contourne la piste de MacLehose.

7. C’est en flânant que l’on découvre la ville.

8. On l’appelait autrefois « la tête sans corps ». [en parlant de Singapour]

9. On retrouve les chambres aux couettes de satin.

10. On dit que les femmes qui boivent du saké ont la peau plus douce.

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1 . Paradis écologique, refuge pour oiseaux migrateurs… C’est bien Hong Kong comme vous ne l’avez jamais vu.

2. Parmi les nombreuses plages de Hong Kong, celles du Sai Kung East Country Park sont les plus remarquables.

3. Zone franche, Singapour est d’abord un paradis commercial. Le port gère 1,5 million de containers par an, disputant à Hong Kong le titre de port le plus actif du monde.

4. Climat tropical oblige, à Singapore, l’hygrométrie s’élève à 80%. Les mois les plus humides s’échelonnent entre novembre et janvier.

5. Projets grandioses, défis artistiques, investissements colossaux… Shanghai n’en finit pas de changer de peau. Pour se démarquer de l’Occident ou pour mieux lui ressembler ?

6. A l’entrée des restaurants chinois, les lions de pierre et les dragons sculptés sont chargés de repousser les intrus et les esprits maléfiques. Vous pouvez dîner tranquille.

7. Amoureux de la France depuis les années 1950, le président de la Maison de la culture du Japon à Paris nous livre les raisons d’une si longue passion.

8. A l’origine, le saké était une offrande destinée aux divinités.

9. De Tokyo à Kanazawa, en passant par Niigata, une route introuvable sur les cartes permet de découvrir l’esprit de ce breuvage sacré, symbole du Japon ancestral.

10. Au Japon, modernité et tradition cohabitent. Source : Air France Magazine n° 51, juillet 2001

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HOMEWORK : to be handed in 4/6 February

Tuberculoses résistantes

L'infection humaine par le bacille de Koch a longtemps pu être traitée efficacement à

partir de l'association de médicaments antituberculeux dits « de première ligne ». Tel

n'est plus toujours le cas du fait de l'apparition d'un nombre croissant de souches

bactériennes devenues résistantes. Après celle de souches « multirésistantes », les

médecins sont désormais confrontés à l'émergence de souches « ultrarésistantes »

contre lesquelles l'association d'antituberculeux actifs jusque-là se révèle sans effet.

Selon l'Organisation mondiale de la santé (OMS), 45 pays ont, depuis 2002,

diagnostiqué au moins un cas de tuberculose ultrarésistante sur leur territoire, parmi

lesquels dix pays européens. Sur un total de neuf millions de cas de tuberculose

diagnostiqués chaque année dans le monde, on compterait respectivement environ

500 000 et 40 000 cas de formes « multirésistantes » et « ultrarésistantes ». Ce

phénomène est observé en particulier dans les pays de l'ancien bloc soviétique, au

Japon, en Corée et en Afrique du Sud. Un espoir : un nouvel antibiotique, le

linézolide, pourrait aider à en venir à bout. Il a démontré son efficacité dans le

traitement d'infections dues à d'autres types de bactéries également devenues

résistantes à des médicaments jusqu'alors efficaces contre elles.

Article by Y.–Y.N. in Le Monde, 10 October 2008, p. 5 (Section: ‘Planète’) [198 words]

Back up texts

Tuberculosis | Drug-Resistant Strain of TB Beginning To Affect Hungary, Institute Says

November 8, 2006

A strain of tuberculosis that resists current antibiotics is beginning to affect Hungary, the country's TB institute said on Tuesday, Xinhua News Agency reports. The strain first was identified in the 1990s, according to Xinhua News Agency. The institute said there is no risk of an epidemic, but added that European Union standards are not sufficient to initiate the rapid action needed to reduce the risk of the strain spreading (Xinhua News Agency, 11/8). In 2005, 2,000 TB cases were reported among Hungary's population of 10 million, and 70 of the cases were drug resistant, according to MTI. The International Federation of Red Cross and Red Crescent Societies last month warned about the heightened risk of TB in Europe, saying Central Europe is one of the regions where a new TB strain has emerged (MTI, 11/7). According to IFRC, 14 of the world's 20 countries with the highest rates of multi-drug resistant TB are in Europe and Central Asia. In addition, about 50% of all TB cases in

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the region are MDR-TB, and Europe also has the highest rate of XDR-TB. Although TB had been controlled in Europe for decades, cases of the disease doubled over the last 10 years in the former Soviet Union states, where public health systems have deteriorated, according to Michael Luhan, an official at IFRC (GlobalHealthReporting.org, 10/10). Source: http://www.globalhealthreporting.org/article.asp?DR_ID=40939 (Section: ‘News & Events: Weekly TB/Malaria Report’), article accessed on 12 January 2009

July 24, 2007 THE DOCTOR’S WORLD

TB Tests Show Promise, but Flaws Limit Progress

In the escalating battle against extensively drug-resistant tuberculosis, conflicting findings from laboratory tests have hampered efforts to control the spread of the disease.Some of the conflicts come from a lack of standardized testing methods and others from subtle but critical differences in the way the tests are performed. […

Last week … a panel of experts met in Geneva at the World Health Organization’s headquarters to discuss resistant tuberculosis testing. The discussion focused on updating the recommendations for such procedures made by a similar agency panel in 2001. The overwhelming majority of tuberculosis cases are caused by bacterial strains that yield to the standard, or first-line, anti-TB drugs. Newer, second-line drugs are used if a strain of tuberculosis is MDR or XDR, which are resistant to the first-line drugs. If tuberculosis strains are not tested for drug resistance as soon as they are found in a patient, the problem may be detected too late to permit a cure. Tuberculosis resistance develops when drugs are misused or mismanaged. For example, patients may fail to complete their full course of treatment. Health care providers may prescribe the wrong treatment, the wrong dose or the wrong length of time for taking the drugs. Another problem occurs when drugs are not available, or when the drugs are of poor quality. What alarms health officials is the potential for outbreaks of MDR to evolve into large XDR ones, creating the specter of an uncontrollable health menace. Officials are trying to control an outbreak in South Africa, in which XDR killed 52 of 53 infected people, all of whom were also infected with the AIDS virus. Reliable tests to determine resistance to first-line drugs were developed when the drugs were first marketed about a half-century ago. Fewer resistance tests exist for the newer, second-line drugs needed to treat MDR and XDR tuberculosis, and many of them are difficult to perform for a number of reasons. One reason is that some can become unstable under conditions of laboratory testing. Laboratories do not grind up pills for resistance testing because they contain substances that could lead to unreliable results. Instead, laboratories use pure powders of an antituberculosis drug’s active ingredient. But even such powders can be affected by heat and other factors, leading to inconsistent findings. Another reason is that the many steps involved in the laboratory process increase chances for human error. In 2001, the World Health Organization panel said that the latest knowledge was “very incomplete regarding how to best perform” resistance tests of second-line drugs and the usefulness of the tests in treating such cases. Since then, experience with newer laboratory techniques and a review of published scientific papers show their usefulness, participants said in interviews. But countries have neglected investments in tuberculosis research and care for many years, and now they need to make greater efforts to improve testing for resistance, said Abigail Wright, a tuberculosis expert at W.H.O. The panel also relied on quality-control checks of a number of laboratories, which showed their ability to correctly detect resistant strains. “But no laboratory test for any disease is 100 percent,” said one member of the panel, Dr. Karin Weyer of the South African Medical Research Council. “Labs often have problems and can and do make mistakes,” Dr. Weyer said.

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Drug-resistant tuberculosis is not new. In 1962, Eleanor Roosevelt died from a strain of tuberculosis resistant to isoniazid and streptomycin, according to published research by Dr. Barron Lerner of Columbia University, where she was treated. As more tuberculosis strains have become resistant to more drugs in recent years, health officials have come up with the MDR and XDR designations. Such forms are much costlier to control than standard tuberculosis. In the 1990s, New York spent more than $1 billion to control an outbreak of MDR tuberculosis. In 2006, the Centers for Disease Control and the World Health Organization revised the definition of XDR in part because of a lack of standardization of the tests for certain antibiotics needed to treat it. Under current definitions, MDR means that the strain of TB is caused by bacteria resistant to two or more of the most important drugs, isoniazid and rifampicin. XDR strains are resistant to both isoniazid and rifampicin as well as to any member of the fluoroquinolone antibiotic class of second-line drugs and to at least one of three injectable second-line drugs like amikacin, capreomycin and kanamycin. The World Health Organization says that of the 424,000 MDR tuberculosis cases that occur in the world each year, 25,000 are XDR, but the organization believes that fewer than 5 percent of resistant cases are detected. The agency bases its opinion in part on the high prevalence of multidrug resistance found in an expanding number of provinces surveyed in China and Russia, indicating a larger epidemic than previously suspected. The W.H.O. plans to publish a technical manual this year detailing the steps that the panel believes are needed to ensure that all laboratories get the same results on the same specimen concerning resistance to second-line drugs. A key step involves the proper way to prepare the media used to grow tuberculosis bacteria. Another step is determining the precise amounts of bacteria and antibiotics used in testing. The panel endorsed use of certain new methods like a liquid culture medium that can facilitate faster growth of tuberculosis bacteria, Dr. Weyer said. The panel also recommended using molecular tests to detect rifampicin resistance as a proxy for MDR tuberculosis. Use of such tests could reliably determine XDR in less than two months, compared with the several months that are often needed now, Dr. Weyer said. Standard tests take weeks to complete because tuberculosis bacteria grow slowly. Speedier detection of resistant tuberculosis would allow patients to receive appropriate treatment sooner and benefit the public by breaking the chain of transmission more quickly. Molecular tests are available only for first-line antituberculosis drugs. Such tests require identification of all the genes involved in drug resistance in the microbe. “For second-line drugs, we know very little about which genes are involved,” Dr. Weyer said. The cost of antituberculosis drugs is dropping, increasing chances for creating resistant strains, the W.H.O. said, making it more imperative for countries where the disease is most rampant to create and expand laboratory capabilities to detect them. The panel emphasized that laboratory workers needed more experience in interpreting results of the tests. As new laboratories are created in the many countries where drug-resistant tuberculosis exists but testing facilities do not, technicians will need to learn how to do the testing. Refresher training is also needed even in the best laboratories because they are mainly in countries with a low incidence of resistant tuberculosis. Some countries that believe they are free of MDR and XDR tuberculosis have prohibited shipment of such strains to prevent accidental spread. Airline regulations also prohibit shipment of certain strains. The panel decided that XDR strains should not be sent anywhere for proficiency testing but that MDR strains could be sent to countries that approve their entry and that have proper safety equipment. For countries banning MDR specimens, certain other strains with predetermined resistance to antibiotics can be sent for proficiency testing. Resistance tests for the most powerful drugs against MDR and XDR — the fluoroquinolones and aminoglycosides — are reliable, the panel said. But it also said that resistance tests for second-line drugs like cycloserine and para-aminosalicylic acid should not be performed for lack of reliability. Ethical considerations limit the type of research that can be done to improve resistance testing. For example, scientists cannot carry out studies in which they would give only one antituberculosis drug to a patient to correlate laboratory findings of susceptibility test because it would mean withholding effective drugs, said Dr. Mario C. Raviglione, director of the tuberculosis department at the World Health Organization.

Article by Lawrence K. Altman, M. D. from http://www.nytimes.com/2007/07/24/health/24docs.html?_r=1&sq=TB%20strains%20resistant&st=cse&scp=16&pagewanted=print

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CLASSWORK FOR 4/6 February

prepare the passage from “Ce dimanche-là…”

Hong Kong, observatoire d'oiseaux

u cœur de l'après-midi, une lumière laiteuse flotte sur Deep Bay, où la mer a fait naître, en

se retirant, un vaste marécage. Dans sa guérite, au bord de ta mangrove où les oiseaux font leur nid, Lew Young, jumelles aux yeux, scrute assidûment

l'horizon. Le directeur trentenaire de la réserve ornithologique de Mai Pô nous chuchote l'inventaire

des visiteurs du jour : une armée de canards, un bataillon d'aigrettes, deux ou trois cormorans, un

couple de hérons. Et voici que se pose l'hôte d'honneur, une spatule à tête noire dont l'espèce,

gravement menacée, est devenue l'un des symboles de Hong Kong, ornant jusqu'aux couloirs du métro. C'est

un échassier au bec en forme de cuiller. Il en reste six cents sur la planète. Les spatules se reproduisent en Corée. L'hiver, une sur quatre vit tranquille à Mal Pô. Les autres choisissent le Vietnam ou Taiwan. Hong Kong, refuge pour oiseaux migrateurs : qui l'imaginerait, en Europe ? […]

Ce dimanche-là, dans le bus 51 qui grimpe vers Tai Mo shan, «la Montagne au Grand Chapeau», point culminant du pays (957 m), Helen, jeune secrétaire dans un cabinet d'avocats de Hong Kong, consulte avec attention le petit plan que son patron lui a dessiné à la hâte sur une feuille de cahier d'écolier. C'est l'itinéraire de sa promenade d'aujourd'hui : quatre heures de marche tranquille, à travers le parc qui entoure la montagne. Elle déjeunera sur l'un des nombreux sites aménagés à cet effet, avec tables, bancs et barbecues. Comme beaucoup de citadins en quête de calme et d'air pur, qui découvrent peu à peu les secrets de la nature hongkongaise, Helen empruntera un sentier de

randonnée. Le plus long d'entre eux est le MacLehose Trail - 100 km. Il traverse d'est en ouest les Nouveaux Territoires. Dans le parc de Plover Cove, les cascades du Bride's Pool sont l'un des rendez-vous favoris des pique-niqueurs. Une future mariée, qui se promenait en palanquin, dit la légende, s'est noyée ici après qu'un de ses porteurs eut glissé dans la boue.

Horace et Lawrence Kadoorie furent les pionniers de l'écologie à Hong Kong. En 1951, ils fondèrent une ferme expérimentale pour aider les agriculteurs les plus pauvres. C'était l'époque, désormais révolue, où la colonie avait encore des paysans. Aujourd'hui, la Kadoorie Farm est un parc magnifique, mi-cultivé, mi-sauvage, dont les jardins en terrasse semblent suspendus au pied du Kwun Yum Shan, «la Montagne de la Déesse secourable». Ses collines boisées abritent des cerfs, des civettes et des mangoustes. La ferme recueille des rapaces blessés ou malades, incapables de survivre en liberté. Elle possède une riche colonie de perroquets parleurs et quelques cacatoès des Moluques, qui soulèvent leur huppe lorsqu'ils sont mécontents. •••

• ••«Paysage» se dit en chinois Shan Shui, soit «eau et montagne». Le mot convient à Hong Kong, qui n'a pas de fleuve mais des rivières et possède 800 km de côtes et 260 îles et îlots. La topographie abrupte de Hong Kong se révèle une chance écologique. Le relief tourmenté, la rudesse des pentes et l'étroitesse des vallées ont contraint 95% de la population à vivre sur moins de 20% du territoire. Ailleurs, la nature reste largement intacte.

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CLASSWORK 11/13 February Describing a road accident Translate the following text into English LES FAITS Une soirée arrosée s’est terminée par un drame, mardi soir, au nord de Lausanne. Intercepté par les gendarmes, un automobiliste a pris la fuite. Après avoir traversé le village de Mex, il a fini sur le toit. Mais qu’est-ce qui a pris ce quadragénaire de la région? Hier, les agents et les secouristes se posaient encore la question. Grièvement blessé, l’homme, âgé de 44 ans, a été emmené au CHUV par ambulance. Selon la police cantonale, il est polytraumatisé. Les faits se sont déroulés vers 23 heures, près de Villars-Sainte-Croix. Une patrouille était occupée à ramasser les débris d’un accident, quand l’attention des policiers a été attirée par le comportement de trois automobilistes qui se suivaient de près sur la route cantonale. Une VW Golf a en effet effectué une marche arrière. Elle a ainsi heurté la BMW qui roulait derrière, suivie encore d’une Peugeot 205. Les gendarmes ont arrêté ces trois voitures et contrôlé leurs occupants. Ceux-ci étaient visiblement sous l’influence de l’alcool, indique Claude Wyss-Brunner, porte-parole de la police vaudoise. Au cours de ce contrôle, le conducteur de la BMW a soudain pris la fuite. Les agents ont aussitôt demandé du renfort, prié les deux autres automobilistes de rester sur place, et pris la voiture en chasse. Spectaculaire embardée Fonçant dans la nuit, sur la chaussée verglacée, la berline grise a roulé à plus de 140 km/h à travers Mex. A la sortie de la localité, dans une légère courbe en direction de Penthaz, elle est sortie de la route et a percuté une balise. Elle a ensuite défoncé une clôture, dont les piliers sont en béton, avant de se retourner et de tomber sur le toit. Les pompiers de Lausanne sont intervenus pour sortir le blessé de l’habitacle. Partis sans demander leur reste Entre-temps, de leur côté, les deux autres automobilistes, on s’en doute, n’avaient pas attendu le retour des gendarmes et avaient filé à l’anglaise. Ils ont été interpellés un peu plus tard dans la nuit, à leur domicile, dans le Nord vaudois. Selon la police, ces Suisses sont âgés de 47 et 59 ans. Des prises de sang ont été effectuées et les deux hommes ont été entendus. L’un d’eux, qui n’avait par ailleurs pas de plaque, accusait un taux d’alcoolémie de 2,17‰. Leurs permis de conduire leur ont été retirés sur-le-champ. L’alcoolémie du blessé a également été demandée. FAITS DIVERS / (27/01/2005) http://www.24heures.ch/home/journal/gros_titres/index.php?Page_ID=6445&art_id=44873&Rubrique=Gros+titres

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Back-up texts on road accidents

The Scotsman, 24 February 2004 Lorry Driver Jailed for Ambulance Death Smash By Helen Morgan, PA News A lorry driver who crashed on a motorway killing a man being treated in an ambulance was jailed for three-and-a-half years today. James Kelly, 54, “almost certainly” fell asleep at the wheel and careered into the back of the ambulance on the hard shoulder of the M4. Last month at Bristol Crown Court he admitted causing the death of 28-year-old Mark Jenkins, by driving dangerously. Mr Jenkins, of Swindon, Wiltshire, had called for paramedics when he felt unwell as he drove along the east bound carriageway of the M4 between Bristol and Bath. Mr Jenkins was sitting in the back of the ambulance when the flatbed lorry, driven by Kelly, crashed into it on August 18, 2002. Mr Jenkins was pronounced dead at the scene and two paramedics were injured. Kelly, of Pontypool, South Wales, originally denied the charge, saying his lack of consciousness was due to a medical condition. But on the second day of his trial, after hearing from an expert witness who said there was no real likelihood that the accident was caused by any health problem, he changed his plea to guilty. The court had heard how witnesses saw the lorry swerve and drift between lanes one and two on the hard shoulder for up to 12 miles before the crash. Mr Jenkins was returning from visiting family in South Wales on the Sunday afternoon when he began to feel unwell and pulled over. Paramedics could not find anything wrong with him and were arranging to take him to a nearby service station for a fuller examination when the crash happened. Kelly had been a heavy goods vehicle driver for 15 years and was driving from South Wales to Eastbourne on the day of the crash. Kelly had one previous conviction for drink driving. In mitigation Bryan Thomas, said Kelly had not been drinking before the accident, was not knowingly sleep deprived and was not speeding. His employer described him as an exemplary employee who was reliable and trustworthy and Mr Thomas said Kelly felt genuine remorse for the victim’s family. Sentencing him today at Bristol Crown Court Judge David Ticehurst said that it was “abundantly clear that Kelly was “not in control” of the steel-laden lorry. http://news.scotsman.com/latest.cfm?id=2569199

Getting in with drunk driver costs injured farmer $ 76,000 By Sarah Crichton November 29 2002 Getting into a ute driven by a drunk friend has cost a farmer more than $76,000 of a payout for the severe spinal injuries he suffered when the vehicle crashed. A Supreme Court judge ruled that Roderick Blake's payout should be cut by 17.5 per cent because he should have been aware of Natalie Gruber's "considerable level of intoxication ... even in his own intoxicated condition". Justice Caroline Simpson accepted that neither Ms Gruber nor Mr Blake recalled the August 1993 accident. Both had denied being the driver. She found that on the balance of probabilities Ms Gruber was at the wheel when the ute ran off the road and rolled five kilometres from the Boorowa Hotel. Ms Gruber was less seriously injured. The pair had spent the night drinking with friends in Boorowra hotels and Ms Gruber's blood alcohol reading was 0.204 - four times over the limit - around the time of the accident. Mr Blake's reading was 0.16. Both sides had agreed that if Mr Blake, a Boorowa grazier, could show Ms Gruber was driving he was entitled to damages. Lawyers and insurers had agreed on $435,000. In turn, Mr Blake had accepted that it was likely he would be found to have contributed to his injuries. "He accepts that a finding of contributory negligence is appropriate - even inevitable - having regard to his knowledge, or constructive knowledge of [Ms Gruber's] intoxication," Justice Simpson said. There was little evidence on which she could form a view on the amount by which Mr Blake's payout should be reduced but she noted the pair had a practice of determining a designated non-drinking driver. Mr Blake was entitled to rely on Ms Gruber's adherence to this arrangement.Sydney Morning Herald, 29 November 2002 http://www.smh.com.au/articles/2002/11/28/1038386260739.html?oneclick=true

33 people killed in road accident in northern India At least 33 people were killed and 27 injured, 20 seriously, when a passenger bus skidded off the road and rolled down a deep gorge while negotiating a curve on April 2 in Indian-administered Kashmir's Poonch district. The Press Trust of India reported from Kashmir that 20 people died on the spot, and 13 succumbed to injuries on way to hospital. The accident occurred at Jandoral village in Mandi Tehsil of the district when the driver of the overloaded passenger bus, proceeding from Sathra to Gali Pindi, was negotiating a curve. Thevehicle skidded off the road and rolled down the gorge. Civil and army rescue teams rushed to the spot and extricated the dead and injured from the gorge. Army ambulances shifted the injured to the district hospital in Poonch, the report said. This is the second such mishap in the area in the last five days. On march 29, 33 people were killed and several injured when a bus rolled down a gorge in Loran area of Poonch district. (Beijing Time) Saturday, April 03, 2004http://english.people.com.cn/200404/03/eng20040403_139348.shtml

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HOMEW ORK TO BE HANDED IN ON 4/6 March

Jean Le Cam, sain et sauf !

Le soulagement et la joie ont succédé à l’angoisse hier sur le Vendée Globe.

Après avoir chaviré et passé plus de dix-huit heures

dans une eau glaciale, Jean Le Cam a été sauvé par Vincent Riou, venu à son secours.

Que d’émotion ! Le Vendée Globe s’est offert hier ses heures les plus stressantes depuis la fracture du fémur puis le sauvetage de Yann Eliès, le 18 décembre. Victime d’un chavirage dans la nuit de dimanche à lundi, Jean Le Cam (« VM Matériaux ») a été secouru par Vincent Riou (« PRB »), hier soir vers 19 heures.

Cet heureux dénouement met un terme à une opération de sauvetage qui a tenu en haleine tous les observateurs du tour du monde en solitaire et sans escale. La délivrance. Coincé dans une eau à 5oC sous son bateau à 380 km au sud du Chili pendant dix-huit heures, sans possibilité de communiquer par radio, Jean Le Cam réussit finalement à s’extraire seul de son monocoque, hier vers 19 heures (heure française). Vêtu de sa combinaison de survie, le navigateur de 49 ans se jette dans une mer formée de creux de 4 m et s’accroche à un safran. Témoin de la scène, Riou amorce l’opération de sauvetage répétée au large des côtes du Finistère, où il s’entraîne en compagnie de Le Cam. « Quand on voit son copain s’enfoncer dans l’eau, on ne se pose pas trop de questions, raconte le sauveteur. Je m’approche la première fois, je lance un cordage et il ne l’attrape pas. A la quatrième tentative, je me suis approché trop près et j’ai entendu crac. » Le cordage tenu par l’outrigger bâbord (NDLR : le tube métallique qui soutient le mât côté gauche) de « PRB » se coince dans la quille de « VM Matériaux » et la pièce rompt. Le naufragé parvient à se hisser à bord. Dans l’urgence, les deux hommes assurent le gréement esquinté et virent de bord avant que le mât ne tombe. Réduisant la voilure au maximum, ils rassurent par radio les équipes à terre. Une journée d’angoisse. Depuis 2 h 40 hier matin, le Vendée Globe n’avait la tête qu’au sauvetage de Jean Le Cam. A cet instant, le Breton signale par radio qu’il est sur le point de chavirer. La communication coupe, sa balise de détresse se déclenche. En fin de matinée, un avion de reconnaissance repère le bateau quille en l’air, mais ne détecte aucun signe de vie. Un pétrolier bahaméen approche à 300 mètres à son tour, mais son capitaine refuse de mettre un canot de sauvetage à l’eau en raison de conditions de mer trop agitées. La deuxième balise de détresse se déclenche. Peu après 15 heures, Vincent Riou et Armel Le Cléac’h (« Brit Air ») arrivent à leur tour. Ils longent « VM Matériaux » et hurlent. De l’intérieur de son bateau, Le Cam fait entendre sa voix. Malheureusement, la trappe de secours, située à l’arrière du navire, est sous l’eau. A Paris, le ministère des Affaires étrangères obtient des autorités chiliennes l’envoi d’une équipe de secours. Une frégate militaire prend la mer avec des plongeurs à bord. Son arrivée est alors prévue sur zone ce matin vers 8 h 30. Un hélicoptère doit lui aussi intervenir. Article by Matthieu Le Chevalier & Ava Djamshidi, Le Parisien, 7 January 2009. p. 15 (Section: ‘Les Sports’) [631 words]

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Vendée Globe round-the-world race Rival's rescue Le Cam relives ordeal

• 'I didn't know how long I could live inside,' sailor admits • Frenchman may rejoin race from southerly Ushuaia port

Jean Le Cam, the Frenchman who was rescued yesterday after his boat, VM Matériaux, capsized 200 miles west of Cape Horn during the Vendée Globe solo round-the-world race, has today revealed the trauma of being trapped in an upturned boat in big seas for 16 hours.

"I always had in my head, 'Do not leave the boat' – then I didn't know how long I could live inside," Le Cam said by radio to the race headquarters after his rescue by a fellow competitor in the Vendée Globe solo round-the-world race, Vincent Riou on PRB.

He described his disbelief when he heard Riou, who had been more than 100 miles astern in PRB, hailing him. "I heard Vincent's voice in the morning and thought, 'Am I dreaming or not?' Then I heard it again so I was sure he was there, and that's important, because if you get out and there's no one, you're in really bad shape because possibly you can't get back in. I mean, there's only one shot at this."

He escaped through the hatch in the stern, despite its being submerged, and at the third try caught a line thrown by Riou and was winched to safety. PRB's mast was damaged in the process.

Using the escape hatch at the stern of his boat – a rule of the Open 60 class – Le Cam prepared to cling on until his fellow Frenchman's arrival could rescue him. "So I went in the back, it was immersed in water, I went back in my igloo in the front of the boat, and at one point, I thought let's go back, it's not because there's water that I can't give it a try. I had capsized once and had held on to the outside of the boat for five hours, you need to hold on to something, it's like when you go buy bread you can't forget your money.

"So I opened the hatch and things kept coming out of the boat, Vincent saw things come out of the hatch, and then I put my feet first, I got out in one movement with the wave. I held on, lifted my head up, and saw Vincent, which was a great moment."

Le Cam was in the water in his survival suit, but the rescue was far from over. He still then had to climb aboard PRB in wind speeds of 25-30 knots of wind and a big sea running. Riou attempted to pass close to Le Cam and throw him a line so that he could haul himself towards PRB.

Three times he tried unsuccessfully. Le Cam described what happened then: "I was in the water, I get on the boat, one arm around the rudder, Vincent came around a few times, I grabbed on to the line and he heaved me up, then the outrigger hit the keel, and the mast of PRB was inclined 30 degrees, we consolidated the mast, and that was it."

Riou had had to winch le Cam on the line towards PRB as it drifted away from the capsized VM Materiaux and then secure the mast with the help of the rescued sailor. The pair are now headed to Cape Horn and will go on to Ushuaia, the world's most southerly port, where Le Cam will transfer to a boat owned by a former competitor, Isabelle Autissier. The race jury is debating how Riou might return to the race with a time allowance for making this rescue. Michel Desjoyeaux's Foncia continues to lead the race.

Article by Bob Fisher from guardian.co.uk. Wednesday 7 January 2009

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Briton back in sea race after rescue drama

A British yachtswoman has resumed a solo round-the-world race after launching a rescue mission for a rival who suffered a broken leg 800 miles off the Australian coast.

Sam Davies, 33, changed course towards French sailor Yann Elies after he was injured when a wave hit his yacht in the Vendee Globe race.

But an Australian navy ship got to Elies first. Davies will get a time credit and won't lose her position.

She said: "We all know that most of the time we are our nearest rescuers and although it's a race and we are all dying to win, the health and safety of the competitors, who are our good friends, is the most important thing."

Article by David Smith, The Observer, 21 December 2008

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CLASSWORK 18/20 Feb. Compare your translation with that of the professional. AEROPORTS DE PARIS Information

• VOLS AIR FRANCE ET AEROMEXICO Suite aux mesures de sûreté mises en place cet été, les vols des compagnies Aeroméxico et Air France vers les Etats-Unis sont transférés au sein de l'aéroport Paris-Charles de Gaulle. Les premiers partent désormais du terminal 2C et les seconds du terminal 2E, à l'exception des vols vers Cincinnati et Detroit (2C). Par conséquent, les vols Air France, anciennement au départ du 2E (principalement à destination de l'Afrique), sont déplacés vers les terminaux 28, 2C et 2F. Pour vérifier les termes de départ de votre avion, consultez le site www.aeroportsdeparis.fr ou contactez votre compagnie aérienne. Sur place, l'information est relayée dès les panneaux autoroutiers et par des services d'accueil renforcés.

• Les terminaux 2 E et 2 F changent de tête Pour améliorer l'accueil des passagers, dans les terminaux 2E et 2F de Paris-Charles de Gaulle, les points information d'Aéroports de Paris ont pris une teinte orange et leur emplacement a été matérialisé par des mâts rétro éclairés. Côté chariots à bagages, des guides chariots et des totems ont fait leur apparition. Enfin, les espaces affaires permettent aux voyageurs de travailler, en zone publique comme en salle d'embarquement de tous les terminaux, grâce aux bureaux aménagés avec accès wi-fi et branchements électriques.

• Zoom sur les commerces

Depuis le début de l’année, Aéroports de Paris améliore la signalétique de ses zones commerciales. Très appréciés des voyageurs, des plans ont été affichés sur des supports de verre dans les zones sous douane. Ils indiquent, en vert, l’emplacement des boutiques et des services (bureaux de change, pharmacies, cirage de chaussures, développement de photos, etc.). En rose apparaissent les bars et restaurants. Cette nouvelle signalétique sera progressivement complétée par des plans similaires apposés dans les ascenseurs, en zone publique.

• Le numérique s’imprime Plus besoin d’attendre pour réaliser l’album photo de ses vacances ! Dans chaque terminal d’Aéroport de Paris, des bornes Photomaton de développement express livrent en sept secondes des tirages 10 x 15 de qualité argentique. Compatible avec ls clés USB, cartes mémoires, téléphones mobiles, connexions wi-fi ou infrarouge, cet outil facture chaque développement 0,25 euro. Les bons plans de Guillaume Canet C’est à Paris-Charles De Gaulle que Guillaume Canet a tourné une scène essentielle de son nouveau film, Ne le dis à personne. Quelles sont les difficultés à tourner dans un aéroport ? GC : C’est de plus en plus difficile pour des raisons de sécurité. Avec le plan Vigipirate, c’est compliqué de faire rentrer une équipe entière avec du matériel. Aéroports de Paris a été très cool avec nous, puisqu’on a pu tourner, et j’y tenais, dans le terminal 2F, avec son architecture incroyable. Deviez-vous tourner de nuit ? GC : Pas exclusivement, parce qu’il fallait éviter que les acteurs aient l’air endormis et respecter la législation sur les enfants, puisqu’un petit garçon jouait dans les scènes. Ce qui m’a amusé, c’est de jongler avec la présence des vrais passagers. On n’a plus le droit de filmer les gens sans leur consentement mais, malgré le ruban de sécurité, ils venaient tous s’y coller en attendant leur avion. C’est contraignant, mais positif, puisque cela oblige à aller à l’essentiel. Un bon souvenir, donc ? GC : Excellent ! Sauf pour François Berléand, qui s’est pris les pieds dans une valise, a fait un vol plané et s’est cassé l’épaule. Cela m’a obligé à finir la nuite avec un figurant qui lui ressemblait… de dos.

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CLASSWORK for 4/6 March

Le créateur du site Meetic est un homme pressé. Rien d'étonnant donc qu'il ait choisi comme sport le jogging car, tout jeune, il courait déjà après les « success stories ». . . PAR ÉMILIE VUARNESSON, Aéroports de Paris, octobre 2006 En 1989, à vingt-deux ans, Marc Simoncini crée sa première société, spécialisée dans la conception de logiciels pour Minitel. Mais il oublie au passage qu'il est censé faire l'armée. Vite rattrapé par les drapeaux, il se débrouille pour gérer à distance sa nouvelle société. À peine le service terminé, il revend son entreprise pour en lancer une nouvelle, Opsion Innovation, éditeur du portail Internet iFrance... qu'il cède à Vivendi au printemps 2000. Montant de la transaction: 192 millions d'euros, dont les deux tiers sous forme d'actions Vivendi. L'homme cavale toujours et cela lui réussit... Après avoir travaillé pendant dix-huit mois au service de Vivendi, il décide de lancer un portail de rencontres sur Internet, Meetlc, avec le succès que l'on connaît. Si l'envie de créer des sociétés qui marchent à toute allure lui est naturelle, celle de courir lui est venue par nécessité. Marc Simoncini passe plus de quatorze heures par jour devant son écran d'ordinateur et se désespère de ne pouvoir entretenir davantage sa forme physique. Du coup, l'homme d'affaires se met rapidement à galoper. Le jogging devient son sport favori. Lors de ses déplacements à l'étranger, de plus en plus fréquents avec l'entrée en Bourse de sa société, il achète une paire de baskets à chaque escale et, tôt le matin, se livre à ce petit plaisir avant de commencer sa journée de travail. «J'ai une vraie collection de baskets: des brésiliennes, des chinoises, des allemandes... J'es- saie de courir partout où je voyage, comme sur les plages de Rio à 5 heures du matin, une heure avant de me mettre au travail.» D'une activité nécessaire pour rester en forme, la course à pied est vite devenue une vraie passion, qu'il assouvit maintenant depuis près de vingt ans. Il court de manière limitée, emploi du temps surchargé de business man oblige, mais régulière. Il avoue même s'être acheté un tapis de course pour augmenter la fréquence de ses joggings. Peine perdue. C'est le temps qui lui manque. Et le drame de ce chef d'entreprise, c'est qu'il ne progresse plus dans cette activité physique. « Depuis le temps, avoue-t-il avec un brin d'autodérision, je cours toujours la même durée, je n'ai fait aucun progrès... Je suis très loin d'un marathon, voire d'un semi-marathon.» On lui pardonne, on ne peut courir plusieurs lièvres à la fois...

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Homework for 18/20 March

Le crépuscule de l'automobile américaine Aux Etats-Unis, la domination sans partage des constructeurs nationaux - GM, Ford et

Chrysler - a longtemps constitué une immense fierté. Mais, aujourd'hui, tous trois sont

au bord de la faillite.

DETROIT, SOUTHFIELD, NORTHVILLE, TROY, ANN ARBOUR (Michigan) ENVOYÉ SPÉCIAL

[…] Pour sauver le secteur, les spécialistes évoquent des sommes allant de 50 à 75 milliards de

dollars (39 à 59 milliards d’euros), dont la moitié très vite, pour lui fournir les liquidités qui font

défaut. Ensuite… « Rien qu’en recherche et développement, pour reconstituer des gammes de

produits adaptés aux normes émergentes, cette industrie aurait besoin de 100 milliards de

dollars », estime M. Fitzgerald [responsable de l’automobile chez Plante & Moran, une société

d’audit et de conseil]. Et s’il n’y avait que cela. La réadaptation de l’automobile américaine est un

chantier immense. Le consultant énumère : réduire fortement le nombre des marques (General

Motors passerait de 8 à 3), leur donner une identité cohérente, se séparer de 30% à peut-être

50% des salariés, coopérer avec leurs fournisseurs au lieu de leur donner des ordres, renégocier

les contrats avec les concessionnaires. On en passe.

Barack Obama envisage la désignation d’un « czar », un haut responsable qui

superviserait l’utilisation efficiente des fonds que l’Etat insufflerait. « Il n’y a pas d’autre choix

qu’une nationalisation partielle temporaire », admet M. Cole [président de CAR, la première société

d’études américaine sur l’automobile]. Mais il ne faut pas que l’Etat « se mêle du management ».

Oh que si, juge au contraire M. Robinet [vice-président d'une société de conseil spécialisée dans

l'industrie automobile]. « Bien sûr qu’il faut nationaliser. Ce secteur a besoin d’un contrôle

gouvernemental. Son modèle industriel est mort. Sa restructuration sera difficile et longue. Seul

l’Etat peut imposer ses choix stratégiques aux manageurs, obtenir des concessions des syndicats et

des concessionnaires. S’il apporte l’argent, il est normal que le « czar » décide. »

« ll est inconcevable d’avoir une économie basée sur les seuls services. Il faut replacer la création

de biens au cœur de l’économie américaine », conclut M. Fitzgerald. Et voilà pourquoi il faut sauver

le soldat General Motors. On entend décidément des choses inouïes dans l’Amérique en crise.

Extracts from an article by Sylvain Cypel, Le Monde, 21 November 2008, p. 3 (Section : ‘Page

trois : La crise économique’) [662 words]

Vocabulary:

Les D3 (ou les « Trois de Detroit »): this term refers to the American automobile companies General

Motors, Ford and Chrysler.

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The not so big three The future is uncertain for the US automobile indus try as its leaders return to Detroit without money or friends in Washington

guardian.co.uk , Friday 21 November 2008 18.30 GMT Is there anyone who had a worse week than the CEOs of the big three automakers? Granted, it has been a rough week for those of us watching our modest investments in the stock markets shrink even further. Investors in the once-mighty Citigroup have seen their shares drop by half in the last four days. Even the news that oil has dropped below $50 a barrel has failed to cheer economists, a gloomy bunch on a good day. The price of oil is dropping, not because Opec is taking pity on the rest of us, but due to falling demand in a slowing economy. The dreaded – and unfamiliar – word "deflation" has entered the lexicon for the first time since the presidency of Herbert Hoover. But the CEOs of the not so big three performed the remarkable feat of watching $25bn slip through their hands. Robert Nardelli of Chrysler, Rick Wagoner of GM and Alan Mulally of Ford came to Washington to make their case for a taxpayer bail-out, and left town empty-handed and with fewer friends than when they arrived on their private jets. Instead of wondering whether the automakers are too big to fail, members of Congress decided they are too dumb to know how to beg for money. House speaker Nancy Pelosi and Senate majority leader Harry Reid, who had really wanted to help the automakers, sent them packing, saying they should go back to the drawing board and come back with a plan that isn't built on bleeding more red ink and hoping for the best. Of course, US automakers are used to losing money and market share. They have watched as billions in shareholder value have evaporated over the last three decades. Even after watching their share of worldwide sales drop steadily for their entire careers, auto executives couldn't see the point of investing in new technologies like electric cars. Chrysler, which went through a taxpayer-financed bail-out in the early 1980s, is closing its plant in Delaware where hybrid SUVs are built. Delaware's incoming governor, Jack Markell, has decided to forego the usual inaugural ball, suggesting that citizens donate to charities like the food bank instead of buying new duds for a fancy party. The CEOs of the big three told Congress that they considered court protection as a way to restructure, but decided they may not be able to stay open for business under what is being called a pre-packaged bankruptcy. New vehicle models are expensive to finance and build even in good times, and automakers are complaining that they can't find the financing to bring electric and hybrid models to the market. These guys are having trouble figuring out how to keep the lights on. Automakers have been enabled during their long decline by compliant lawmakers who have done their bidding. Those days are gone. Yesterday, House Democrats voted to replace Michigan's John Dingell as chairman of the House energy and commerce committee with Henry Waxman of California, a proponent of action on climate change. Dingell, who has served in Congress since 1954, was a powerful ally of the auto industry in holding the line on environmental measures and fuel economy standards. Waxman, who promises to act on climate change, was elevated over his more senior colleague with the tacit support of House speaker Nancy Pelosi. Chrysler, Ford and GM have hoped that they could muddle through as they have done over the decades of shrinking market share, rising fuel prices and calls for action on global warming. The big three must completely restructure their business model, which has changed only slightly over the decades, at a time when they are least able to do so. But change is coming. Barack Obama, who favours support for the automakers, also plans to take action on climate change. The big three may survive, but they will look very different from the companies that once dominated the industrial landscape.

http://www.guardian.co.uk/commentisfree/cifamerica/ 2008/nov/21/us-automobile-industry-bail-out

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A Detroit bailout must include a green makeover Any federal assistance package for US automakers mu st require that they finally commit to retooling their industry to produ ce cleaner, more fuel-efficient cars, says Jim Motavalli. guardian.co.uk, Monday 24 November 2008 16.52 GMT

With much fanfare, the Clinton Administration in 1993 launched the Partnership for a New Generation of Vehicles, challenging Detroit's size-obsessed Big Three to come up with 80-mile-per-gallon vehicles. The $1.5 billion program ended in 2001 with success…of a sort. General Motors built a car called the Precept that reached the 80-mpg goal. Ford's entry, the Prodigy, delivered 72 mpg, and Chrysler's ESX-3 did the same. All three were handsome diesel-hybrid family sedans, and all three were one-of-a-kind prototypes. Yet with some additional development work, versions of them could have hit the market in time to give the Japanese hybrids – Toyota's Prius and Honda's Insight – some real competition.

Instead, Detroit's automakers abandoned their hybrids and plowed their research and development money back into the trucks and SUVs that were making them steady profits. The first American hybrid, the Ford Escape, did not appear until 2004—the same year Toyota introduced the second and much-improved version of the Prius. With such a commanding lead and high-quality products, Toyota soon captured more than 80% of the hybrid market.

Detroit's bigger-is-better formula was never sustainable in the long term, because it depended on a bottomless well of cheap oil. And when prices soared above $130 a barrel, the pain at the pumps turned consumers away from gas-guzzlers, perhaps permanently. Even as oil prices have dropped dramatically, SUV sales have made only very modest recoveries.

America's auto industry is drifting toward unprecedented disaster, and its resistance to change is at the heart of the problem. Lawmakers rejecting a $25 billion industry bailout have been understandably skeptical that auto executives, many of whom had flown to the congressional hearings in private planes, had learned the proper lessons, not just about austerity but also about increasing consumer demand for fuel-efficient, low-emission vehicles.

"Their board rooms in my view have been devoid of vision," said Senator Christopher Dodd (D-CT). "The Big Three turned a blind eye to opportunities. They have promoted and often driven the demand for inefficient, gas-guzzling vehicles, and dismissed the threat of global warming."

As Washington weighs whether to provide some form of assistance, some of the best ideas for saving Detroit are coming from environmental groups that would like to see any bailout or loan package coupled with a green realignment of the industry. Although the Big Three may regard that as a poison pill, it has the virtue of actually putting the automakers in line with the emerging market. http://www.guardian.co.uk/environment/2008/nov/24/network-travelandtransport

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CLASSWORK FOR 11/13 March Aux Canaries, les Africains à flots continus Par François MUSSEAU, Libération, mardi 12 septembre 2006. Los Cristianos (île de Tenerife) envoyé spécial

C'est presque devenu un rituel. Lorsqu'une des deux vedettes orange du Salvamento Marítimo (sauvetage en mer) part en haute mer, les services d'accueil des immigrants se mettent aussitôt en branle. Tout le monde connaît la signification de ce signal : un cayuco, embarcation de fortune transportant des clandestins, a été détecté à quelques milles de l'île de Tenerife, aux Canaries. Sur la jetée, les volontaires de la Croix-Rouge espagnole montent des tentes gonflables et préparent des sacs plastiques où chaque Africain trouvera des chaussures, un pantalon de survêtement et un tee-shirt flambant neufs. De leur côté, les policiers délimitent une zone de sécurité [...]

Sacs à dos. Il est 14 heures, vendredi, au port de Los Cristianos, la partie la plus méridionale de Tenerife, où arrivent la plupart des cayucos en provenance de Mauritanie, du Cap-Vert et, surtout, du Sénégal. Plus de 22 000 immigrants ont débarqué aux Canaries depuis le début de l'année.

Entre les ferries ultramodernes, les yachts et les bateaux où l'on emmène les touristes voir les baleines et les tortues de mer, on distingue une pirogue remorquée par la vedette du Salvamento Marítimo. C'est le deuxième cayuco du jour. [...]Dans ce cayuco noir et blanc, dont la coque offre des inscriptions en arabe, sont entassés 116 Africains. Un à un, ils mettent calmement pied sur le quai et tiquent à peine lorsque les policiers leur retirent les sacs à dos et autres objets personnels.

Tous ont l'air jeunes et costauds, ont 25 ans tout au plus. L'un d'eux dit qu'ils sont partis près de Dakar, soit à 800 milles de là (1 480 km), et ont passé au moins sept jours de traversée sans pouvoir se mouvoir. Ils viennent d'enfiler les vêtements neufs et boivent du thé chaud. Indifférents à la cohue des photographes autour d'eux. [...]

Frontex. Dès lors, le Premier ministre espagnol a deux options, aussi délicates l'une que l'autre, à mettre en application : rapatrier et renforcer la vigilance sur les côtes sénégalaises.

Ce week-end, le déploiement dans le cadre de Frontex (l'agence européenne de contrôle aux frontières, opérationnelle depuis 2005) a commencé au large de la Mauritanie, du Cap-Vert et du Sénégal avec un hélicoptère, quatre patrouilles de la garde civile et quatre navires fournis notamment par l'Italie et l'Espagne. [...] [378]

African Refugees Heading to Canary Islands in Growing Numbers New York Times Published: May 24, 2006

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TENERIFE, Spain, May 24 — The Canary Islands are suddenly the outpost of Europe most at

risk of experiencing an infusion of refugees from Africa, and the European Union is reacting

with alarm.

"Europe has to wake up and stop staring at its belly button," Miguel Becerra, a senior policy

adviser for this region of the Spanish government, said in an interview. "If Europe doesn't

realize that this is a big problem and that it's going to get worse, we are going to be in real

trouble."

The European Union announced late Tuesday that at least eight member states would provide

planes, boats and other resources to help Spain patrol its borders.

If a day goes by without a boat full of sub-Saharan migrants landing on the shores of this

island, Red Cross officials here begin to worry.

"We know they are out there," said Rubén Fernández, a Red Cross director in Tenerife. "We

get reports that boats have left the African coasts. If they haven't arrived, it's because they

have been held up by rough seas or have gone off course."

Tenerife, the largest of Spain's Canary Islands, which lie about 70 miles off Morocco's

southwestern coast, has become the focal point of a growing wave of migrants from sub-

Saharan Africa who appear more and more willing to take enormous risks to reach Europe.

Over the past month, thousands of migrants have been coming ashore here on wooden boats

after journeys of 8 to 10 days from the northern coast of Senegal, about 870 miles away.

They come to start a new life, to earn money to send back home, or to flee wars, economic

distress and political persecution, according to government and humanitarian officials who

have spoken with them. More than 7,000 have arrived in the Canary Islands so far this year,

compared to only 4,700 migrants during all of 2005. Officials for the regional government

here say they are overwhelmed by the onslaught.

"It is time to realize that what happens in Africa affects Europe directly," Mr. Becerra said.

"As people realize that you can get to heart of Europe by taking a boat to the Canary Islands,

the situation is only going to get worse unless Spain, Europe and the international community

come up with policies for addressing this."

21

Mr. Becerra said he hoped the announcement was a sign that the immigration problem facing

the Canary Islands would finally persuade Europe that it needed to commit to helping Africa.

"There is a chance that for the first time Europe will come up with a serious policy for

Africa," he said. "It is about time, because this is big problem that requires military resources,

intelligence resources, economic assistance, medical aid."

Boatloads of migrants have been landing on the Canary Islands regularly since March, but

over the last few weeks the numbers have increased dramatically, as have the distances

traveled by the migrants at sea. In order to escape police crackdowns in Morocco and

Mauritania, the migrants have begun leaving shore from farther and farther south, departing

from Senegal on journeys that can last over a week. Many of the boats look barely seaworthy.

"They used to come in fiberglass boats; now they are made of wood," said Austin

Wainright, the chief of an emergency response team for the Red Cross in Tenerife, after

treating a group of 78 immigrants who had arrived, apparently from Senegal.

The boat was about 65 feet long and looked like an enormous canoe, propelled by a small

outboard motor. A rusty piece of iron had been made into a rudder. There was a small

charcoal-burning stove, a lantern and metal barrels of fuel, but little else.

"They have no radio or satellite phones," Mr. Wainright said. "They usually have a small

compass or a G.P.S. device.

"They have lots of life vests," he added, "but if the boat overturns, this would be a slow,

miserable death."

Only two deaths have been reported among the immigrants arriving at the Canary

Islands this year. But Red Cross officials say the figure does not tell the full story of the perils

faced by the immigrants during their journeys.

"The motors are in terrible condition," Mr. Fernández said, "and if they break, they are at the

mercy of the currents and can end up anywhere."

http://www.nytimes.com/2006/05/24/world/africa/24cnd-spain.html?_r=1&oref=slogin

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CLASSWORK FOR 18/20 March Call centres : Translate the following text into F rench Paris-Casa, ligne directe Libération le 26/10/2004

En France, des téléopérateurs craignent de perdre leur emploi. Au Maroc, les jeunes diplômés sont embauchés dans les centres d'appels. Vision croisée d'une délocalisation. Seizième étage de la tour Atlas, couleur rouille seventies, la vue ouvre sur le port de Casablanca, ses cargos, ses paquebots. Les locaux sentent encore le neuf : ordinateurs dernier modèle, séparations vitrées, rien ne diffère d'un immeuble classique de la Défense. Sur l'immense plateau “open space”, alignés par rangée de huit en face à face, des téléopérateurs marocains répondent à des clients français. A la porte des bureaux, une jeune salariée fume une cigarette entre deux appels. “J'adore mon travail, j'adore le casque”, dit-elle joyeusement. Elle est payée 4 000 dirhams par mois (400 euros) pour quarante-quatre heures de travail par semaine. Toute nouvelle recrue, elle explique avec fierté l'expansion de son employeur. “Les deux étages du dessous sont encore en travaux, mais nous allons bientôt nous y installer. La société vient d'arriver au Maroc, nous allons monter avec eux.” Au-dessus de sa tête s'étale le logo de son employeur : Business support services, plus connu sous le nom de B2S. Ce géant français des centres d'appels 2 500 employés, 11 sites en France, Ñ est devenu propriétaire au Maroc en début d'année. Dès septembre, une centaine de téléopérateurs étaient opérationnels ; en décembre, ils devraient être trois cents... […] A Casablanca, on ne parle pas de “délocalisation” mais de “relocalisation”. “Quand une entreprise française s'installe au Maroc, elle ne détruit pas des emplois, elle gagne en compétitivité”, explique André Azoulay, conseiller du roi Mohammed VI en matière économique. “Vous avez le TGV ou Airbus, estime Hassan, jeune financier marocain qui a investi dans le secteur. Nous, nous n'avons pas les ingénieurs. Chaque pays se positionne là où il peut créer de la valeur. Nous sommes un pays de middle management. La production, c'est pour nous. A vous, la recherche, le marketing, la commercialisation...” “Et puis, conclut Ali, les Français disent qu'ils en ont assez de l'immigration clandestine, mais quand on crée de l'emploi au Maroc, c'est autant de jeunes qui ne traversent plus la Méditerranée.”

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Back-up text on call centres

Call centres or grenades It is a globaliser's fantasy to imagine that outsourced US jobs will mop up the poverty that spawns terrorism Naomi Klein Tuesday March 9, 2004 The Guardian Thomas Friedman, America's foremost globalisation cheerleader, hasn't been this worked up since the anti-World Trade Organisation protests in Seattle. Back then, the star New York Times columnist told his readers that the work environment in a Sri Lankan Victoria's Secret factory was so terrific "that, in terms of conditions, I would let my own daughters work" there. He never did update readers on how the girls enjoyed their stint stitching undergarments, but Friedman has since moved on - to the joys of call-centre work in Bangalore. These jobs, he wrote on February 29, are giving young people "self-confidence, dignity and optimism" - and that's not just good for Indians, but for Americans as well. Happy workers paid to help US tourists locate the luggage they'd lost on Delta flights are less inclined to strap on dynamite and blow up those same planes.

Confused? Friedman explains the connection: "Listening to these Indian young people, I had a deja vu. Five months ago, I was in Ramallah, on the West Bank, talking to three young Palestinian men, also in their 20s. They talked of having no hope, no jobs and no dignity, and they each nodded when one of them said they were all 'suicide bombers in waiting'." From this he concludes that outsourcing fights terrorism: by moving "low-wage, low-prestige" jobs to "places like India or Pakistan... we make not only a more prosperous world, but a safer world for our own 20-year-olds." In Friedmanworld, call centres are the front lines of world war three: The Fight for Modernity, bravely keeping brown-skinned young people out of the clutches of Hamas and al-Qaida. But are these jobs - many of which demand that workers disguise their nationality, adopt fake midwestern accents and work all night - actually self-esteem boosters? Not for Lubna Baloch, a Pakistani woman subcontracted to transcribe medical files dictated by doctors at the University of California San Francisco Medical Centre. The hospital pays transcribers in the US 18 cents a line, but Baloch was paid only one-sixth that. Even so, her US employer - a contractor's subcontractor's subcontractor - couldn't manage to make payroll, and Baloch claimed she was owed hundreds of dollars in back wages. In October, frustrated that her boss wouldn't respond to her emails, Baloch contacted UCSF Medical Centre and threatened to "expose all the voice files and patient records ... on the internet". She later retracted the threat, explaining: "I feel violated, helpless ... the most unluckiest person in this world." So much for self-confidence. Friedman is right to acknowledge, finally, that there is a clear connection between fighting poverty and fighting terrorism. He is wrong, of course, to argue that free-trade policies will alleviate that poverty: in fact, they are a highly efficient engine of dispossession, pushing small farmers off their land and laying off public-sector workers, making the need all the more desperate for those Victoria's Secret and Delta call-centre jobs

And when it comes to the occupied territories, every credible study of the economy has concluded that the single greatest cause of Palestinian unemployment - now at over 50% - is the occupation itself. Israel's brutal system of sealing off Palestinian towns and villages - through checkpoints, roadblocks, curfews, fences and now the vile "security" wall - has "all but destroyed the Palestinian economy", according to a September 2003 Amnesty International report. In other words, economic development will not come to Palestine via call centres, but through liberation. Friedman's argument is equally absurd when applied to the country where terrorism is rising most rapidly: Iraq. As in Palestine, Iraq is facing an unemployment crisis, one fuelled by occupation. And no wonder: Paul Bremer's first move as chief US envoy was to lay off 400,000 soldiers and other state workers. His second was to fling open Iraq's borders to cheap imports, predictably putting hundreds of local companies out of business.

Laid-off workers looking to land a job rebuilding their shattered country were mostly out of luck: the reconstruction of Iraq is a vast job-creation programme for Americans, with Halliburton et al importing US workers not only as engineers but also as cooks, truck drivers and hairdressers. Second-tier jobs go to migrants from Asia and Iraqis pick up the trash. It seems worth noting that John Kerry and John Edwards, while eager to condemn the loss of American jobs to "offshoring", have had nothing to say about this massive outsourcing of desperately needed Iraqi jobs by US corporations. These policies have fuelled the violence that now threatens to push Iraq into civil war. Hassam Kadhim, a 27-year-old resident of Sadr City, recently told the New York Times he is so desperate for work that "if someone comes with $50 and asks me to toss a grenade at the Americans, I'll do it with pleasure". Friedman's bright idea of fighting terrorism with outsourced American jobs is overly complicated. A better plan would be to end the occupation and stop sending American workers to steal Iraqi jobs. http://www.guardian.co.uk/globalisation/story/0,7369,1165312,00.html

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HOMEWORK TO BE HANDED IN 1 st/3rd April

Des poissons à tous les prix Bien cuisinées, les espèces ordinaires comme la sardine ou le maquereau permettent d’échapper à la folie des prix dans les poissonneries

Peut-on continuer à manger du poisson lorsque les prix sont aussi élevés qu’en ce moment ? La pression de la demande et la raréfaction des espèces n’expliquent pas tout. Le bar de ligne à l’étal d’un marché parisien un dimanche de décembre est vendu 22,50 euros le kg -16,80 euros seulement chez un concurrent moins achalandé- et plus du double chez un poissonnier des beaux quartiers. La grosse sole filet entière sera facturée 49,50 euros le kilo chez Jacky Lorenzo (marché de la Bastille), qui achète par lots directement sur les criées. « Il y a 50% de perte dans un turbot, rappelle Bertrand Auboineau, le patron de l’excellent bistrot Paul-Bert, à Paris (11e), mais à ce niveau de prix nous ne pouvons plus suivre. » Le pavé de turbot sauce hollandaise ou la sole meunière, qui firent la gloire des brasseries et bistrots soignés, sont donc condamnés à disparaître à terme si les prix continuent de monter. […]

La FAO (Organisation pour l’alimentation et l’agriculture) publie un nouveau rapport alarmant sur la situation mondiale des pêches et de l’aquaculture en 2006 : près de la moitié du poisson consommé dans le monde est élevé dans des fermes aquacoles et non capturé. […] On doit, si l’on veut encore consommer du poisson sauvage à prix abordable, se souvenir que certaines espèces sont strictement saisonnières, comme l’alose, l’éperlan, le thon blanc, la sardine ou bien le mulet. D’autres poissons ou crustacés connaissent des périodes plus favorables pour leur capture, soit en raison des réglementations de pêche, soit du rythme biologique de chaque espèce, comme la coquille Saint-Jacques ou les moules. Ainsi, jusqu’en avril, le bar sauvage est-il encore relativement abondant. […]

La bonne affaire du marché reste toutefois la sardine, qui doit être bien ferme, l’œil vif. […] Sa relative mauvaise réputation vient des odeurs prégnantes que sa cuisson sur un gril provoque en ville. Mais, enrobée de chapelure ou bien frite comme un beignet, sa saveur reste intacte. Cuite au four en papillote, elle ne signale en rien sa présence, de même qu’en escabèche avec un accompagnement aromatique d’ail, de piment, de thym et de persil, ou bien au vin blanc et aux oignons. [387] Jean-Claude Ribaut, Le Monde, jeudi 7 décembre 2006 [page 26, Rendez-vous] Back-up texts

How the world's oceans are running out of fish The future of our seas has never been more precarious. Ninety years of industrial-scale overfishing has brought us to the brink of an ecological catastrophe and deprived millions of their livelihoods. As scientific guidelines are ignored and catches become ever bigger, Alex Renton tells why the international community has failed to act

It is early morning in Barcelona's La Boqueria market and the fish stallholders are setting out their wares. Mounds of pink and grey glisten down the dim alleys - shoppers and tourists peering at the fins and tentacles. It is not like any fish shop in Britain - some stalls sell five different species of squid and cuttlefish, half a dozen

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types of shrimp and prawn, 10 different cuts of salt cod. It is a fish eater's haven in the heart of a city that eats and sells more fish than anywhere else in Europe.

Anyone who cares about where their fish come from - and this should mean anyone who wants to go on eating them - should take two tools when they visit the fishmonger. One is the handy guidance provided by the Marine Conservation Society, Fish to Avoid and Fish to Eat (the latter is still the longer); the other is a ruler. My ruler is the type handed out to commercial fishermen by the international advisory body, Incofish, and has pictures of key species with marks indicating when they can be considered mature (and, thus, OK to catch).

So I set about lining up my ruler against the La Boqueria fish, starting with the mackerel (should be 34cm), the plaice (39cm) and the redfish (45cm). All turn out to be mere babies. The mackerel is half the designated length. A glance around the stalls shows 10 or more species on the MCS's Avoid list, including hake, swordfish, monkfish, bluefin tuna and, of course, cod.

I don't spend much time doing this because the Catalan fishmongers don't like my ruler - or me. They don't want to talk about why they are selling tiny hake (one of Europe's most endangered species) and why not a single fish in the market has any 'sustainable' labelling.

One old lady asks me what I'm after. 'I want to know why the Spanish are eating so many undersized fish from populations that are running out,' I say. 'It's simple,' she says. 'We like fish and small fish taste better.'

Is anyone not aware that wild fish are in deep trouble? That three-quarters of commercially caught species are over-exploited or exploited to their maximum? Do they not know that industrial fishing is so inefficient that a third of the catch, some 32 million tonnes a year, is thrown away? For every ocean prawn you eat, fish weighing 10-20 times as much have been thrown overboard. These figures all come from the United Nations Food and Agriculture Organisation (FAO), which also claims that, of all the world's natural resources, fish are being depleted the fastest. With even the most abundant commercial species, we eat smaller and smaller fish every year - we eat the babies before they can breed.

Callum Roberts, professor of marine conservation at York University, predicts that by 2050 we will only be able to meet the fish protein needs of half the world population: all that will be left for the unlucky half may be, as he puts it, 'jellyfish and slime'. Ninety years of industrial-scale exploitation of fish has, he and most scientists agree, led to 'ecological meltdown'. Whole biological food chains have been destroyed.

Many of those fish you can see in such glorious abundance in Spanish markets - and on our own supermarket shelves - come not from European seas but from the coasts of the continents of the poor: Africa, South America and parts of Asia. Fishermen have always roamed far afield - the Basques began fishing the great cod populations off Newfoundland at least 500 years ago. And when serious shortages in traditional stocks around Europe began to be commercially apparent 30 years ago, the trawler fleets began to move south.

Strangely one of the first international attempts to conserve fish stocks, especially for the more easily exploited nations, also became part of the disaster. The United Nations Convention on Law of the Sea, signed in 1979, extended national rights over fisheries to 200 miles from a country's coasts. But it included a provision that, if fish stocks in that zone were surplus to national needs, the country could sell its rights to outsiders. That convention allowed cash-strapped and sometimes corrupt countries in west Africa to raise funds by letting the industrial trawler fleets in. Since 1979 the EU has negotiated deals on fishing rights with a string of impoverished African countries. Despite the EU's own studies indicating massive and quite possibly irreversible damage to fish stocks off west Africa, these deals continue to be struck.

In 2002, the year an EU report revealed that the Senegalese fish biomass had declined 75 per cent in 15 years, Brussels bought rights for four years' fishing of tuna and bottom-dwelling fish on the Senegal coasts, for just $4m a year. In 2006, access for 43 giant EU factory fishing vessels to Mauritania's long coastline was bought for £24.3m a year. It's estimated that these deals have put 400,000 west African fishermen out of work; some of them now take to the sea only as ferrymen for desperate would-be migrants to the Canary Islands and Europe. And among the millions of Africans who depend on fish as their main source of protein, consumption has declined from 9kg per year to 7kg.

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North Atlantic fish stocks have been in decline for well over a century. Callum Roberts points out in his recent book The Unnatural History of the Sea that it was obvious from the 1880s that fish stocks were in decline. Fish catch records from the 1920s onwards show that, despite the enormous improvements in boat design and trawling technology and better refrigeration, catches of the great Atlantic species, such as haddock, cod, hake and turbot, remained constant or slowly declined. As they have ever since.

Unlike global warming, the science of fish stock collapse is old and its practitioners have been pretty much in agreement since the 1950s. Yet Roberts can think of only one international agreement that has actually worked and preserved stocks of an exploited marine animal - a deal in the Arctic in 1911 to regulate the hunting of fur seals on the Pribilof Islands. So why has the international community failed so badly in its attempts to stop the long-heralded disaster with our fish?

'Quite simply,' Roberts says, 'agreements and deals brokered by politicians will never be satisfactory. They always look for the short-term fix.' He and his team at York University did a survey of the last 20 years of EU ministerial decisions on fish catches and found that, on average, they set quotas for fishing fleets 15 to 30 per cent higher than those recommended as safe by scientists.

'What that figure doesn't tell you is that often, for less threatened species like mackerel or whiting, they have set quotas 100 per cent higher than the science recommended. So, in their efforts to pacify the industry, they are bringing populations that could be sustainably fished into the risk zone,' he said.

The fishing industry, Roberts feels, has exerted excessive influence on politicians in Europe's Atlantic nations since the 18th century - when it was necessary to keep the fleets well manned, as a source of seamen for their navies when war broke out.

Europe is by far the worst criminal among the developed nations. It is in the Far East, in Japan and Korea, that most fish are eaten, per head - the Japanese eat 66kg each a year, as opposed to Spain's 44kg and Britain's 20kg. But the Chinese (at 25kg) alone eat around a third of the world's fish, and, as with meat, the fish proportion of their diet is soaring as the population gets more wealthy. (The fact that much Asian fish is farmed is little consolation - their feed may often be derived from wild fish.)

According to Greenpeace, Chinese fishing fleets are among the most rapacious when it comes to hoovering up the stocks of small nations in the Pacific and Atlantic. But in no Asian country is the notion of sustainable fishing much developed among consumers - and it is from consumers that any demand for change must come. Because, as Roberts and all the green lobby groups note, the structures and organisations set up by politicians and industry to control fisheries, or even preserve the most endangered species, have entirely failed.

The Observer went to see one of these bodies in action in Tokyo a few weeks ago. ICCAT, the International Commission for the Conservation of Atlantic Tunas, is an obscure - if you're not in the tuna business - Madrid-based organisation that spends some €2.3m (£1.8m) of EU taxpayers' money a year collating and commissioning scientific research, and holding meetings for the 45 nations with an interest in the tuna-type species in the Atlantic and Mediterranean. These include the US, Japan, China and the UK. If you work for ICCAT, it's a high air miles life: Tokyo in March, Florianopolis, Brazil, next month. This is all in the cause of conserving tuna, of course. Which ICCAT, all observers agree, has utterly failed to do.

In fact, the commission is a joke: known in the business as the International Conspiracy to Catch All Tunas. Sergi Tudela, the World Wildlife Fund's head of fisheries for the Mediterranean, doesn't find it funny. 'ICCAT is a treaty, and some of its contracting parties pervert the spirit of it to ensure their overfishing of tuna continues,' he says. Roberts agrees. 'ICCAT doesn't do what it says it does - it doesn't conserve. Instead it presides over the decline and collapse of tuna stocks.'

After the first day's talks the Japanese government threw an ICCAT party. Delegates - fishermen, industry moguls, scientists, lobbyists and fisheries ministry reps - stood around chatting politely, sipping their drinks, in a grand carpeted conference room. Some very senior EU fisheries people were there, but not Mitsubishi, the enormous Japanese company that buys most European tuna. It pulled out at the last moment.

Silver plates in hand, the delegates tackled the buffet. Among the crabmeat pilaf and stewed chicken, there were several platters of sushi. There were nigiri rolls with slivers of raw-red belly meat on top - probably bluefin tuna,

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the most endangered commercially exploited fish in the world and most likely brought to Japan by Mitsubishi. Bluefin is also the world's most expensive fish - a tuna that was sold in Tokyo's Tsukiji market this year went to a Hong Kong-based trader for the price of a top-of-the-range Mercedes.

Tudela, who'd been hopeful of this meeting, seemed depressed when we caught up with him in Tokyo. The Japanese had talked of reining back their Mediterranean operations. It is they who buy much of the bluefin tuna which is caught in the eastern Atlantic, often outside quotas; or caught young and fattened in cages in the Mediterranean. 'The Atlantic bluefin fishery is unsustainable in every way - economically, socially and ecologically,' said Tudela. 'But the fishing fleet keeps getting bigger. There are six new reefers [large tuna-catching boats] linked to the Japanese in the region. I think the fishing industry is starting to feel really hijacked by the Japanese.'

ICCAT may be the most ineffective international organisation of all time. In the course of its 42-year life, several tuna species in the Mediterranean and Atlantic have come near disappearing, and nearly all are in grave danger. Despite the endless conferences and scientific studies sponsored by ICCAT and member nations, WWF's analysis shows that catches of bluefin tuna, a 'critically endangered species', according to the standards of the respected World Conservation Union, are 'dramatically higher' than the quotas set. And that catches are consistently under-reported, or not reported at all.

While EU ministers promise action on illegal fishing of tuna, they also continue to underwrite the tuna fishing industry through massive subsidies: €16m (£13.1m) has been spent in recent years on the European purse seining fleet alone, according to the international lobbying group Oceana.

Xavier Pastor, its director in Europe, says bluntly: 'The over-exploitation of the bluefin tuna has been promoted and financed by European taxpayers and continues through the subsidising of operating costs, such as fuel.'

The problem for many observers is not just that ICCAT is ineffectual, but that it may be doing more harm than good. 'If you announce, as ICCAT did two years ago, an "emergency fisheries recovery" plan, then you are telling the concerned public that something is being done about the problem. But it isn't - the fisheries recovery plan is a misnomer,' says Roberts.

ICCAT refused requests for an interview, telling us to go and look at its website instead.

Is there any hope for fish? If we cannot sort out the problem of bluefin tuna - a highly prized fish, whose life cycle is well understood, and whose fishing is closely monitored - what hope is there for the other stocks? Will our children eat wild fish or only farmed? Tudela sees some encouraging movement in Europe - the French, major tuna fishers, have for the first time prosecuted some quota-busting fishermen. At European Commission level, he thinks the problems are being taken a little more seriously.

Roberts has one solution: marine reserves. Protecting up to 40 per cent of the world's oceans in permanent refuges would enable the recovery of fish stocks and help replenish surrounding fisheries. 'The cost, according to a 2004 survey, would be between £7bn and £8.2bn a year, after set-up. But put that against the £17.6bn a year we currently spend on harmful subsidies that encourage overfishing.'

Reserves must not be ruled by politicians, says Roberts. 'The model of industry-political control for regulatory bodies just doesn't work. It's like central banks - put them under politicians' control and they make dangerous, short-term decisions that result in economic instability. Put them under independent control, and they make better-judged, more strategic decisions.'

The Newfoundland cod fishery, for 500 years the world's greatest, was exhausted and closed in 1992, and there's still no evidence of any return of the fish. Once stocks dip below a certain critical level, the scientists believe, they can never recover because the entire eco-system has changed. The question is whether, after 50 years of vacillation and denial, there's any prospect of the politicians acting decisively now. 'It is awful and we are on the road to disaster,' says Tudela. 'But the collapse - in some, not all the situations - is still reversible. And it's worth trying.'

http://www.guardian.co.uk/environment/2008/may/11/fishing.food

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Classwork for 25/27 March

Mon papa à moi

Je suis devenu papa le jour le plus froid de l’hiver 2004. Le vent faisait siffler les fenêtres mal isolées de l’hôpital. La voiture, toute neuve, avait failli ne pas démarrer. Je me souviens encore du trajet du retour. Je n’ai jamais été aussi précautionneux sur la route. Je conduisais avec une telle conscience de mes gestes que c’en était dangereux. C’est à peine pendant ce trajet d’à peine trois kilomètres que j’ai compris que je n’étais plus seul au monde. Que mes responsabilités transcendaient ma simple personne et que j’en aurais pour le restant de mes jours à m’inquiéter pour cet être fragile et vulnérable couinant sur la banquette arrière. Est-il bien attaché ? Son siège est-il en règle ? Étouffe-t-il dans ses vêtements d’hiver ? Aujourd’hui, je souris à cette idée, en écrivant ce texte, mon plus jeune sur les genoux. Il a huit mois, un sourire irrésistible, la peau douce et mate de sa mère, les mêmes yeux noisette et une quiétude dans le regard qui me fait croire que rien ne peut lui arriver. J’ai toujours voulu être père. [...] J’ai pleinement profité de mes congés de paternité. Je suis resté six semaines à la maison à la naissance du premier, puis j’ai pris le relais durant cinq autres semaines lorsque ma blonde est retournée au travail. J’ai fait de même à la naissance du deuxième (je reviens d’ailleurs tout juste d’un autre congé de cinq semaines). Je sais que tous les pères n’ont pas cette chance. [...] Mon plaisir paternel est simple et multiple, dans le ludique comme dans l’éducatif. Le bonheur, c’est mes garçons qui m’enlacent dans leurs bras. « Accroche-toi bien, petite tomate ! » que je dis au plus jeune, en sentant ses menottes m’agripper au cou. Je n’ai pas de joie plus souveraine que de me retrouver avec mon aîné, en « expédition » au supermarché. La complicité de son regard fait chavirer mon cœur à tout coup. Il m’appelle « mon papa à moi ». J’en profite au maximum, en sachant qu’il n’en sera pas toujours ainsi. Marc Cassivi, Destinations (Canada), juillet 2007 (p. 37) Sunday, September 2, 2007

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Back up text

Being a Young Dad...

Being a father is one of the toughest jobs anyone can take on. But being a dad when you're extremely young is an even harder proposition. Young moms complain that these dads haven't got the maturity for fatherhood.

Inside Out meets three young dads who became fathers when they were barely more than kids themselves. Parenthood is hard work a the best of times, but being a young parent is one of the most difficult situations to be in. An increasing number of young men and teenagers are becoming dads at a very early age. For three young South East dads it's a situation they know all too well. We asked them about their views on fatherhood today.

Martin's story

Martin Dykes is 23-years-old and has six children with two different mothers plus another baby on the way. When it comes to parental responsibility Martin has more heaped on his shoulders than most. Martin has one child of his own, plus five step children from his wife Karen's previous relationships. Karen is now seven months pregnant with Martin's baby. As well as inheriting a ready made family Martin also has a child from a previous relationship too. He was just 14 when he first became a dad, and he could become a grandfather before he's 30.

The price of parenthood

Martin is currently unemployed and looking for work, which makes life tough when it comes to the family's weekly budget: "Bills are around £200 a week. I only get £100 off the Job Centre a week." So does he ever think about why he got involved in all of this parenting in the first place? "No, no... I don't mind it. I had lots of brothers and sisters - you get used to it." Karen is 15 years older than Martin, but she's impressed at how he's coping with fatherhood: "The younger ones look at him as dada. They don't know any difference. He is good with them. "He has got the body of a young man, but he's an old man already," she laughs. But although Martin enjoys family life, his advice to other young men considering fatherhood is salutary: "Wait. Go and have fun. Wait until you're older - that is my advice."

Chris' story

"Teenagers need to know what it is like to be a dad." Chris Miller, 22-year-old father of two children. Chris Miller is 22-years-old and has two children by different women. Chris has a five-year-old a son called Callum who lives with him - he had the baby with his then-girlfriend when he was just 17. At the time it was a huge shock and pressure. Chris explains how he felt when he attended the hospital and first saw his son. "It was like someone had just parked a lorry on my chest." When the relationship ended, Chris met someone else and then had a baby called Shannon. Chris split up with her mum last year and rarely sees his daughter. With two children before his 21st birthday, Chris needed help so his mum Jenny came to the rescue. She's now the official guardian to Callum and looks after him full-time. "He's a very good dad, he loves his son. He's an idiot but he's young," she says of Chris. And Chris is the first to admit it, "I've been irresponsible in the past - definitely. It was really my irresponsibility that split me and my son's mum up". "I look at blokes aged 31 having kids and I understand why. They've got a mortgage, a life built, a full time job - everything that I haven't."

Luke's story

Luke Denson is a good mate of Chris' and he is also a young dad - he has one child called Reece who is nearly two-years-old. He broke up with the child's mother last year so he only sees Reece once a week. "I really did try to deal with it but I don't think you should stay together if you're arguing. He's the first to admit that parenthood is no walk in the park: "Yeah, it is tough - they either want a bottle, their bum changing, the dummy or they want a cuddle." "Eventually I've learned what the baby wants". Luke has decided that he now wants to wait before having another baby until he finds someone to marry him.

(Source: http://www.bbc.co.uk/insideout/southeast/series7/charver_dads.shtml) http://nicorm99.blogspot.com/2007/09/being-young-dad.html

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CLASSWORK FOR 1st/3rd April

V I V R E S A N S P É T R O L E ?

L’ère du pétrole abondant et bon marché prendra fin dans dix ou vingt ans. Ce qui

laisse de temps pour s’y préparer.

Les transports constituent le principal défi de l’après-pétrole : aucun remplaçant ne s’impose naturellement au carburant utilisé actuellement pour plus de neuf déplacements sur dix dans le monde. [...]

L’Union européenne et la France en particulier attendent beaucoup des biocarburants, produits à partir de blé, de betterave ou de colza. Théoriquement, leur bilan environnemental est neutre : leur combustion n’entraîne en effet que l’émission du dioxyde de carbone qui a été emmagasiné par les plantes au cours de leur croissance. Mais, là encore, il faut pas mal d’énergie pour les produire, et on manquerait rapidement de surfaces cultivables si on devait généraliser leur utilisation. [...]

La réduction de la dépendance au pétrole passe forcément par une équation où la voiture individuelle et le transport par camion occupent moins de place au profit des transports en commun. [...] La tâche apparaît d’autant moins aisée que les mauvaises habitudes prises dans les pays riches sont inscrites dans leur urbanisme. [...] Le défi semble à priori moins difficile à surmonter dans l’habitat et les bâtiments à usage professionnel. C’est le deuxième grand chantier.

Eolien, hydraulique, énergie de la mer, toutes ces techniques de production d’électricité sont aujourd’hui compétitives. Et leur potentiel est encore largement inexploité dans les pays du Nord comme ceux du Sud. Pour le chauffage, les techniques ont, elles aussi, fait beaucoup de progrès et sont devenues compétitives : la biomasse, le bois énergie, la géothermie ou encore le solaire thermique (par exemple pour les chauffe-eau).

Mais le premier gisement d’énergie se trouve dans les économies d’énergie. [...] Troisième défi d’une société sans pétrole : les produits de consommation du quotidien.

Leur production et leur acheminement jusqu’au consommateur nécessitent en effet souvent beaucoup d’hydrocarbures. [...]

Dans la consommation, comme dans les transports ou l’habitat, les changements nécessaires reposent pour l’instant essentiellement sur la bonne volonté du consommateur pourvu d’une conscience citoyenne. [330]

Marc Chevallier, Alternatives Économiques, hors-série, 2e trimestre 2006

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Back-up texts Biofuels What will we drive when the oil runs out ? With rocketing fuel prices and fears that oil supplies will dry up within 50 years,

petrol-powered cars are starting to lose their lustre. So, what will the cars of

the future run on?

It was during the last oil crisis in the 1970s that motor manufacturers seriously began to consider alternative fuels. The electric car enjoyed a brief vogue, but development of the idea was beset with problems - the cars lacked range, and batteries were both heavy and costly.

As oil prices head up to record highs once again, the range of options for alternatively-powered cars is far wider.

Conceived of in the 1840s, the fuel cell still looms on the horizon as the automotive El Dorado. Not only do they mean quieter engines - there is no combustion - but, if powered by hydrogen, they emit nothing more harmful than water vapour.

Yet despite the millions invested in research and development, serious obstacles remain. Liquid hydrogen does not store easily. The cells are slow to warm up, and performance still lags behind that of petrol engines.

In addition, the process of extracting hydrogen from water uses huge amounts of (fossil fuel) energy and is polluting.

Auto industry expert Professor Garel Rhys says we are at least 10 years from a significant breakthrough. "General Motors has spent a billion pounds on fuel cell technology but the cost needs to be reduced by 80% if they are to rival petrol engines."

In the 1950s Devon farmer Harold Bate developed a "digester" which turned decomposing livestock droppings into methane on which he ran his car and truck for next to nothing. While Bate's idea never caught on, many believe it highlights the potential nature has to provide us with cheap, clean and plentiful alternatives to petrol.

Scientists have begun a £100,000 study looking at making bio-ethanol from Scottish heather. Bio-ethanol is already mixed with petrol in France. And in Brazil, where maize husks are used, some cars run on little else.

In the UK, innovative motorists who started using cooking oil, another bio-fuel, were arrested for evading tax. But a number of firms are providing legal versions of the fuel, which can entirely replace diesel and is readily available from restaurant kitchens.

"The diesel engine was originally designed to run on peanut oil anyway," says Martin Brook of Biofuel.org.uk. "There's a smell to bio-diesel a bit like a kitchen fryer, but you would only notice it if you put your nose to the exhaust."

http://news.bbc.co.uk/1/hi/magazine/3782801.stm

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• Yorkshire Post Published Date: 05 November 2007

What's going to happen when the oil runs out?

When, 50 years ago, Dr MK Hubbert had the temerity to suggest America's oil production would peak in the 1970s he might as well have announced the world was indeed flat. He was widely thought to be an embarrassment to science, and television producers demanded interviews for the sole purpose of poking fun – but it was he who had the last laugh when, much to the annoyance of the oil industry, the man they regarded as an irritant was proved right. Dr Hubbert died in 1989, two decades after the rest of the world admitted, yes the Texan reserves were in decline, but with the world still awash with Middle Eastern oil few lessons were learned about the stuff some call the blood stream of the world's economy and others the excrement of the devil. The entire globe now runs on oil and any fluctuation in the industry casts a mighty ripple effect. In recent weeks, as the price of oil rose to US$96 a barrel, fuelling fears petrol would creep above the £1 a litre mark for the first time, analysts began to rake over the causes which ranged from Middle East instability to the weakness of the American dollar. However, behind the immediate panic Dr Hubbert's truth remains – at some point we will run out of oil and as yet we don't have a back-up plan. "Everything the industrialised world does is reliant on oil," says Basil Gelpke, co-director of the documentary A Crude Awakening, which has earned the subtitle Another Inconvenient Truth, albeit without the high profile backing of a certain Al Gore. "It's not just fuel, but plastics, pesticides, cosmetics, the list is endless. It's hard to imagine a world without oil and perhaps that's why the vast majority of people are unwilling to admit that at some point in the not too distance future it will run out." The documentary refrains from pulling on any emotional heartstrings, instead relying on testimonies from industry experts and cold hard statistics and according to Gelpke the reason for our dependency is clear. It would take an average man performing physical labour for 25,000 hours to produce the amount of energy contained in one barrel of oil. If that barrel happens to be produced in Iraq it can be drilled for as little as $1, less than the cost of a bottle of water. Up until a couple of years ago, even the mention of a possible plateauing of oil reserves was unheard of and while The Oil Industry 2004 report forecast a peak in world production as early as 2013, many politicians remain wary of addressing the issue perhaps because if they learned anything from Dr Hubbert it was that no one likes a bearer of bad news. "They know it's the messenger who always gets shot," says Gelpke, who made A Crude Awakening with Irish documentary maker Ray McCormack. "In terms of popularity they know they are far better being seen reacting to the problem rather than attempting to prevent it. "We'd both heard snippets about what was happening in the oil industry, but until we embarked on the documentary we had no idea just how serious the situation was and that's the problem, no one talks about it. "Initially the idea was to discover exactly how much oil is actually left, but we realised that was a naive question because no one actually knows. All we do know is that historically the resources have been greatly exaggerated. "What happened was the amount oil rich countries were allowed to produce was dependent on how much they had, so in order to make more money they simply lied about the levels of their reserves. "In 1982, Kuwait added 50 per cent to its total reserves overnight, other countries followed suit and despite producing millions of barrels a year, those levels haven't changed." The truth will only be learned in time, but with increasingly sophisticated methods being used to extract oil more quickly and efficiently and with the emerging economies of China and India, increased demand is unhappily coinciding at a time when supplies are flattening out.

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"The better job you do the more quickly it will be gone," adds Ray. "The North Sea Oil reserves will be dry within another 20 years and 58 countries are physically producing less oil than they have in the past. The only region where it hasn't peaked is the Middle East, but a massive geographical study, which lasted from 1967 to 2005 resulted in the discovery of just one new oil field. "At the same time we are using more oil than we ever have before. In the 1970s, half the globe didn't use any at all. Once only Europe, the US, Canada and the former Soviet Union were serious consumers, but now apart from perhaps Papua New Guinea and a couple of Pacific Islands everyone else is hooked on trying to create a society which looks like us and for that they need oil." As Matt Savinar who founded the pressure group Life After the Oil Crash puts it "the rest of the world has joined the party when the glass is literally half empty" and many are now busy attempting to predict what will happen when the flow finally does turn into a trickle. The worst case scenario points to a Great Depression worse than the 1930s. The more optimistic are confident that necessity will be the mother of invention and as oil dries up it will spark scientific minds into action to find an alternative. The truth probably lies somewhere in between. "While it is impossible to produce accurate forecasts there are lessons to be learned from history," says Gelpke. "At the turn of the 20th-century Baku was producing 95 per cent of all Russian oil. It was a major industrial centre and the people became affluent. The same happened in McCamey, Texas, the boom began and people never thought it would stop. Now, particularly in Baku, there is a sense of eerie desolation, and the rusting platforms are a symbol of how quickly the good times can end. http://www.yorkshirepost.co.uk/features/What39s-going-to-happen-when.3444040.jp

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HOMEWORK TO BE HANDED IN on 29 th April

ERASMUS. EN ESPAGNE, « UNE PRIORITÉ STRATÉGIQUE »

L’AMPLEUR ET LA POPULARITÉ DU PHÉNOMENE DÉPASSENT LES ESPÉRANCES

« Les arrivants tant de motivation et d’enthousia sme que cela nous encourage à renforcer les liens avec les facs étrangères ». Un professeur.

En se promenant dans les facultés de Barcelone, Madrid, Salamanque, Séville ou Valladolid, le « phénomène Erasmus » saute aux yeux : dans chaque faculté, il existe un local d’accueil et d’information, un ou plusieurs délégués ; des associations se chargent des difficultés logistiques (recherche d’appartements, orientation dans le campus et dans la région), fournissent une carte qui permet des réductions dans certains commerces, organisent des excursions, des fêtes, des points de rencontre…

Santé insolente. Alors que le programme « Erasmus » montre des signes de fatigue dans certains pays de l’Union Européenne, il affiche une santé insolente en Espagne. En 2000-2001, 17 000 étudiants de la Péninsule y ont participé, soit un peu plus que les « communautaires » qui viennent en Espagne. « C’est un succès qui dépasse nos espérances, témoigne Rosa Inés, sous-directrice de l’Agence nationale d’Erasmus, à Madrid. Au milieu des années 90, on était un peu à la traîne. Désormais, l’Espagne talonne la France en termes de mobilité. Nous avons signé des accords avec 300 universités dans toute l’Europe. Et nous sommes submergés de demandes de professeurs, et surtout d’étudiants, pour intensifier nos échanges. »

« Le programme Erasmus occupe 70% de nos activités extérieures, c’est une priorité stratégique », affirme Fernando de Hipólito, responsable du programme à l’université madrilène de la Complutense, la plus grande du pays, avec quelque 100 000 étudiants. 1 400 « communautaires » viennent y étudier dans le cadre d’Erasmus, contre… huit en 1987-1988, au début du programme. […]

Dans un pays de très faible mobilité, il y a surtout de quoi être surpris par le nombre élevé d’étudiants espagnols qui s’expatrient. Les spécialistes y trouvent trois explications. Tout d’abord, la meilleure connaissance des langues étrangères –l’anglais surtout ; puis les progrès de l’organisation, en particulier la reconnaissance et la validation des diplômes ; enfin, une certaine aisance financière due au fait que 80% des étudiants espagnols vivent toujours chez leurs parents. [363] François Musseau, Libération, vendredi 25 octobre 2002 [L2th07.doc] Back-up texts

Erasmus orgasmus in Spain and Germany

The Erasmus programme was first introduced in 1987 to increase student mobility within the European community. It largely succeeded in its aim, with about 90% of all European universities participating in the programme and one and a half million of Erasmus students. Yet where do all these students chose to go to? Which countries attract them the most?

Destination Spain

Of all Erasmus destinations, the most popular by far is Spain, which welcomed 26, 600 students in 2006 (about 20% more than the second most popular country, France). Spanish universities host the highest numbers of Erasmus students , and Spain is one of the few European countries who receives more than it sends students. Yet, Spain has only become this popular since the past five years; in 2000, it was still lagging behind France and the UK. It is

35

claimed that its Erasmus population only started to take such proportions after the movie l'Auberge Espagnole by French director Cedric Klapisch was released in 2002.

Aude Verbeke, a Belgian Erasmus student in Spain, believes that this popularity comes from the festive reputation of Spain. ‘For many students, Spain is synonymous with parties and sun. Some are only expecting that from their Erasmus exchange. I was told that Spanish universities were easy and that there would be a lot of free time. Yet I had to work more than what I thought.’ Manuella Portier, a French Erasmus student in Spain, agrees that Spain is popular ‘because of its climate, its festive side and its language. The Auberge Espagnole contributed a lot to its reputation. Spanish is also one of the most learned languages in the world, and it might be easier for someone to live in a country whose language he knows.’

Boo to the UK

Learning or improving a language is indeed one of the main motivations behind Erasmus exchanges identified by the Erasmus Student Network (ESN); therefore it comes as no surprise that other popular European destinations include France, Germany, the United Kingdom and Italy, whose languages are widely learned. These countries respectively welcome between 15, 000 and 20, 000 Erasmus students a year, a number which has been on the rise for the past decade.

The United Kingdom is an exception to that regard. The Erasmus programme seems to be losing its popularity at a high speed, with an ever-decreasing number of Erasmus exchanges from and to the UK. Besides, British Erasmus students have always been in small numbers, most of them choosing France as a destination.

Another particularity is the success of Germany among central and eastern European students, especially from Poland and the Czech Republic. The main reason is that many Czech and Polish students regard German as an important language to speak. According to the ESN, they are more concerned than other European students about the positive consequences of an Erasmus exchange on their future career.

Go east

For the moment, the countries that attract the least Erasmus students are the new member states of the European Union, like Bulgaria and Romania. This is because most of them have only been part of the Erasmus programme since the late nineties and did not have much time to develop its implementation. Yet the odds are slowly changing. Poland and Czech Republic, for example, are starting to attract more and more German Erasmus students.

Benjamin Feyen, president of the Erasmus Student Network in Germany, observes ‘a slow change in the opinion of many German students: depending on the size of the city and the reputation of the university, central and eastern European destinations become increasingly popular - including their languages. Since the EU enlargement in 2004, the former eastern bloc states are not really considered as such anymore. But doubtlessly more still has to be done to promote those countries among German students.’ Perhaps there only needs to be another ‘Auberge Espagnole’ in one of these countries…

Cafebabel http://www.cafebabel.com/fre/article/3204/erasmus-orgasmus-in-spain-and-germany.html

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CLASSWORK FOR 29th April Friday’s Project. Le chaînon manquant de la mode

Sur le célèbre Paseo de Gracia de Barcelone, au numéro 91, Friday’s Project fonctionne comme une vraie pompe aspirante. Entre les mannequins vêtus de Fornarina d’un côté de la vitrine et ceux armés de guitares électriques Fender de l’autre, touristes et Barcelonais s’engouffrent sous le lourd portique en bois placé juste après l’entrée. « Notre cible de départ devait avoir 25-35 ans. Finalement, elle est plus large, et nous attirons les 18-40 ans », explique Pedro Muñoz, responsable de merchandising. Comme la vingtaine de personnes composant le noyau dur de cette chaîne créée voilà un an par l’industriel textile catalan Juan Imaz (du groupe Comdifil, qui fournit entre autres Inditex), le succès de Friday’s le dépasse un peu : 28 magasins implantés à ce jour, 35 d’ici à la fin de l’année, 90 à fin 2007 et, déjà, une dizaine d’inaugurations simultanées au Portugal !

« We select, you choose » « Tout est parti du constat qu’il manquait une vraie offre en termes d’urban wear. Or,

cela intéresse précisément les consommateurs dotés d’un certain pouvoir d’achat », raconte Mariona Sanchez, responsable du marketing. D’où l’idée d’un magasin baigné de musique rock, ouvert sur la rue et proposant chaque semaine, juste avant le week-end, friday, une sélection des meilleures marques de modes [sic] féminine (65% des références totales) et masculine, sur la base d’un ticket moyen de 120€. Le slogan était tout trouvé : « We select, you choose ». [...]

Le concept repose sur deux idées fortes : être un prescripteur, de sorte que le client soit en confiance et regarde plus le produit… que l’étiquette ; et renouveler les collections en permanence. Pas de répétition, même pour les articles à succès. Juan Imaz ayant composé son équipe avec de transfuges d’autres chaînes espagnoles connues, le savoir-faire déployé dans la décoration est indéniable. […] Les escaliers reliant les trois niveaux du magasin (homme, femme, chaussures et compléments) sont en fer brut dépoli par endroits, les miroirs sont posés contre les murs, les canalisations d’eau s’exhibent sans pudeur. Des armoires en verre cerclées de métal aux présentoirs en bois, le lourd et massif mobilier joue sur l’idée de géométrie urbaine. Pour éviter de « conditionner » le client, les produits sont présentés toutes marques confondues, par coloris. [380] Armand Chauvel, LSA, pp. 64-65, 16 novembre 2006 [LSA, Groupe Industrie Services Info, 12-14, rue Médéric, 75815 Paris cedex 17, tél. : 01 56 79 43 00]

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Backup texts Friday’s Project to open 70 shops in France

09/04/2008

The Spanish chain operates 166 shops in seven European countries.

A young Spanish chain is all the rage with Europe’s youth. Friday’s Project is a successful venture launched by Julián Imaz, who, in 1998, created Bershka, the youngest, most casual brand of Spanish textile giant Inditex (Zara, Massimo Dutti, Stradivarius, Pull and Bear, Oysho).

France is the company’s top priority on the global market, where it will open more than 70 shops in the next few months. Friday’s Project notched up turnover worth 40 million euros in 2007 and operates in seven European countries: Spain, France, Portugal, Italy, Greece, Rumania and Russia.

The first Friday’s Project shop was a three-storey building on Barcelona’s Paseo de Gracia, which opened its doors in the year 2000 as a multi-brand store selling international brands. Today, the company devotes all its energies to its own five brands: Friday’s Project, Double Agent, Star System, Melody Maker (of which it controls 50%) and Made in Ibiza, under licence from the Balearic brand.

Friday’s Project goes for a cool, urban style and is designed entirely at Arenys de Mar in Barcelona. The company has a workforce of 500 and is about to move to an ultra-modern facility covering 5,000 sq.m. in the same locality.

http://www.fashionfromspain.com/icex/cda/controller/pageGen/0,3346,1549487_5857712_5857556_4135419,00.html AMAZING FRIDAY´S PROJECT WHILE B&BB January 23, 2008

The store has received many new arrivals and organised different events because of B&BB. Friday´s Project presented new spring collection (Celebrity collection) with devoted Double Agent, and unexpected popular labels Star System and Melody Maker.

The prices are amazing. On top of that, customers changed their look, had cava in the shop and could get their new trainers drawn.

Yeah… these details and something else in Friday´s 91, Paseo de Gracia in Barcelona

What else? You are the Star!!!!http://www.fridaysproject.com/es/blog/index.php/page/3/?lang_pref=es/

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EXAMPLE OF A TRANSLATION EXAM : MAY 2006

C48AN36TRA THEME ANGLAIS EXAMENC48AN36TRA THEME ANGLAIS EXAMENC48AN36TRA THEME ANGLAIS EXAMENC48AN36TRA THEME ANGLAIS EXAMEN

DuréeDuréeDuréeDurée : deux heures: deux heures: deux heures: deux heures

AutoriséAutoriséAutoriséAutorisé : dictionnaire monolingue (anglais: dictionnaire monolingue (anglais: dictionnaire monolingue (anglais: dictionnaire monolingue (anglais ; français pour non ; français pour non ; français pour non ; français pour non

francophones)francophones)francophones)francophones)

Traduire en anglais le texte suivant, y compris le titreTraduire en anglais le texte suivant, y compris le titreTraduire en anglais le texte suivant, y compris le titreTraduire en anglais le texte suivant, y compris le titre

Neuf casques bleus1 français meurent dans un accident

Sur les monts Igman, où ils exercent une surveillance du sud de Sarajevo, l’accident d’un véhicule à chenille fait 9 morts et 4 blessés graves chez les casques bleus français.

Neuf casques bleus français ont trouvé la mort, mardi matin, dans un accident de la route survenu dans le secteur des monts Igman, massif au sud de Sarajevo. Selon les premiers détails fournis par l’armée française, un véhicule à chenille2 a dérapé sur une plaque de glace l’entraînant dans une chute de 50 mètres au fond d’un ravin. Quatre autres soldats seraient grièvement blessés.

En fin d’après-midi, en raison des difficultés de liaison avec la capitale bosniaque encerclée, il était difficile d’obtenir des précisions sur les circonstances exactes de l’accident. On ignore le nom des victimes et s’il s’agit de militaires de carrière ou d’appelés volontaires.

Depuis l’automne dernier, les casques bleus français, avec beaucoup de difficultés, ont pu se déployer dans ce secteur dominant la capitale bosniaque. Ils y exercent une surveillance des mouvements de troupes et l’interposition entre les belligérants. En tout, 220 hommes, pour une zone démilitarisée de 280 km2. Dans le secteur nord, entre les sapins, leur camp de base est installé au pied du tremplin3 olympique dévasté des Jeux d’hiver de 1994. […]

Depuis 1992, date de l’engagement des casques bleus français en ex-Yougoslavie, 30 d’entre eux y ont trouvé la mort, soit par accident, soit du fait de la guerre.

BRUNO PEUCHAMIEL, L’Humanité

1 Casque bleu : equivalent given 2 véhicule chenillé : equivalent given 3 tremplin : equivalent given