Wildberries in Russia actively sold military equipment to Russian soldiers and they did it openly, making it a legitimate military target. Although, economic warfare is probably the main purpose of Ukrainian strikes on Wildberries, which is the Amazon of Russia.
Sanctions and attacking Russia’s shadow fleet have hurt Russia’s economy, but Russia isn’t spending less on its military, it’s just making its citizens worse off.
The US does not have enough servicing ships to keep US fighting ships supplied. This was okay when the US operated near land bases, but with Iranian missiles and drones making many US bases unusable, the US has trouble keeping its ships supplied.
The US does not have enough military ships either because the ships need time for repairs and the crews need time off, so the navy actually needs an extra ship or two for every two in military operations. While two are doing operations, one is in repairs and rest. War-level operations, including blockade, are 24/7 work that degrades sailors’ capabilities without rest.
Producing Iran’s shahed drone requires many advanced components. Logistic supply lines need to remain open for Iran to continue producing many of those. Not only can the US and Israel bomb the factorites themselves, but it can also disrupt these supply lines.
Submachine guns can’t penetrate modern armor which is more common than it was during WWII. Supplying separate ammo makes logistics more difficult. Short carbines can do the jobs submachine guns did in the past.
“Despite international sanctions meant to cripple Russia’s war machine, Russia has maintained an edge over Ukraine when it comes to artillery production and rate of fire.
Over a dozen analysts from the Royal United Services Institute wrote in a new report that Russia’s artillery advantage “is the single greatest determinant of the distribution of casualties and equipment loss, the balance of military initiative, the calculus of what is operationally possible, and thus the political perception of the trajectory of Russia’s full-scale invasion of Ukraine.”
Russian artillery is estimated to be responsible for more than 70 percent of Ukraine’s combat casualties.
The analysts at RUSI said that the West needs to disrupt the industries that are keeping Russia’s deadly and destructive howitzers firing before it’s too late for Ukraine.
Russia’s defense industry is growing through new facilities, supply imports, and mass recruitment, the analysts said. They said that, without interruption, Moscow will be better poised to strengthen its position in Ukraine within the next few years.
The report explained that “Russia is self-sufficient in many of its needs, especially in raw materials like iron ore, and may have enough machine tools and stored howitzers from the Soviet era to support its war in Ukraine.”
However, the analysts said, “the longer the war continues, the more Russia’s dependencies on foreign suppliers will become a weakness.”
…
“These vulnerabilities include placing sanctions on the supply of essential materials to Russia, preemptive purchasing of raw materials on the open market to prevent them from falling into the hands of hostile nations, or putting diplomatic pressure on countries to examine their domestic companies that are exporting goods to Russia.
One example the RUSI report gave was targeting chrome ore imports for barrel production. Another involved hindering the flow of machining equipment into Russia.
The analysts said that Ukraine’s Western partners should immediately prioritize disrupting Russia’s artillery supply chain because doing so for prolonged periods will make it more difficult for Moscow to maintain its howitzers and artillery ammunition.
This is critical for Ukraine. The analysts warned that “left on its current trajectory, Russian fire superiority will increase year-on-year and become less vulnerable to external disruption through pressure on the supply chain.”
The task potentially becomes even more urgent for the West as Russia continues to increase its security ties with China, Iran, and North Korea. The US has publicly expressed concern over Moscow’s deepening military relationships with its rivals and foes over the past few years.
Ukraine has managed to reduce Russia’s long-held artillery advantage and is increasingly taking steps to degrade its stockpiles of shells by using long-range drones to attack ammunition depots inside Russia, but more is needed to break Russia’s edge.”
“Tens of thousands of freight rail workers are prepared to go on strike on Friday at 12:01 am, which could have wide-ranging effects across the economy. It’s already causing some disruptions for rail passengers, freight companies, and others.
The cause is a dispute between the freight industry and the workers who make it run.
Most of the 12 unions representing the workers have already agreed to a proposal put together by a presidential emergency board established by the White House over the summer to try to help resolve the dispute. The proposal includes a 24 percent increase in wages for workers by 2024, but many workers have complained that it fails to address leave, on-call scheduling, and poor working conditions.
The holdout unions’ position is that pay increases aren’t enough to make up for some real downsides — and dangerous aspects — of the job.
The two most powerful unions involved in the negotiations, which represent engineers and conductors, are continuing to resist the proposal, putting both sides in a deadlock. If workers do go on the strike they appear to be hurtling toward, it would be the first such strike in 30 years.”
…
“If a freight strike were to occur — and especially if it’s long-lasting — it could have disastrous effects across an already fragile economy still reeling from supply chain disruptions and inflation.
“Rail moves a lot of the foundational, basic goods that we don’t think about day-to-day,” said Rachel Premack, editorial director at FreightWaves, which covers supply chains. “They’ll move sand and gravel that would then be crushed into concrete for roads or for laying home foundations. Railroads move the chemicals used to purify water or to compromise fertilizer for crops, soybeans that could become food for humans or [animals] that are then food for humans. It’s a lot of early-chain-type goods.”
Many passenger trains also run on freight rails, and their service could be suspended. Amtrak has already warned of potential disruptions and canceled cross-country trains in anticipation of a strike, though so far its Northeast service will not be affected.”
…
“Replacing freight with other forms of transportation is not easy if workers do walk out. Mike Steenhoek, executive director of the Soy Transportation Coalition, told Vox in an interview that one train has the freight capacity of 400 semi-trucks. “I don’t know of a shipper who just has 400 semis sitting in a garage ready to be accessed,” he said. He noted that for agriculture, the timing couldn’t be worse because of harvest season, adding more urgency for a deal.”
…
“Under the Railway Labor Act, Congress has the ability to block or end a rail strike. Since 1963, it has passed legislation more than 10 times to intervene in rail disputes.
So far, though, Democratic leaders have been reluctant to commit to doing so, while Republicans have been eager to pressure workers into agreeing to the terms set by the presidential emergency board.
If Congress were to intervene, there are a few routes lawmakers could take. They could require the unions and carriers to accept the presidential emergency board’s conditions, which included a pay increase but no acknowledgment of other demands like sick leave. They could extend the existing cooling-off period so both sides have more time to negotiate. Or they could turn the talks over to independent arbitrators who would be tasked with finding a resolution.
For now, congressional Democrats are waiting to see what might come out of the talks the Labor Department is leading between unions and railroad carriers on Wednesday before they lay out a policy response.”
“So if there’s enough food to go around, why has the global trend toward lower levels of hunger recently reversed? “As of today, the world has no global shortage of food, but food is quite expensive and people’s wages have not adjusted yet,” said David Laborde, a senior research fellow at the International Food Policy Research Institute. “The main issue is that we have problems moving this food around, either due to the war or export restrictions.”
As a result, world food prices reached an all-time high earlier this year, according to the Food and Agriculture Organization of the United Nations.
The price increases are the result of a concatenation of events stemming from the disruptions caused by Russia’s invasion of Ukraine, including price increases in fuels and fertilizers and blocked grain exports. In addition, the WFP notes, “Conflict is still the biggest driver of hunger, with 60 percent of the world’s hungry living in areas afflicted by war and violence.”
In a world with more than enough food to feed everybody, despotic governmental brutality and stupidity are once again causing famines.”
“Long-haul driving, in particular, can be grueling, with lengthy wait times that aren’t compensated and other costs to being out on a route for stretches at a time. “Why do people not want to become truck drivers? That’s the situation, or the root of the issue. And the reason for that is it’s a shitty job,” said Hanno Friedrich, associate professor of freight transportation at Kühne Logistics University.”
…
“The first thing to know about the truck driver shortage, experts said, is that it’s not exactly a shortage. “It’s a recruitment and retention problem,” said Michael Belzer, a trucking industry expert at Wayne State University.
In the US, “there are in fact millions of truck drivers — people who have commercial driver’s licenses — who are not driving trucks and are not using those commercial driving licenses, more than we would even need,” Belzer said. “That’s because people have gotten recruited into this job, maybe paid to get trained in this job, and realize, ‘This is not for me. This is not adequate for what I’m doing.’”
When it comes to recruitment, it’s hard to get people into the business, especially young people. There’s often a gap between when people leave school (say, age 18) and when they can legally drive a truck across state lines (typically age 21), which means those folks may have already found jobs and aren’t going to be wooed away to become truckers.
There are other barriers to entry, like schooling (the costs of which can vary) and the ability to obtain a special class of driver’s license. Around the world, training and testing for truck drivers stalled because of Covid-19 lockdowns. The industry also struggles to attract women into the workforce because of safety concerns and inadequate accommodations along routes and at rest stops.
But truck driving also isn’t the job it used to be. In the United States, for example, deregulation of the industry, which accelerated in the 1980s, alongside the decline of unions, means trucker wages have been shrinking for years. But the work itself hasn’t really changed. It involves long hours, and a lot of that can be time spent uncompensated. “You could spend all day or a day and a night waiting around to get a load at a port site offloaded and loaded up, and you’re not getting paid for any of that time,” said Matthew Hockenberry, a professor at Fordham University who studies the media of global production.
This feeds not just into the recruitment problem, but also the retention problem. Truck drivers are burned out. Long-haul drivers, especially — that is, those who are moving cargo long distances or across states — typically get paid for the trips they take, and they have to go where the cargo needs to go, with little control over when and where. “The route is the route,” as Weaver put it.”
…
“The toughness of being a truck driver — the long hours, the treks, the waiting at ports or warehouses to get the goods — isn’t an accident. It’s mostly a consequence of being caught up in the demands of the modern supply chain, the one that is under so much pressure now.
Experts told me that even as wages for truckers have declined, shipping and logistics companies are increasing their rates. But that hasn’t really trickled down to the truck drivers’ pockets. “The trucking companies fight over the scraps. And the drivers fight over the scraps left over after the trucking companies fight over it. All of this cascades down, and the most powerful party here is always the one to win,” Belzer said.
And, he added, when it came to truckers: “Because of where they stand in the power relations throughout the supply chain, they’re the least powerful people.”
Experts and those involved in the trucking industry said wages for truckers have ticked up because of the labor demand in this stage of the pandemic, just as they have in other parts of the labor market in the US. There may be good signing bonuses to be had, too. But truckers don’t have a say in the routes they drive, or how long it takes for their cargo to be offloaded at a port. The job remains difficult, and it might not be enough.”