Soon after the team spots another adult, WL168, identified by a large scar on its back. This one has also been seen near Macau, another Chinese territory 15 miles to the southwest, an indication of how local populations are not bound by political boundaries.
The dolphins eat a variety of fish, including gray mullet and lion head fish, the same sort of food, notes Mr. Ho, that appears in markets around Hong Kong. The overfishing of such species adds to the threats to dolphins, as does pollution from various sources including agricultural and industrial waste, urban runoff, discharge from ships and marine plastics.
Researchers also worry that dolphin viewing boats further stress the mammals, particularly those that race out from Tai O for a 20-minute, $25 trip.
Conservations groups say they hope the benefits of the ferry suspension will encourage regional governments and ferry companies to reconsider routes across the Pearl River. By traveling somewhat farther south, they could bypass key areas of dolphin habitat along Lantau, Hong Kong’s largest island. Such a move would only add a few minutes to the trip, they say.
It would, of course, ease just one of the many threats the dolphins are facing.
“Rerouting the ferries is not a magic cure-all,” Mr. McCook said. “But we think that can help us catalyze other actions and demonstrate it’s not a fait accompli that we lose the dolphins.”
TOKYO — It took six days to prise free a giant container ship that ran aground and clogged the Suez Canal, one of the world’s most crucial shipping arteries. It could take years to sort out who will pay for the mess.
Cargo companies, insurers, government authorities and a phalanx of lawyers, all with different agendas and potential assessments, will not only need to determine the total damage, but also what went wrong. When they eventually finish digging through the morass, the insurers of the ship’s Japanese owner are likely to bear the brunt of the financial pain.
The costs could add up quickly.
There are the repairs for any physical damage to the Ever Given, the quarter-mile-long ship that got stuck in the Suez. There is the bill for the tugboats and front-end loaders that dug the beached vessel out from the mud. The authority that operates the Suez Canal has already said the crisis has cost the Egyptian government up to $90 million in lost toll revenue as hundreds of ships waited to pass through the blocked waterway or took other routes.
And the stalled ship held up as much as $10 billion of cargo a day from moving through the canal, including cars, oil, livestock, laptops, sneakers, electronics and toilet paper. Companies delivering goods may have to pay customers for missed deadlines. If any agricultural goods went bad, producers may look to recoup lost revenue.
Richard Oloruntoba, an associate professor of supply chain management at the Curtin Business School in Perth, Australia.
Jeff N.K. Lee, a lawyer in Taipei who specializes in commercial and transportation law.
“While the ship is just parked there, the cargo isn’t actually being damaged,” Mr. Lee said. “The only damage is that it’s delayed.”
“Say I have a batch of cloth, and on top of the time it took to come to Taiwan, it got stuck for six or seven days,” he said. “It just sat there. Will it go bad? It won’t.”
There is a caveat. The ship’s owner could have to pay for cargo delays, if its crew is found to be at fault for the accident.
Some so-called third-party claims related to delayed cargo may be covered by yet another insurer for the ship, the UK P&I Club. The same goes for any claims by the Suez Canal Authority, which operates the waterway and might file over any loss of revenue.
Nick Shaw, chief executive of the International Group of Protection and Indemnity Clubs, the umbrella group that includes the UK P&I Club, said the insurer would “make decisions together with the shipowner as to which ones had validity and which ones are illegitimate.”
Adding to the complexity of the Suez accident are the layers upon layers of insurance. Reinsurers, companies that covers the risk of other insurance companies, come into play for claims above $100 million. Between insurance and reinsurance, the ship’s owner has coverage for those third-party claims up to $3.1 billion, although few experts believe the damages will run that high.
The sheer size of the Ever Given makes the situation all the more labyrinthine. Aside from time of war, the Suez Canal has never been blocked quite so spectacularly or for as long a time as it was with the Ever Given, and this is the biggest ship to run aground.
The ship is as long the Empire State Building is tall, with the capacity to carry 20,000 containers stacked 12 to 14 high. The Ever Given is one of a fleet of 13 in a series designed by Imabari, part of a push to lower the costs per container and make the ships more competitive in an increasingly fierce market dominated by Chinese and South Korean shipbuilders.
“The bigger the ships get, the risk is whenever you have an incident like this is that you are putting more of your eggs into one basket,” said Simon Heaney, senior manager of container research at Drewry UK, a shipping consultancy. “So the claims will magnify.”
Raymond Zhong and Amy Chang Chien contributed reporting from Taipei, Taiwan. Vivian Yee contributed from Cairo and Makiko Inoue, Hisako Ueno, Hikari Hida from Tokyo.
SUEZ, Egypt — For six days, billions of dollars’ worth of international commerce sat paralyzed at either end of the Suez Canal, stalled thanks to a single giant container ship apparently knocked sideways by a powerful southerly wind.
The ship’s insurers and the canal authorities summoned the largest tugboats in the canal, then two even larger ones from further afield. They deployed diggers, front-end loaders and specialized dredgers to guzzle sand and mud from where the ship was lodged at both ends. They called in eight of the world’s most respected salvage experts from the Netherlands.
Day and night, with international pressure bearing down, the dredgers dredged and the tugboats tugged.
But not until the seventh day, after the confluence of the full moon and the sun conjured an unusually high tide, did the ship wriggle free with one last heave shortly after 3 p.m., allowing the first of the nearly 400 ships waiting to resume their journeys by Monday evening.
reconstruction of the ship’s movements through the narrow section of the canal north of the port of Suez shows the Ever Given weaving back and forth from one side of the canal to the other almost as soon as it entered the channel, gathering speed until the 224,000-ton ship tops 13 knots, or about 15 miles per hour.
internet memes about the epic traffic jam piled up, the Suez Canal Authority and the ship’s owner and insurer scrambled tugboats and dredging equipment to the scene. By the day after the grounding, they had called in a highly regarded team of salvage experts from Smit Salvage, a Dutch company.
“The time pressure to complete this operation was evident and unprecedented,” Peter Berdowski, chief executive of Royal Boskalis Westminster, Smit’s parent company, said in a statement on Monday.
images emerged on social media of the ship, for so long diagonal, once again parallel with the canal.
celebrated the moment on Twitter, writing that “Egyptians have succeeded today in ending the crisis of the stuck ship in the Suez Canal despite the great complexities surrounding this situation in every aspect.”
Ms. Stausboll said that the authorities’ often overly rosy projections during the past week left many shipowners confused about what to believe. “A lot in the shipping community would wish there had been more clarity about what was going on in Egypt from the authorities,” she said. “It does harm your reputation.”
In the absence of a faster, cheaper option, however, the Suez Canal will remain a key artery for shippers, she said. And she pointed out that most ships, including large ones, have navigated the canal without incident in the past.
Shippers have, in any case, a more pressing concern: how to resolve the chain reaction of delays that may ripple out for weeks or months even after the Suez backlog clears, as it was beginning to do by Monday night.
The first ship to pass through the canal after the Ever Given got out of the way was the YM Wish, a 1,207-foot-long Hong Kong-flagged container ship that exited the canal at about 9:15 p.m.
If there is schadenfreude among ships, the YM Wish was perhaps not feeling it. VesselFinder.com reported the YM Wish ran aground in the Elbe River in Germany only six years ago. In its case, however, it took less than a day to float again.
Marc Santora contributed reporting from London, Nada Rashwan from Ismailia, Egypt, and Thomas Erdbrink from Amsterdam.
Life can change in an instant, as I experienced when I first laid my eyes on a tall and bizarrely striking bird known as the greater adjutant.
It was India in 2018, in the northeastern state of Assam. I’d ended up there partly because of absurd circumstances, which involved being filmed for a reality television pilot while navigating a motorized rickshaw through the Himalayas. After traversing some of the highest and most dangerous roads in the world, including the Tanglang La mountain pass, I ventured off to see a traditional selection of endangered animals: Asian elephants, greater one-horned rhinos, western hoolock gibbons.
While en route to Guwahati, Assam’s capital, I saw a 5-foot-tall bird towering near the roadside. I was so taken by its appearance that I asked the driver to pull over so I could have a better look. It had piercing blue eyes, an elongated electric-yellow neck, a wobbly, inflatable neck pouch, long legs that moved with a stiff military gait, and spindly black hairs atop its (mostly bald) prehistoric-looking head. Little did I know that this outlandish animal — also endangered, though not famously so — would change the course of my professional life.
ecologically important water storage basin threatened by pollution and encroachment.
cattle egrets, were the spectacular greater adjutants, who were circling and stiffly marching alongside the other foragers.
rare and endangered scavengers.
taxonomic bias, since humans generally favor attractive mammals with forward-facing eyes. “The more people who see hargilas as a bad omen, disease-carrier and pest,” Dr. Barman told me, “the more I am obsessed.”
towel-like textile — with transfixing speed and expertise.
Carla Rhodes is a wildlife conservation photographer who lives in the Catskills. You can follow her work on Instagram.