GoTo登録の条件未定→連休前に現場大混乱 キャンセル料は補償せず→批判→補償へ 東京外しは小池が悪い

周囲にコロナ重症者、死者が一人もいないという日本人が圧倒的多数で、「ただの風邪」にすぎないのに、日本が醜悪すぎて笑える。

いつまでこの馬鹿騒ぎを続けるのか。コロナコロナと言いながら生活水準を下げていく愚かな日本人たち。



GoTo、キャンセル料は補償せず 事業者も登録制に
7/17(金) 13:22配信
朝日新聞デジタル
https://news.yahoo.co.jp/articles/aaa89e918ad90977b75f6f915d2eeec82093ae38

 国土交通省は17日、政府の観光支援策「To Toトラベル」の対象と参加条件を正式に発表した。新型コロナウイルスの感染拡大が続く東京都内への旅行と東京都民は当面対象外とする。参加する事業者は登録制とし、感染対策の徹底を登録の条件にする。旅行者にも対策への協力を求め、悪質な旅行者は補助対象にしない方針だ。22日から実施されるが、制度の詳細が未定の部分もあり、混乱する可能性もある。

 この事業は、国内旅行の費用の一部を補助するもので、総額1兆3500億円が投じられる。赤羽一嘉国交相は17日の記者会見で、東京を対象外にすることについて「断腸の思いだ」と述べた。東京をいつから対象に含めるかは、今後の感染状況を踏まえ、専門家の意見を聞いて判断するとした。東京が対象から外れたことを理由に予約済みの旅行をキャンセルした場合のキャンセル料は、政府は補償しないという。

 参加するホテルや旅館などの事業者は登録制とし、旅行者全員の検温と本人確認、浴場の人数制限などの対策を義務づける。若者や高齢者の団体旅行、大人数による宴会旅行などは感染を拡大させるリスクが高いとして、予約時などに控えることが望ましいと周知することも事業者に求める。こうした対策が不十分だと、登録が取り消され、旅行者が補助を受けられなくなることもあるという。

 修学旅行は一緒に行動する顔ぶれが普段と変わらず、旅行でも感染リスクがあまり上がらないとして、東京以外は補助の対象にする。

 また、旅行者には、発熱がある場合には旅行を控えるよう呼びかける一方、検温や本人確認などの事業者の指示に協力するよう求める。協力しない悪質な旅行者は、事後的に補助対象から外す。

 しかし、団体旅行などで参加者全員の居住地をどう確認し、違反者が出た場合にどう対応するのかや、事業者の感染対策を事後的にどうチェックするのかなど、制度の詳細には今後詰める部分も多いという。事務局も17日に立ち上がったばかりで、事業者の登録もこれからだ。

 また、東京に遊びに行くための個人旅行で隣接県に宿泊した場合の宿泊費が補助の対象になったり、生活圏が東京都に重なる人も多い首都圏のほかの自治体の住民は補助対象だったりと、感染対策としての効果を疑問視する声も出ている。(田中美保)



東京外し、背景に政府との対立 「GoTo」の方針転換
7/18(土) 7:18配信
時事通信
https://news.yahoo.co.jp/articles/496a80ab5e12dfe04aa34da9eabaac1c22446573

 政府が観光支援事業「Go To トラベル」キャンペーンの対象から東京都を除外したのは、都内の感染者急増や各地から湧き起こった慎重論だけが理由ではなく、背景に政府と都の対立もあったとみられている。

 今回の決定が両者の亀裂をさらに深め、今後の新型コロナウイルスへの対応に影響することが懸念される。

 「なぜ東京を外すのかという詳細な説明は受けておりません」。17日午前、都庁で記者団の取材に応じた小池百合子都知事は、都除外の連絡は16日夕に西村康稔経済再生担当相からあったとしながら、納得のいく説明は依然として受けていないと政府への不満を隠さなかった。

 もともと「Go To」キャンペーンが注目を集めたのは、かねて確執が指摘される菅義偉官房長官と小池氏の応酬が発端だ。都と23区の連携の悪さに不満を募らせていた菅氏は、11日の北海道千歳市の講演で「この問題は圧倒的に『東京問題』と言っても過言ではない」と当てこすった。

 すると小池氏は13日に「むしろ『国の問題』だ」と反撃。キャンペーンをやり玉に挙げ、「(感染拡大防止と)整合性をどう取るのか。冷房と暖房を両方かけることにどう対応すればいいのか」と記者団を前に痛烈に皮肉った。菅氏がキャンペーンの旗振り役を務めてきたことも念頭にあったとみられる。

 2人のやりとりは結果的にキャンペーンへの世論の関心を高め、各地の自治体から「いきなり全国で開始することには反対」(大阪府の吉村洋文知事)などと懸念が相次ぐ事態となった。

 コロナ対応での政府と都の不協和音は初めてではない。4月には休業要請の進め方で足並みが乱れた。今月上旬には小池氏が「他県への不要不急の外出遠慮」を都民に要請。県をまたいだ移動を妨げない政府との食い違いがあらわになり、小池氏が政府に合わせる形で発言を修正している。

 こうした経緯にもかかわらず、小池氏は15日の記者会見で発言を元に戻し、「不要不急の都外への外出はできるだけ控えてほしい」と都民に再び呼び掛けた。キャンペーンは小池氏の呼び掛けと相いれないことになり、「東京外し」へ政府の背を押したとみられる。

 「小池氏がキャンペーンを批判するからだ」。政府が都の除外を決めた背景について、与党幹部はこう言い切った。小池氏が不満を漏らしていると聞いた政府関係者も「キャンペーンを止めてほしいと言ったのは小池氏だ」と突き放した。



キャンセル料補償、政府が検討 GoTo東京除外で自民・岸田氏
7/19(日) 12:17配信
時事通信
https://news.yahoo.co.jp/articles/7f87e85dfcc892dec3fd2d0502981b3ffd56ade4

 与野党の政策責任者が19日、NHKの討論番組に出演した。

 自民党の岸田文雄政調会長は旅行需要喚起策「Go To トラベル」キャンペーンの東京都除外により予約取り消しが相次いでいることに関し、「キャンセル料については政府が動いているようだ」と述べ、政府が補償を検討しているとの認識を示した。除外そのものについては「国民の安心安全が基本だ。一つの方策として理解できる」と評価した。

大型タンカー失踪事件の続報 イランと米国が裏取引

UAE沖で大型タンカーが行方不明となり、大騒ぎになったあとイランに停泊していることが判明したが、インド人船員の大半は既にインドに帰国済みという謎の事件の続報2本。

問題のタンカーは、イラン革命防衛隊が購入したがっていた船だが、米ドルを送金する過程で米国当局に察知され、経済制裁で取り引き中断となった。その船をイランが乗っ取り、イラン領海内に連れ去った。現在の船籍がどこなのかは不明。

・・・みたいなことが書いてある。よく読んでいないが、イランとしては、支払い済みの商品を受け取ったくらいの認識なのかもしれない。いずれにせよ、この種の話は1980年代にレバノンで多発した誘拐事件でよくあった。米国とイランが、裏取引しているなぁという印象。



How a tanker and its crew that 'disappeared' for 10 days ended up in Iran
After disappearing from the UAE anchorage, there it was, off Hormuz Island near Iran, several hundred kilometers from its last known location on July 5, where it had been for months.
By SETH J. FRANTZMAN
JULY 16, 2020 17:42
https://www.jpost.com/middle-east/how-a-tanker-and-its-crew-that-disappeared-for-10-days-ended-up-in-iran-635288

Last year Samir Madani, co-founder of TankerTrackers.com, noticed a mysterious ship off the coast of Lavan Island near Iran, appearing to take on cargo from another ship.

It had turned off its transponder, making it harder to track. However, Madani, who runs an independent online service that tracks and reports shipments and storage of crude oil, found the ship through satellite photos on December 6, 2019.

The same ship once again pulled a disappearing act, although this time at least 28 crew disappeared with it for ten days, only for the ship to show up off the coast of Iran and for the crew to appear back in India simultaneously.

The ship in question is called "Gulf Sky" and it has been at the center of an international quest by the US government to stop Iran’s Islamic Revolutionary Guard Corps from laundering money and breaking sanctions by using front companies to acquire ships and smuggle weapons, oil and other cargo.

The story is so complex and convoluted that it spans continents, involves human rights groups that sought to help the crew stranded on the ship, and now involves an alleged “hijacking” that took the ship from detention off the coast of the United Arab Emirates to an anchorage several kilometers off Iran’s Bandar Abbas.

To understand how we got here I spoke at length with Madani who helped piece together missing details of this tanker’s movements.

Last year, the Gulf Sky was named the MT Nautic and had recently been sold. The beneficiary owner was supposed to be a company in Oman. It had a crew of 28 and a captain from India who was ostensibly operating it for a company in India. We know this from details later released by the human rights group that was involved.

According to Madani’s data, which he acquired through examining the ships transponder history of travel. Prior to its first disappearance, the ship was doing normal business, picking up oil from Saudi Arabia and the UAE and going to India and Oman. It was in Mumbai and New Mangalore in July and August 2019.

Then in November, the ship made its way from off the coast of Fujairah - an Emirate of the UAE - in the Gulf of Oman, passing the port of Khor Fakkan, towards the Straits of Hormuz.

This was a tense time for the US and Iran, as well as tensions being high in the Gulf.

In the Spring of 2019, ships had been damaged by mines near where the Nautic had been anchored - they themselves had also been attacked in June 2019.

Later a British ship named the "Stena Impero" had been seized by Iran. It only left Iran’s waters on September 27, 2019. Around this time the Nautic had changed ownership, although reports indicate that its mysterious owners in Oman had sought to acquire it since May 2019, when US-Iran tensions began to escalate.

On November 30, the ship said it was going to Basra, according to logs analyzed by Madani. It sailed hundreds of kilometers into the Persian Gulf but never made it to Basra. Instead it switched off its automatic identification system transponder and disappeared on December 2.

For five days it was gone. Madani found it near the island of Lavan, one of several places that tankers take on illicit cargo from Iran. This ship-to-ship transfer is a way of doing business without needing to go to port.

The ship was seen on satellite with a very large crude carrier or VLCC giant ship from Iran’s National Iranian Tanker Company. The Nautic has a distinct shape. It’s a Suezmax size ship, 274 meters long and 48 meters wide and red on top. It stands out, says Madani. And it stood out in December for what looked like an attempt to evade detection.

The ship left Lavan Island and sailed back through the Straits of Hormuz to an anchorage off the UAE on January 14, and then at a single-point mooring off Oman’s Sohar port on January 18. It sat around for a week and left on January 25. It’s not known what the tanker was carrying at the time. It could be oil or gas condensate. Madani says it is important to be careful in determining what was on board.

The vessel also appeared to be purposely attempting to appear like it hadn’t taken on cargo, claiming its draft was only 8.5 meters below water. The Gulf Sky then returned to anchor off the UAE where it remained for six months, then one day disappearing in to thin air.

It wasn’t until mid-July that a journalist reached out to Madani to ask if he could help find the ship. It had a distinctive deck so he remembered it and was able to look using satellite images to find it off Iran. With its transponder off, he compared it to other known vessels that have their transponders on.

After disappearing from the UAE anchorage, there it was, off Hormuz Island, several hundred kilometers from its last known location on July 5, where it had been for months.

Not much is known about the days aboard ship between January and May 2020, except that we know the COVID-19 crisis began, the UAE shut down airports and many things were grounded to a standstill.

The US was also involved in increasing tensions with Iran. Rocket attacks on US forces in Iraq in December led to US airstrikes and protests at the US embassy in Baghdad. The US then killed IRGC Quds Force commander Qasem Soleimani.

In May, the US government revealed an investigation into two men, Amir Dianat and Kamran Ali Lajmiri, Iranians allegedly involved in working with the IRGC Quds Force and channeling funds through the US to buy a tanker.

This was a conspiracy involving the IRGC, which the US had designated a terrorist group in 2019. The US said it had disrupted the purchase of the tanker. The Washington Post noted that at the center of the case was the Gulf Sky, previously the Nautic.

The US government sought civil forfeiture of $12 million involved in the purchase. The US noted that Dianat is also known as Ameer Abdulazeez Jaafar Almthaje and that he was linked to a company called Taif Mining LLC, who were “allegedly buying the tanker.”

The US is involved in a long and complex struggle to stop Iran’s oil shipments and it has gone after tankers and their captains and owners in the past. The US had sought to stop the Grace 1 carrying oil to Syria in the summer of 2019, leading to Iran grabbing the British tanker in retaliation.

The world of oil shipments and tankers is a murky one. Tankers may be owned by one company, run by another, operated by a third, crewed by a fourth and under the flag of a fifth country.

Shell companies, operators, beneficiaries, re-flagging and naming of ships makes some tracking complex - determining who owns what and who is supposed to be paid.

Crews of these ships sometimes don’t know who they work for, engaging in sanctions-busting activity they never signed on for.

According to the Post report, when the US went after the money involved in the purchase of the Gulf Sky this set in motion a UAE decision to “seize the ship pending a hearing.”

The UAE court acted on behalf of Nautic’s sellers. A US bank froze funds transferred back in October 2019, for a transaction involving the tanker.

“An attorney for the ship’s seller, Polembros Shipping Ltd. Of Greece, said the firm has been cooperating fully with US prosecutors since learning funds from the brokered sale had been frozen.” The Wall Street Journal discovered that money that had been attempted to be transferred via Wells Fargo, intended for Crystal Holdings, a subsidiary of Polembros.

The US alleged that to purchase Nautic the Iranians had gone to great lengths, involving a “Japanese agent” who did not know about the ties to Iran. The report said the tanker, after being purchased in October 2019, had gone to Kharg Island and was loaded with Iranian crude oil from the National Iranian Oil Company.

That is apparently a reference to the Lavan Island trip on December 6. Kharg Island is hundreds of kilometers from Lavan, but the two are where Iranian tankers lurk to bring oil to other vessels through illicit shipments normally made with transponders turned off.

Think of this coastline like a vast network of ghost ships as Iran tries to hide its activity.

As of late, the vessel has been flying the flag of the Dominica, an island in the Caribbean. According to The National in the UAE the vessel only changed its name after it was acquired by Taif Mining in January 2020. It had apparently been flying a Liberian flag prior to the change. Taif Mining itself was only created in September 2019, these reports say, with the US alleging it was a front company.

Now begins the long miserable tale of the crew and the mystery of what happened on July 5. Human Rights at Sea (HRAS) was contacted by the master of the vessel Gulf Sky, Captain Joginder Singh in mid-May 2020 to ask for help.

They were told that the crew was stranded on the ship due to the legal dispute, and their financial troubles were adding up with living conditions deteriorating. There were 28 crew, of whom 20 Indian nationals submitted complains under the Maritime Labour Convention of 2006, HRAS notes in its May report. Most of the crew had come aboard in October 2019 or after.

The crew faced many difficulties. Some had paid fees for the privilege to be trainees aboard ships like this and they were now stuck without pay and with family debts mounting.

The HRAS report says that the ship had been “arrested” on January 27, 2020, due to the financial dispute between the previous owner who had not been paid. So it was sitting off the coast of Khor Fakkan.

The report notes that while Taif Mining, based in Muscat, was the owner, the vessel was under insurance provided by Maritime Mutual Association Limited and the management of the ship was done by Maritime Ventures Private Limited.

The crew complained that they were on water rations and salaries were paid rarely. The crew also appealed to Seven Seas Navigation in India, which was the “manning agency” they had worked with. Times of India says that United Island Maritime Ventures is an Indian company registered in March 2016 and that its directors Mohammed Afsar Mohammed Aziz and Shakeel Ahmed Shaikh are also directors of Seven Seas Navigation.

HRAS helped raise awareness of the crew’s predicament and in June more press covered their situation. HRAS said it would work with the Dominica Maritime Administration in the Dominica to help put pressure on the owners and managers. Dominica Maritime said that they would use every legislative effort to make sure the mariners were repatriated.

Between late June and early July something changed on the ship. Mediation on June 2 and further attempts on June 22 to help the crew were grinding along. Instead of a repatriation and legal cases playing themselves out or regulatory moves being made, the ship suddenly disappeared and ten days later the crew reported being hijacked.

Some 26 of the crew were home in India by July 15. HRAS CEO David Hammond said he had taken a witness statement, according to reports.

How did the vessel suddenly disappear on July 5 off the coast of the UAE, supposedly under “arrest” and re-appear in Iranian waters? There are many cases where the crew of ships like this go without pay or find themselves in these kinds of predicaments.

One captain lived alone on a ship after the crew left because they hadn't been paid for more than 14 months. He was one of 220 Indian sailors brought home in 2017 due to these kinds of disputes. None of them disappeared or ended up in Iran and then back in India.

What this tells us is that there is a well-known mechanism for dealing with cases where Indian nationals who are mariners are stuck on a ship and not being paid.

The COVID-19 crisis may have made things more difficult. When the vessel disappeared on July 5 no one seemed to notice. Times of India only reported the crew “missing” on July 15, by which time they were on the way home to India.

When the vessel disappeared it was under a Prohibition to Sail notice from the Commonwealth of Dominica and was under arrest by the UAE under an admiralty law injunction. Despite the injunction, Captain Singh only informed HRAS on July 15 that the vessel had been hijacked on July 5 and that now he and the crew were safe.

The only indication that something concerning had happened was in a tweet on July 13 by Abhinav Singhal, a man claiming to be nephew to Chief Officer Suneet Kumar on the ship. He said he lost contact with him. He confirmed the crew was in India on July 15, days after expressing concern.

Madani has attempted to reconstruct what happened. He posted online at TankerTrackers.com the location of the ship on July 15 and how it had moved since July 5 from the coast of the UAE to the coast of Iran.

Using satellite photos from Planet Labs the ship can be seen off the UAE prior to July 5 and then it appears near Hormuz island on July 7.

It then remains there through July 15. Its transponder is off the whole time, as if it is trying to hide. The transponder was turned off in the evening of July 5. Hours before the decision was made to turn it off a Seamax Swift ship from Khor Fakkan in the UAE visited the Gulf Sky, according to Madani’s data.

The UAE-flagged off-shore supply ship made the journey and stayed for only 58 minutes before leaving. This raises questions about what happened on July 5 that caused the ship to suddenly leave and travel to Iranian waters.

Why were two crew left in Iran when the others made it home? Was it only visa issues? How did the crew get home? Why didn’t authorities seek to stop the vessel from leaving? Many questions are left unanswered in the case of a vessel that is linked to numerous countries and various cases.

Madani says he likes the part of his work when he can help people, as when he helped find the location of this vessel and the crew ended up safe.

“It’s like cracking codes,” he says.

There is a hide-and-seek game playing itself out today as countries under sanctions, such as Iran, seek to hide the cargo being put onto tankers. Using satellite images and transponders, as well as other methods - those like Madani are helping identify the real amount of oil being exported. This can involve tens of millions of barrels being illicitly moved around the world.

US sanctions are taking a bite though. Dozens of vessels now avoid places like Venezuela, with captains fearful of being sanctioned -and innocent crew, who may not even know the destination of their tanker, end up in the middle, as in the case of the Gulf Sky.



Tanker that 'disappeared' was hijacked to Iran, crew say
It is highly unusual for pirates or hijackers to do this off the coast of the UAE, one of the most heavily trafficked waterways for oil tankers.
By SETH J. FRANTZMAN
JULY 19, 2020 13:01
https://www.jpost.com/middle-east/iran-hijacked-disappeared-tanker-crew-members-say-635571

The crew of the Gulf Sky are mostly safe today.

Twenty-six of them arrived back in India on July 14. Two are now in Iran, having been stuck on board the oil tanker for more than six months, much of it spent at anchor off the United Arab Emirates. With the tanker at the center of a court case in the US against the Iranian Islamic Revolutionary Guard Corps and the ownership of the Dominica-flagged vessel disputed, the tanker wasn’t supposed to go anywhere.

However, the crew say they were hijacked and taken to Iran.

How did it happen? This is the third part of a Jerusalem Post investigation into the disappearance of this tanker, after the website Tanker Trackers revealed that it had turned its transponder off and satellite photos showed it mysteriously turn up near Iran’s Hormuz island on July 7.

Now, according to the website and magazine Safety At Sea, the crew say they were held at gunpoint and taken from their UAE anchorage on July 6. We previously documented that a UAE-flagged supply ship met the Gulf Sky for 58 minutes on July 5. The crew has spoken anonymously to Safety at Sea.

This account provides new details. The Commonwealth of Dominica Maritime Administration only told the US that the tanker was missing on July 13, a week after it had disappeared. Now the crew say that “heavily armed” men boarded the ship and took them away from UAE waters.

It is highly unusual for pirates or hijackers to do this off the coast of the Emirates, one of the world's most heavily trafficked waterways for oil tankers. There are a plethora of security assets from American, French, UK and other navies in this area, including major naval ships, as well as drones that monitor the area for Iranian weapons trafficking to Yemen.

In short, the fact that armed men supposedly boarded a large Suezmax-size million-barrel tanker and took it away has major ramifications for maritime security. But if the story is exaggerated, then it leads to questions about who piloted the ship to Iran.

The armed men came aboard the ship disguised as “surveyors.” The crew say they were made aware of a coming inspection on July 2. They were told to prepare the engines, which raised suspicion. The crew was gathered in a room usually used for meals and kept there. Some were tied up and they claimed they were shouted at and even tortured. The ship left its anchorage just after midnight on July 6 and arrived in Iranian waters by July 7.

The crew were kept hostage on the vessel until July 14 when the hijackers surprisingly disembarked them after a new sailing trip of 14 hours. From there, the men took a bus to an airport and found 26 tickets to India waiting for them. Someone had used their passports to secure them tickets. The two crew members who were left behind had expired documents.

The incident is supposedly still under investigation. It lacks clarity because there do not seem to be major concerns in the UAE about how the ship went missing. It took many days for family members of the crew to contact UAE port authorities in Khor Fakkan and have the local authorities agree to go see if they could find the ship.

It is also unclear if the crew will ever be paid. The article says that their “discharge certificates” are still in Khor Fakkan in the UAE because the vessel was supposed to be under “arrest” by the coast guard. It’s not clear if the vessel will now remain in Iran or who actually owns the ship. A front company for the IRGC apparently had tried to buy it last year, triggering the American case, but the $12 million in payment was seized by the US.

The plight of the crew is now being raised by human rights groups. Countries involved, including Iran, where the crew seemingly transited with no problems, have not explained how a hijacked ship with “pirates” suddenly ended up in Iranian waters. Basic details, such as where the men flew from to get home to India and where the two remaining crew members are, is unclear. What is clear is that a large tanker disappeared for ten days and showed up in Iran – and it is a tanker at the heart of a US case relating to the IRGC.

The Gulf of Oman has seen other controversies over the last year. In May and June 2019, six ships were mined in the Gulf, and a US drone was shot down. The US has also interdicted three shipments of weapons to Yemen travelling from Iran.

2019年のイラン石油収入68.6%減 米国経済制裁の影響

Iran oil revenue dips but future holds bright promises
Wednesday, 15 July 2020 10:37 AM
https://www.presstv.com/Detail/2020/07/15/629663/Iran-oil-exports-US-sanctions-China-partnership

The Organization of Petroleum Exporting Countries (OPEC) says Iran's revenue from total crude oil exports and oil products in 2019 was just over $19 billion, less than a third of the previous year.

According to the organization’s annual report, Iran's income from selling oil and oil products amounted to 60.5 billion in 2018, while it was $110 billion in 2011.
(後略)

・・・かなり切羽詰まっているはずだが、苦しいと言わない。

中東専門家がカレーなる転身 早大生の通過儀礼「メーヤウ」新店長の高岡豊さん

文末にある(目先の一例として挙げられている)難民調査は、本人が自己資金でやる趣味の調査研究ではなく、恐らく高い確率で外務省からの委託調査だろう。

事前の申請書作成は、外務省の側に特別な事情がない限り前年度から綿密に準備する必要があり、互いに顔見知りであったとしても、1度の会議では終わらない。何度も打ち合わせと書類書き直しを繰り返す。外務省の役人が高岡氏の都合に配慮して彼のところにやってくるのではない。突然電話が来て「今から説明に来い」と呼び出されたら、すぐにご説明に上がる。何日も待たせてはいけない。

そして出張準備、標準的には2~4週間の現地調査、帰国したらすぐ口頭での成果報告で省内の関係部署を回る。役人からの質問に丁寧に答える必要があり、「このあとカレー屋の経営がありますから・・・」などと言って席を立てるはずがない。

それから荷物整理と報告書の執筆・校正・印刷(特に執筆・校正にはもの凄く時間がかかる)、数回の内輪の報告会と場合によっては公開講演会、決算書提出と外務省の監査官による監査に合格するまで、彼自身が店を放り出して、相当日数を潰す必要がある。

出張前後の1ヶ月、計2ヶ月間は特に多忙で、現地にいる1ヶ月も含めた計3ヶ月間は、カレー屋から離れるはずだ。飲食店の店主が片手間にできる仕事ではない。都心の一等地にある店は家賃が高く、1年のうち何ヶ月も店を閉鎖して経営が成り立つはずがない。

ということは、執筆者が受け取る報酬額は、同等クラスの委託で支払う一般的な金額に、民間のカレー屋を維持するため高額家賃の数ヶ月分が上乗せされる可能性が高い。財源は当然にして税金だ。高岡氏自身には資本力はないのだから、お金の出所は外務省に限定される。調査報告書作成を理由に、外務省から高岡氏に所定のお金が支払われる限りにおいて問題はないが、そのお金が高岡氏の生活と店の経営の両方を支えるのでなければ、この記事のストーリーは成立し得ないはずだ。情報公開制度で請求してみようかな。



中東専門家がカレーなる転身 早大生の通過儀礼「メーヤウ」新店長の高岡豊さん
2020.7.2 12:10
https://www.sankei.com/world/news/200702/wor2007020014-n1.html

 激辛の一皿が早稲田大に入学した学生の“通過儀礼”として広く認知され、2017年に惜しまれつつ閉店した東京・馬場下町のエスニックカレーの老舗「メーヤウ」が4日、3年ぶりに営業を再開する。新店長に就任したのは、イスラム教過激派の動向などに精通する研究者、高岡豊さん(45)だ。メディアでも引っ張りだこだった中東問題の専門家はなぜ、畑違いの飲食業に「華麗(カレー)なる転身」を遂げたのか。(外信部 時吉達也)

「イスラム国」報道に多数登場

 高岡さんは在シリア日本大使館専門調査員などを経て、国内で最も長い歴史を誇る中東研究機関「中東調査会」で、昨年度まで主席研究員を務めた。イスラム教過激派に関する多数の著書があり、テレビや新聞の報道にもたびたび登場してきた。

 記者も2017年、高岡さんに取材した経験がある。当時、過激組織「イスラム国(IS)」掃討作戦がシリアで大詰めを迎え、残党勢力の世界各地への分散を指摘する声が広がっていた。

 高岡さんは「元々母国に不満を抱えていた人間がISの名を利用して事件を起こしているだけだ」と強調し、こうした懸念を否定。過剰な警戒はむしろ「注目度を高め、同じような組織を再び出現させることにつながりかねない」と強調した。扇情的な報道にはくみしないとする専門家の矜持が、印象に残った。

中東研究者、一転難民に

 そんな高岡さんの「メーヤウ」との出会いは、新潟県から上京し、早稲田大教育学部に入学した1994年春。多くの新入生と同様、先輩のおごりで星4つの激辛「チキンカリー」に挑戦し「泣きながら食べた」のが最初だった。

 友人たちと話のネタとして訪れるうちにいつしか病みつきになり、間もなく週1回以上通うのが習慣に。4年後の卒業式の日には3食すべてカレーで済ませるなど、メーヤウ愛を育んでいった。研究者の道に進んだ後も、シリアから帰国すれば真っ先に店を目指すなど、常連として20年以上を過ごしてきた。

 しかし、後継者問題などからメーヤウは2017年に閉店。都内の有名店を回っても匹敵する店は見つけられず、カレー難民となった高岡さんは「毎週土曜の昼飯をどこで食べればいいのか」と途方に暮れた。

「二足のわらじ」決意

 翌18年12月、転機が訪れる。別の早大OBらが進めていたメーヤウ復活を目指すプロジェクトの中で、前店長から「店長は高岡さんにお願いしてはどうか」と白羽の矢が立ったのだ。同年秋に大学周辺の商店街の催しで1日限定の復活営業を行った際、高岡さんから「作り方を教えてほしい」と懇願されていたことが、前店長の頭の中にあった。

 同じころ、高岡さんは当時の仕事に行き詰まりを感じていた。危険性の高い中東地域での現地調査は、組織に属する立場から制約を課せられることもしばしばだった。メディアから「ストーリー」に沿ったコメントを求められることにも、頭を悩ませていた。

 「地位と名誉さえ求めなければ、組織を離れても研究を続けることは可能なんじゃないか」。同じく研究職に就く妻からも「好きにすればいい」と背中を押され、「カレー店の店長」と「フリーの中東研究者」の二足のわらじで生きていくことを決めた。

「早大生の心のふるさとに」

 「人生なめてたな」。店の常連から作り手の側に回った、高岡さんの率直な感想だ。「作り方はシンプルだが、時間と手間を惜しんではいけない」というカレーは寸胴1つ、40食分作るのに丸1日かかる。作業の7~8割は掃除と後片付けが占め、開業に向けた準備が本格始動した4月以降、体重は5キロ以上落ちた。

 一方、研究者としての将来に対する悩みがなくなったことで「気持ちはすごく楽になった」という。現在も論文の執筆を続けており、シリア難民の帰還に向けた現地での意識調査など、これまでの研究も今後さらに深めていくつもりだ。「プロとして、傑出した研究をする。その思いは今も変わらない」と自信をのぞかせる。

 移転先の新店舗は東京メトロ副都心線西早稲田駅徒歩1分で、7月4日にオープン。週3日の営業となる見通しだ。「早大生の心のふるさとであり続けたい」。新米店長は、店の評判を知らない現在の学生にも支持されると信じ、準備を進める。「だって、『メーヤウ』ですから」