Exports of rice surge to 2.8m tonnes

Demand grows despite prices

Rice exports topped 2.79 million tonnes from January to April with the volume for the entire year forecast to exceed 8 million tonnes, the government said.

Prime Minister Prayut Chan-o-cha was upbeat about the figure, valued at US$1.5 billion (51.2 billion baht), up 23% from the same period last year, said government spokesman Anucha Burapachaisri.

The prime minister has instructed state agencies to work proactively to improve rice exports further and increase crop production while pushing to keep rice prices high in overseas markets, Mr Anucha said.

He added exports of Thai rice are expected to keep rising on the back of growing demand in many countries.

Currently, Thailand is the world’s second-largest rice exporter after India.

In April, the hike in rice prices was attributed to the stable baht which has kept the commodity competitive in foreign markets.

As a result, the prices of most types of rice have risen beyond the government’s price guarantee.

The Agriculture and Cooperatives Ministry has now predicted rice exports will surpass the yearly target.

The Department of Internal Trade (DIT) forecasts exports will reach 8 million tonnes, up from 7.69 million tonnes in 2022.

As of May 10, rice exports stood at 3.05 million tonnes, according to Mr Anucha, adding orders for Thai rice from overseas keep on climbing.

Major markets for Thai rice include Iraq, Indonesia, the US, South Africa, Senegal, Bangladesh, China, Japan, Cameroon and Mozambique. Thailand mostly exports white rice the most, followed by jasmine rice.

Mr Anucha said the prime minister thanked state agencies and the private sector for their efforts in marketing and developing the quality of rice for export to meet demand. However, Gen Prayut has cautioned against fraudulent exports, which could damage the reputation of Thai rice internationally.

Udom Srisomsong, deputy director-general of the DIT, said global demand for Thai rice remains strong, which has sustained prices and made them competitive.

The high export prices have offset the need for the government to step in and use its price guarantee measure to assist farmers.

The Thai Rice Exporters Association, meanwhile, said it fails to see any clarity in measures dealing with crop prices from the Move Forward Party or Pheu Thai, the two main parties that will form the new government. They are thrashing out a memorandum of understanding covering key policy areas as part of the deal.

Charoen Laothamthat, the association president, said a change of government should not stall or bring abrupt changes to policies that hinder the development of key crops.

Companies fear Thailand may be losing its competitiveness in exporting rice to Vietnam.

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US-China air supremacy race hits a higher gear

The US Air Force’s F-22 Raptor may soon fly into the sunset as Next Generation Air Dominance (NGAD) fighter development gets up to speed.

This month, Defense One reported that the US Air Force has just opened a competition to design its Next Generation Air Dominance (NGAD) 6th generation fighter, the first new US design in two decades scheduled to replace the stealth F-22.  

While there is no agreed-upon definition of what makes a 6th generation fighter jet, the type may feature a modular design, optionally-manned capability, drone swarms, directed energy weapons, machine learning, AI and virtual and augmented reality.

Defense One cites a US Air Force statement saying the NGAD acquisition process “incorporates lessons learned from recent Air Force acquisition programs and will leverage open architecture standards.”

The statement also says the approach “will enable the government to maximize competition throughout the life cycle, provide a larger, more responsive industry base and drastically reduce maintenance and sustainment costs.” 

The Defense One report states that the US Air Force solicitation release begins the NGAD selection process, with almost no details about the “engineering and manufacturing development contract,” aside from its winner is to be selected by 2024.

It also mentions that the actual solicitation sent to companies is classified to “protect operational and technological advantages,” as per the US Air Force statement. It does not include the drones that will fly alongside the future fighter.

Defense One notes that only two US aerospace firms are building fighter aircraft – Lockheed Martin and Boeing, with Northrop Grumman being a major supplier to both.

Michael Marrow notes in a March 2023 article for Breaking Defense that the US Air Force is planning to acquire 200 NGAD planes alongside 1,000 Collaborate Combat Aircraft (CCA), which are remotely-controlled targeting pods or weapons carried by current aircraft.

Marrow says that the NGAD will be prohibitively expensive while the CCAs will offer “affordable mass,” as one of the latter’s design requirements is that they should cost just a fraction of the F-35.

Age, economics, obsolete technology and impractical upgrades have all influenced the US to gradually phase out the F-22 in favor of the NGAD.

The increasingly obsolete F-22 is headed for the graveyard in favor of the NGAD fighter. Image: Twitter

Aging F-22s are an issue, with the proposed retirement of older planes cutting into a small fleet. At the same time, increasingly expensive upgrade packages make an all-new aircraft more logical than keeping the late 1990s design in service.

John Tirpak notes in an April 2023 article for Air & Space Forces Magazine that the 33 older F-22 Block 20 planes the US Air Force aims to retire in its 2023 budget request are not competitive with the latest Chinese J-20 fighters.

He notes the fighters lack the most modern weapons and electronic warfare capabilities, and are less useful as trainers since they are so out of sync with the combat-coded F-22 Block 35s.

Alex Hollings notes in a November 2022 article for Sandboxx the implications of the 2009 decision to stop F-22 production at just 186 planes, with its production lines cannibalized to make way for the newer F-35. Hollings also says the F-22’s technology is becoming increasingly obsolete against evolving Chinese and other adversaries’ air defenses.

In an April 2023 article for South China Morning Post (SCMP), Stephen Chen mentioned that Chinese researchers writing in the Modern Defense journal noted that the F-35 is a more significant threat than the F-22, owing to the latter’s newer avionics and multirole capabilities.

Chen also notes that China has developed advanced counter-air weapons such as the HQ-9 missile system and J-20 fighter jets to blunt the US strategy of penetrating air defenses to attack high-value targets such as airfields and command and control centers.

Hollings notes that the F-22 lacks infrared search and track (IRST) capability, which is now being belatedly retrofitted to the jets. In addition, Thomas Newdick and Tyler Rogoway mention in a January 2022 article for The Warzone that pre-production F-22s lacked IRST and side-looking airborne radar (SLAR) that the US removed from the design due to budget constraints during the plane’s development.

An IRST sensor can detect and track heat signatures at a long range. It is a passive sensor that generates no signal emissions, giving fighter aircraft a “see first, shoot first” capability without compromising stealth. In addition, it minimizes the risk of electronic attack and jamming.

Newdick and Rogoway note that the F-22 doesn’t have enough real estate to retrofit an IRST pod. They say that such an upgrade would distort the plane’s carefully laid-out stealth shaping, while internally fitting IRST would involve significant rework on the F-22’s internal systems, with IRST cooling systems taking up space for future upgrades. 

Not to be outdone, China has also stepped up its development of 6th generation fighters. Asia Times reported in October 2022 that China is working on its rival to the US NGAD program, mirroring the same “system of system” the US uses.

China’s J-20 fighters fly in formation at an air show. Image: China Daily

China sees 6th generation air dominance as featuring exponential increases in signature reduction, the exponential acceleration of processing power and sensing abilities, and the ability to iterate improvements using open systems architecture at the speed of relevance.

With that approach, China has closed the 6th generation fighter development gap with the US, with the US potentially getting the NGAD just a month ahead of China’s version. However, that narrow gap may owe to China’s concentrated focus and incremental approach to fighter development, which contrasts with the US’ leapfrogging strategy.

This focus could result in the J-20 serving as the base for China’s 6th generation fighter, to be incrementally upgraded with advanced, indigenous and evolving technologies.

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Business tough in China as national security trumps all

“PUSHING THE BOUNDARIES” With US-China relations in particular riddled with explosive issues like trade, human rights and Taiwan, Beijing has tightly consolidated its control of sensitive information. Many experts interpreted state TV coverage of the raids as an unambiguous warning to Chinese citizens about the risks of engaging with firmsContinue Reading

G7 summit: Zelensky accuses some Arab leaders of ‘blind eye’ to war ahead of Japan trip

zelensky in jeddahReuters

Volodymyr Zelensky has accused some Arab leaders of “turning a blind eye” to Russia’s invasion of Ukraine, ahead of his trip to the G7 in Japan.

The Ukrainian president made the comments while attending an Arab League summit in Saudi Arabia on Friday.

Of the Arab League nations, only Syria has openly supported Russia’s invasion. Others have sought to maintain good relations with Moscow.

But some states must reflect on their ties with Russia, Mr Zelensky said.

“Unfortunately, there are some in the world and here among you who turn a blind eye to those [prisoner of war] cages and illegal annexations,” said Mr Zelensky.

“I’m here so that everyone can take an honest look, no matter how hard the Russians try to influence, there must still be independence.”

Mr Zelensky also told the assembled leaders in Jeddah that his country was defending itself from colonisers and imperialists, appearing to invoke the Arab world’s own history of invasion and occupation.

Host nation Saudi Arabia has walked a delicate line on the conflict – on the one hand supporting a UN resolution calling for Russia to withdraw its troops and pledging $400m in humanitarian aid to Ukraine, while on the other hand resisting imposing sanctions on Russia, preferring to see itself as neutral on the conflict.

Saudi Crown Prince Mohammed bin Salman renewed his offer for Saudi Arabia to mediate between Moscow and Kyiv to end the fighting at the summit.

Syria meanwhile has only just been readmitted to the Arab League – its leader Bashar al-Assad told the summit there was an historic opportunity for the region to reshape itself without foreign interference.

Mr Zelensky also took aim at Iran, which is not a member of the Arab League, for supplying Shahed drones to Russia. Iran denies supplying drones for the conflict.

The Ukrainian leader will travel from Saudi Arabia to the G7 summit on Sunday, Japan confirmed on Saturday morning. Officials said he will take part in the summit’s leaders’ session and take part in a bilateral meeting with Japanese Prime Minister Fumio Kishida.

Earlier, Mr Zelensky’s office also told Ukrainian media that he would meet with US President Joe Biden “in the next few days” in Japan.

The summit kicked off on Friday with a renewed condemnation of Russia and an announcement of further sanctions.

The group of seven nations, made up of the US, UK, France, Italy, Germany, Canada and Japan, represent the world’s richest democracies. This year, eight other countries including Australia and India have also been invited.

G7 leaders walk with a priest at a shrine in Hiroshima, Japan. Photo: 19 May 2023

Getty Images

The trip to Japan will be the furthest Mr Zelensky has travelled from Kyiv since the war began in February 2022.

In the past few days Mr Zelensky has visited Italy, Germany, France and the UK, where he nailed down promises of military support. He also continues to push allies to provide advanced fighter jets to Ukraine, but so far no country has committed to directly providing them.

Once he reaches Hiroshima he will probably try to persuade more cautious leaders to provide aid, such as Mr Kishida and Indian leader Narendra Modi.

“By showing up in person, it is a chance for him to ensure he does not come away empty-handed, and that he will head back to Kyiv his arms full with the weapons deals that he wants”, including a promise of lethal weapons from Japan, said John Kirton, director of the G7 Research Group think tank.

Though Japan has been hugely sympathetic to Ukraine, its strict military laws have meant that so far it has only given non-lethal defence equipment.

Earlier on Friday, G7 leaders were welcomed by Mr Kishida at the Hiroshima Peace Memorial Park where they laid wreaths to honour those who died in the US atomic bombing which hastened the end of World War Two.

The summit’s first day ended with a statement in which member countries pledged “new steps” to stop the war in Ukraine and promised further sanctions to “increase the costs to Russia and those who are supporting its war effort”.

They said they would “starve Russia of G7 technology, industrial equipment and services that support its war machine” and limit Russia’s revenue from energy and diamond sales.

Separately, British PM Rishi Sunak told the BBC the UK would sanction the Russian diamond industry, and would target more people and companies connected to Russian President Vladimir Putin.

In response to what it termed “anti-Russian” US sanctions, the Russian foreign ministry announced its own set of sanctions on 500 US citizens, including former US President Barack Obama.

The G7 summit, which ends on Sunday, is expected to end with a communique on the war in Ukraine.

Map showing visits by President Zelensky since February 2022

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Japan motorcycle makers revving up on hydrogen

Japanese motorcycle makers Kawasaki, Suzuki, Honda and Yamaha will work together to develop hydrogen-powered internal combustion engines for “small mobility.” In addition to motorcycles, that is likely to include various hydrogen-powered mini-vehicles, small marine vessels, construction equipment and drones.

Each company will develop its own final products. Their current product lines give an indication of what those might be in addition to those mentioned above: three- and four-wheeled minicars, all-terrain and off-road vehicles, snowmobiles, jet skis, outboard motors for small boats, golf carts and multi-purpose engines for the likes of lawn mowers and generators.

The four companies announced this week that they had received approval from Japan’s Ministry of Economy, Trade and Industry (METI) to form a “Hydrogen Small mobility & Engine technology” (HySE) research association with Kawasaki Heavy Industries (KHI) and Toyota Motor as supporting members.

The association’s R&D efforts will be focused on the functionality, performance and reliability of hydrogen-powered engines and the fueling system, including small hydrogen tanks and related equipment.

Japan’s idea of green

The companies participating in HySE, other Japanese auto companies and the Japanese government favor “a multi-pathway strategy” to move beyond gasoline engines and achieve zero-emission transportation.

They have been relatively slow to embrace battery-powered electric vehicles (EVs), preferring hybrids and continuing to develop alternatives including hydrogen fuel cells and now hydrogen internal combustion engines. For this, they have been harshly criticized by Greenpeace and other decarbonization purists.

In response, Toyota’s chief scientist, Gill Pratt, explains that when it comes to carbon neutrality (the term for having a balance between emitting carbon and absorbing carbon from the atmosphere in carbon sinks), “diversity is strength.”

Pratt has been CEO of Toyota Research Institute (TRI) since 2016. Before that, he spent several years at the US Defense Advanced Research Projects Agency (DARPA), where he led the Robotics Challenge, Robotics Research and Neuromorphic Computing research programs. He says,

Making a BEV [battery electric vehicle] requires up to six times more critical minerals than a conventional gasoline-powered vehicle. What’s more, while a battery plant can be built in two to three years, a new mine takes 10 to 15 years to be operational. As a result, despite the planet’s abundance of untapped battery minerals, many experts including the IEA [International Energy Agency] forecast a 30-50% shortfall in battery minerals over the next 10-20 years (roughly the lifespan of an automobile).

For this and other reasons, there is room for hybrids and other alternatives, including hydrogen internal combustion engines. When hydrogen is used as a fuel, the only emission is water. There is no potential shortage of lithium or need to recycle batteries.

But whether HySE’s small hydrogen-fueled internal combustion engines will be a commercial success is a separate question.

A hydrogen motorcycle engine. Image: RideApart

Japan’s hydrogen fueling infrastructure is gradually expanding, with about 170 stations built so far and METI targeting 900 by 2030. But if demand for hydrogen-powered vehicles takes off, stations are likely to be added more rapidly. ENEOS, Japan’s largest automobile fuel distributor, operates about 13,000 roadside service stations nationwide.

Earlier this month, the MK taxi company opened a dedicated hydrogen fueling station for its own vehicles in Kobe. The first of its kind, it was converted from liquid petroleum gas (LPG) by Air Liquide. In the next few years, the French industrial gas company plans to build more hydrogen fueling stations for taxis, buses and long-haul trucks around Japan.

The Cummins precedent

The small-mobility applications HySE contemplates are new but the concept is not. US engine maker Cummins announced its investigation of hydrogen internal combustion technology in July 2021, aiming to develop zero-carbon power sources for heavy trucks, excavators, wheel loaders, drilling rigs and industrial equipment.

At the March 2023 CONEXPO construction industry trade show, Cummins exhibited its new fuel-agnostic 15-liter internal combustion engine platform that can be used with hydrogen, natural gas and diesel. The company has reportedly already received orders for hundreds of the hydrogen-fueled version from the trucking industry.

According to Cummins, hydrogen internal combustion engines “are an ideal low cost zero-carbon solution for high load factor and high utilization applications” because “there are applications where battery electric solutions cannot meet the operational requirements and fuel cells are not yet economically viable.”

A hydrogen-fueled engine “fits in today’s trucks, works with today’s transmissions and integrates seamlessly into the industry’s existing service networks and practices.”

Cummins’ General Manager for Hydrogen Engines Jim Nebergall says, “These engines look like engines, they sound like engines and fit where engines normally fit.” They are the easiest way for a trucking company or other organization to introduce zero-carbon engine technology.

For those who would like to know more about how hydrogen engines work, Cummins has provided a tutorial on its website.

Incidentally, in comparison with Cummins heavy-duty 15-liter engine, the Suzuki Swift hybrid minicar has a 1.2-liter gasoline engine. Yamaha Motor’s WaveRunner jet ski has a 1049 cc (1.049-liter) engine.

Tokyo headquarters

Within HySE, KHI will contribute its experience as one of the participants in Japan’s CO2-free “Hydrogen Energy Supply-chain Technology Research Association” (HySTRA). Toyota will contribute know-how from its work on hydrogen-fueled power units for four-wheel vehicles.

HySE will be headquartered in Tokyo with Kenji Komatsu, executive officer of Yamaha Motor’s Technical Research & Development Center, serving as chairman.

Komatsu declared: “We are committed to this endeavor with a sense of mission to preserve the use of internal combustion engines, which epitomize the long-time efforts that our predecessors have invested.”

Follow this writer on Twitter: @ScottFo83517667

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Bank failures: their causes, and why they continue

“The power to tax [and I would add the phrase ‘the power to regulate,’ or rather ‘guess-ulate’] is the power to destroy.” – Daniel Webster

There have been 553 bank failures in the US since the year 2000. Credit Suisse Group AG, a banking house founded in 1856 that built itself up to become a financial powerhouse of worldwide reach, influence and significance, is among those in trouble. 

You would be mistaken if you thought the Chinese socialist system protects them from capitalistic financial crises. China has found it necessary for its central government to bail out, with many trillions of yuan, subsidiary governments and other Chinese financial entities. 

I use the word “swaps” to refer to this process. I use the word in both its technical meaning as a special kind of highly capitalistic financial document, and also as a generic term to indicate the general obligations taken over by the Chinese senior government from junior entities.

These made it liable to  a web of other financial entities, in some cases international lenders, since the local junior borrowers cannot pay, or at least cannot pay the now increased interest, carrier costs or renewal demands, that, absent a bailout, will drive them into a most capitalistic state of bankruptcy.

That means nobody will lend them money and everybody will demand that the weak borrowers pay up or go bust, taking with them many innocent depositors, investors, capital-needy businesses and a whole host of ordinary economic citizens whose general operations are dependent on the financial web that is needed by socialists and capitalist alike.

The bailouts (a form of re-regulation) have been made neceaary by recent guess-regulations and generally unwise financial actions of governments worldwide, giving rise to the current situation of RI (recession/inflation).

Big Policy mistakes include interest rates of near zero encouraging marginal (at best) investment projects with low real yields that have suddenly been faced with renewal rates that are unaffordable.

They include panic flu-related lockdowns, shutdowns and forced shifts in business investments into exaggerated risk-avoidance along with independently, super-green spending aimed at a problem (in the minds of its critics) a hundred years in the future that caused investors to ignore politically “incorrect” solutions sometimes (as in the case of energy) right under their feet in the form of oil and gas fracking (again that libertarians will consider without preconceived bias).

Real costs obscured

My focus here is not an explanation of those past errors. In this article, I criticize current regulation that takes the form of minimizing, hiding, inadequate response, and worst of all, failing to inform a financially dependent community of citizens in China, America, Europe and everywhere else, just how expensive it will be to address the problem, even in the imperfect fashion now under way.

For example, Janet Yellen, former boss of the American central bank (“the Fed”) and now secretary of the US Treasury, has many times told the public (I paraphrase) “don’t worry, your deposits are safe,” as if that was the main or only problem.

I have been a consultant and visiting professor at the US Federal Reserve, working in the very department that looks after banking problems that required banks to merge, join holding companies, combine in various ways.

This quite often was in order to correct problems that exceeded the monetary competence of the banks that sought help or approval, as they hoped to find the best and, if not the ideal, at least a low-visibility, non-attention-getting solution to their inability to carry on or at least to survive while having a satisfactory level of bank services to customers, to maintain a healthy competitive financial community, and to continue to earn profits satisfactory to their suppliers of bank capital.

Without going into detail about my experience, since my purpose here is simply to list the much larger-than-depositor losses hidden from sight by announcements from all over the world (I mention Yellen merely as an example) from less-than-forthright regulators (and even bankers themselves) who imagine they might thereby exonerate themselves from the responsibility for the degree of trouble we face.

An incomplete but suggestive list of the hidden costs and problems associated with a bailout program includes, first of all, a public display of serious financial trouble. 

The reason most readers don’t know that these 553 failures have occurred is that the first thing bank regulators do when faced with a problem bank is to search, sometimes the world over, to find private investors, takeover banks that come quietly to the rescue, so as to avoid making problems worse via, for example, bank runs that spread.

Bailout plans often include de facto ownership by the government of the doubtful assets that are the source of the problem. This was the case in the United States’ mortgage crisis of 2008. The derivative assets the government took on destroyed big parts of the regulatory apparatus.

Enabling gamblers

Bailouts allow bankers, investors, and financial gamblers to take chances they ordinarily would avoid. They think they are on a one-way highway. They take profits but the government takes the losses. But the losses are real, and somebody has to absorb them, quite without their knowledge or acceptance.

More to the point, the taxpayer, or the plain citizen in a system where the government runs things, gets less than he deserves because government money goes to fixing the past instead of building the future.

Bailouts weaken the entire financial industry because the competitive pressure that results when players are motivated by fear of failure is diminished. 

Big guys get saved with bailouts while small guys, who often are the source of new ideas, are too insignificant to rescue. Government will not take the real risk of trusting intuition, and take on the chance that the little guy with ideas is a better employer of taxpayer money than is the big guy who has lost his edge. 

And of course, sometimes a big guy has ideas so big (Elon Musk wants to take his money to Mars) that not many bureaucrats would finance it. But I bet Musk will be proved right enough often enough to remain the richest man in the world.

Of course, when the regulator, or the rescue agent, has political as well as economic motivation, not all the taxpayer money goes to serve the general interest – some of it, maybe a lot of it, goes to serve a special interest, an interest possessed of political assets, not necessarily very productive ones.

To the extent that previously innovative financial players must take orders from notoriously non-innovative, excessively conservative political bosses, the industry is no longer controlled by makers. The fixers have taken over. 

These problems, the ones that go way past lost depositor money, are feature problems for every financial player in the world. East and West, capitalist and socialist, big and little, all must learn that they only lose the respect of their audience if they give reassurances that paper over the size and complexity of the issues.

Taxpaying citizens will forgive, or at least understand, an inability to solve admitted problems. They won’t forgive duplicity. Regulators who recognize this reality have the best chance of keeping their job – into the long term.

Tom Velk is a libertarian-leaning American economist who writes and lives in Montreal, Canada. He has served as visiting professor at the Board of Governors of the US Federal Reserve system, at the US Congress and as the chairman of the North American Studies program at McGill University and a professor in that university’s Economics Department.

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S,100 for a food delivery job in Singapore: Rider accounts for sale illegally on Carousell

What was left unsaid on the Carousell listings is that people interested in obtaining such accounts are likely to be foreigners. Only Singaporeans and permanent residents can legally work as riders for food delivery platforms. 

Mr Luqmanul Hakim, a local delivery rider, told CNA he also found food delivery rider advertisements in a Facebook group for Malaysians looking for jobs in Singapore. When he replied to one such listing by posing as an interested buyer, he was told he would be working as a rider for foodpanda or Deliveroo.

When CNA contacted the same person, she said vacancies were closed, but that she would reach out if a delivery rider position opened up.

SECURITY MEASURES IN PLACE: DELIVERY PLATFORMS

In response to queries from CNA, foodpanda said it has measures in place to detect improper use of its accounts.

For example, it introduced a “selfie verification” feature in October 2022. Delivery riders must take a selfie of themselves before the start of their shift. Those who are caught exploiting the verification process may have their accounts suspended or potentially blacklisted, foodpanda said. 

Deliveroo’s website states that riders are allowed to appoint substitutes to use their accounts, but these substitute riders have to meet age and residency requirements, among others.

“We have a number of measures to identify fraudulent behaviour and keep these measures under regular review, including (trialling) and rolling out facial verification checks across our international markets with the aim of bringing this to Singapore soon,” Deliveroo said.

The company added that it encourages riders to report anyone they believe to have violated the rules.

In response to queries, Carousell said it is “not privy to and not in a position to enforce” the agreements made between the food delivery platform and the rider.

“However we will review on a case-by-case basis if the platform is able to provide evidence of known illegal activity,” its spokesperson said.

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