Hyundai teases flying car concept ahead of CES – Autoblog

Hyundai will introduce a flying car concept at this year's Consumer Electronics Show as part of a larger vision for a future personal mobility ecosystem, the company announced Friday.

The car yes, we use that term loosely will appear alongside two more conceptual designs. The first, which Hyundai refers to as a "purpose built vehicle" concept, is little more than a flying cargo van; the second is the hub from which these hypothetical vehicles will operate.

The hub is key to Hyundai's vision. Placed throughout urban areas, they will serve as both access points for this quasi-decentralized transportation network and public gathering spaces for their surrounding communities.

"The use of airspace is expected to alleviate road congestion and give back quality time to city commuters," Hyundai's announcement said. It was otherwise light on details. We expect Hyundai will have more to say when it formally presents this vision to the public.

Automakers have expanded their presence at CES in recent years as they make more and more inroads into the mobility space, which encompasses everything from self-driving cars and e-bikes to broader concepts, such as urban planning and redevelopment.

Hyundai's vision for a connected future aligns with many other automakers', not to mention that of several non-automotive entities who are looking to get into the personal mobility game. Porsche announced in October that it has partnered with Boeing to develop what amounts to a flying car, and the latter's aerospace expertise makes their joint venture dubbed Aurora Flight Sciences one of the more promising in the industry.

Promising or not, aerial programs are still a long way off. Even by Aurora's (perhaps optimistic) estimation, demand for eVTOL vehicles won't start to pick up for at least five years. Regulatory realities could easily push that back years, if not decades.

Hyundai's concepts will be on display at the Mandalay Bay South Convention Center on Jan. 6.

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Hyundai teases flying car concept ahead of CES - Autoblog

GW addresses report recommendations to improve research – GW Hatchet

Media Credit: Alexander Welling | Assistant Photo Editor

Miller said his office aims to increase corporate partnerships with University researchers to increase the revenue reaped from research.

The University has been working to fulfill recommendations laid out in the results of the first phase of a faculty-led research reviewreleased in April.

Officials said at a Faculty Senate meeting Friday that the University has upheld its commitment to provide institutional funding for research initiatives and has taken steps to boost undergraduate engagement in research since the ecosystem review launched last fall. Vice President for Research Robert Miller said he will continue to hire faculty with strong research backgrounds and initiate corporate partnerships that will provide researchers with greater revenue-building opportunities and exposure for their projects.

The strategic planning is two things, Miller said. Its one, thinking about what are our disciplines that were actually going to focus on and strive for preeminence, and then the other one is, How are you actually going to implement that?

The ecosystem review is one aspect of the Universitys multi-step strategic plan to bolster its research profile. In April, officials released Phase I of the review, which recommended that the University hire more postdoctoral fellows and improve communication between faculty, staff and students.

Miller said officials have extended funding for programs like humanities research that are not privy to as many external funding opportunities or grants as other programs.

One of the things that the president promised when he came in was that we would maintain support from institutional money to drive scholarship and research in those areas that are not easily attributable for external funding, he said.

Miller said the educational working group that conducted the review created the GW Student Research Commons this academic year, which allows undergraduates, graduate students and postdoctoral fellows to learn about research opportunities.

He said he plans to spearhead partnerships with corporations to build revenue for the school and expand the breadth of research faculty can conduct. Miller said corporate partnerships give researchers opportunities to share their discoveries with wider audiences than if they were conducting individual research.

Its a way of getting our ideas out into society, and I think thats the most important, he said in an interview.

Miller said entities that fund research efforts review research processes to ensure their money is spent the way they intended, and GW received a perfect score on the most recent review. He said the University should prioritize research integrity, or ensuring that research is completed in the way the researchs financier intended, moving forward from Phase I of the review.

Miller said reports from Phase II of the review are due to University President Thomas LeBlanc in February, at which point the review team will begin strategizing how to respond to the reports recommendations.

We cannot afford to have lapses in any of these areas, you cannot afford to have federal dollars that are not going to the work that they do proposed to do, Miller said.

Arthur Wilson, an associate professor of finance, asked Miller how he plans to bolster research in the School of Business, which was not included in the report.

Im from the School of Business, so I guess Im a little bit biased, Wilson said. The School of Business was almost non-existent on your presentation.

Miller said he plans to work with leaders in the School of Business to determine what research topics experts within the school are well-versed in and engage in research activities in those areas.

Its a question of identifying skills and opportunities, Miller said. We need to work with you, with the groups to bring together our expertise in identifying opportunities with your expertise and skill sets where actually can be utilized.

Holly Dugan, an associate professor of english, asked Miller how he plans to address the 30 unresolved issues in non-sponsored research that his presentation noted.

The report is very clear on what could address these issues, including non-release time based on actual marginal costs of teaching replacement centers that allow non-sponsored research participants to connect with one another, rather than cross-disciplinary, Dugan said.

Miller said he plans to form strong lines of communication between research project leaders and the deans of the schools in which the research is conducted to resolve issues.

Its more than that, because it is the interface between academic activity and the administrative activity of the ground support systems that need to come together, he said.

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GW addresses report recommendations to improve research - GW Hatchet

The Top 3 Fintech Stocks to Buy in 2020 – Motley Fool

Financial technology, or fintech, has experienced fantastic growth over the past decade, transforming the way many financial tasks have traditionally been accomplished. This ranges from banking apps and robo-advisors to commission-free trading and mobile payments. Searching for investments in rapidly growing sectors, such as fintech, can be a great way to produce market-beating returns.

For investors looking to juice their investment returns in 2020, here are three fintech companies that just might get the job done: Broadridge Financial Solutions (NYSE:BR), Global Payments (NYSE:GPN), and Square (NYSE:SQ). Let's take a closer look at each to see why I believe these stocks will provide great returns for investors in 2020 -- and beyond.

Fintech is changing the financial industry from the inside out. Image source: Getty Images.

Broadridge Financial delivers mission-critical services to asset managers, banks, brokers, and other financial industry players. Among the many necessary services the company provides are "investor communications, securities processing, data and analytics, and customer communications solutions." The company operates two business segments, Investor Communication Services (ICS) and Global Technology Operations (GTO).

ICS makes up the bulk of Broadridge's revenue, earning $3.5 billion in revenue in 2019, relatively flat compared to 2018's results, with $1.8 billion of this representing recurring revenue streams. This segment comprises the many platforms Broadridge provides to its clients, including ProxyEdge, an electronic proxy delivery and voting solution, and Matrix Financial Solutions, a mutual fund trade processing service. ICS also provides services to corporations that allow them to communicate with shareholders about annual meetings, financial reporting document management, and SEC disclosure and filing services.

GTO reported $954 million in recurring revenue in 2019, an approximate 5% increase year over year. As Broadridge's 10-K, its annual filing with the SEC, states, the GTO segment offers "advanced solutions that automate the securities transaction lifecycle, from desktop productivity tools, data aggregation, performance reporting, and portfolio management to order capture and execution, trade confirmation, margin, cash management, clearance and settlement, asset servicing, reference data management, reconciliations, securities financing and collateral optimization, compliance and regulatory reporting, and accounting."

Whew! These services allow asset managers to cost-effectively manage their books and records, allowing them to focus on their core competencies.

None of these services is sexy, but they are absolutely essential, meaning companies aren't going to stop paying for them during an economic downturn. Asset managers and financial institutions also face mountains of regulatory red tape over these types of communication and equity processing services, meaning they will think long and hard before switching from a proven vendor, such as Broadridge, to a competitor.

Broadridge is not for investors looking to get rich quick. Its revenue growth is lumpy and semidependent on the tuck-in acquisitions that management is prone to make. But the stock has outperformed the market over the trailing 10-, 5-, and 3-year periods, and I don't see any reason that outperformance is going to stop any time soon.

Global Payments' biggest event of the year was its acquisition of Total System Services for a cool $22.15 billion, the second-largest fintech acquisition ever. The deal combined one of the largest merchant processors, Global Payments, with one of the largest payment processors for card-issuing financial institutions, Total System. The combined company has already upped expectations for cost savings and revenue synergies the merger will recognize. It now expects to save $325 million annually and realize $125 million in revenue synergies within three years due to the combination. The acquisition creates a payments powerhouse that will process payments at more than 3.5 million merchant locations, facilitating 50 billion transactions per year, and recognize about $3.5 billion in adjusted EBITDA annually.

While payment processing is largely a commodity, Global Payments has managed to transform about 50% of its payments services into what it calls "technology-enabled solutions." Global Payments now owns eight industry-specific software verticals, and it's within these verticals that its payment processing services are embedded. These vertical software stacks make it much harder for customers to switch payment processing vendors in the future, giving them a lot more to consider than just price.

For instance, in August 2018, Global Payments acquired AdvancedMD for $700 million, a company that provides small- and medium-sized physician offices with cloud-based scheduling, billing, health record management, and payments solutions. Doctor offices that use AdvancedMD's software solutions would not want to swap out its entire back-office software just to switch to another payments vendor -- this comes with a high switching cost, something not usually associated with a commoditized service.

Square is another example of how a company innovated beyond basic payment processing to the point that it was offering much more than a commoditized service. When the company was founded, it offered a cool way for smaller merchants to accept card payments with a simple dongle that plugs into a mobile device, such as a smartphone or tablet. While this was innovative at the time, it was soon copied by a host of other payment processing services. Fortunately for Square investors, the company has since built out an entire ecosystem around its payment processing services.

This ecosystem includes:

Once merchants subscribe to one or more of these solutions, they will think awfully hard before leaving for another payment processing provider. No business wants to disrupt their payroll service just to save a few bucks on facilitating payments.

Not only do these services make Square's ecosystem sticky, but they are also incredibly lucrative and growing at a rapid clip. Subscription- and services-based revenue, where these services are accounted for, grew to $280 million in 2019's third quarter, a 68% increase year over year, and gross profit from this segment rose 82% to $216 million. As long as Square continues to innovate around building out a comprehensive ecosystem for small businesses, it should continue to experience explosive growth, fueling market-beating returns for investors.

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The Top 3 Fintech Stocks to Buy in 2020 - Motley Fool

OPPO announces three initiatives to co-build new intelligent service ecosystem with developers & partners – United News of India

New Delhi, Dec 19 (UNI) Chinese smartphone manufacturer OPPO on Thursday kicked off its 2019 OPPO Developer Conference (ODC) in Beijing under the theme of "Innovation and Intelligence", unveiling a range of initiatives to co-build a new intelligent service ecosystem with developers and partners.

In order to consolidate its global synergies, the Chinese phone maker announced the three new initiatives which include the enhanced developer support program Gravity Plan 2.0, for which OPPO will allocate RMB 1 billion (about USD $143 million) in 2020, the Five System-level Capability Exposure Engines and the IoT Enablement Plan.

In the past year, OPPO has made remarkable progress in building a new ecosystem, boasting more than 320 million monthly active users globally on its ColorOS operating system and accumulating a massive number of users across its applications, services, and content ecosystem. To date, more than 120,000 developers have joined the OPPO open, the platform where its open capability service has been used more than 3 billion times per day.

RMB 1 Billion towards Gravity Plan 2.0 in efforts to connect developers and users.

At the 2018 Developer Conference, OPPO officially launched the "Gravity Plan", an RMB 1 billion program to support outstanding developers worldwide. Since then, the plan has provided resources for more than 2,000 applications, resulting in 9.2 billion impressions and more than 180 million downloads.

Henry Duan, Vice President, Internet Services, OPPO, said in his keynote speech at the event that with the help of ColorOS, which is available in more than 140 countries and regions around the world, the Gravity Plan 2.0 will build on last years plan to provide sustained and all-round support to partners in the four major fields of applications, services, content and going global.

Enabling Multi-scenario Convergent Experiences through Launching Five System-level Capability Exposure Engines.

In order to enable developers to connect to OPPOs system-level capability more smoothly and quickly, and continue to bring better user experience to users, OPPO also launched Five System-level Capability Exposure Engines officially, which include Hyper Boost, Link Boost, CameraUnit, MediaUnit, and ARUnit capabilities. In this way, OPPO will improve user experience together with developers and partners.

Andy Wu, Vice President, Software Engineering, OPPO, said in a keynote speech that, With the launch of the Five System-level Capability Exposure Engines, OPPO will help developers leverage creativity, explore scenarios, maximize value and build a world of intelligent connectivity in which reality and the virtual realm integrate.

IoT Enablement Plan and HeyThings IoT service platform to accelerate the convergence of technology and service

Anticipating the integration and convergence of things to be the future, OPPO announced that it will launch the IoT Enablement Plan, a capacity opening program aimed at opening OPPOs HeyThings IoT protocol, HeyThings IoT service platform, and audio connectivity protocol for IoT partners. The newly-upgraded HeyThings IoT service platform is expected to be deployed through OPPOs open platform in Q1, 2020 while the first phase of the audio connectivity protocol is expected to be in service in June 2020.

Bobee Liu, Vice President, Intelligent Mobile Devices, OPPO, also revealed that OPPO will soon debut its first smartwatch, OPPO Watch, as well as a health platform, which will be positioned as a strategic device that OPPO will use to create a robust ecosystem with its partners. Tony Chen, Founder and CEO said on this years OPPO INNO DAY that OPPO has been more than just a phone maker from the outset. OPPO plans to invest RMB 50 billion (USD 7 billion) into R&D spending in the next 3 years to develop core technologies in hardware, software and system in addition to 5G, AI, AR, big data and other frontier technologies. By actively collaborating with partners across the industry for a future of shared success, OPPO is forging a new ecosystem of smart services in the era of the intelligent connectivity.UNI GK SHK1737

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OPPO announces three initiatives to co-build new intelligent service ecosystem with developers & partners - United News of India

N.S. won’t protect land with ‘globally rare’ ecosystem that company eyes for golf resort – CBC.ca

In the tiny community of Little Harbour on Nova Scotia's Eastern Shore sits 285 hectares of coastal Crown land known as Owls Head provincial park. The name is misleading: it's not actually a provincial park and there are no obvious markings or trails to enter the coastal barrens and wetlands.

But the headland, which has been managed as a park reserve, is notable for some of its characteristics.

According to the province, it's one of nine sites in Nova Scotia with a "globally rare" ecosystem and home to several endangered species. For six years, Owls Head has been one of the provincial properties awaiting legal protection.

But that changed last March when, after several years of lobbying by and discussions with a private developer who wants to acquire the land as part of a plan to build as many as three golf courses, the Treasury Board quietly removed the designation, according to records CBC News received in response to an access-to-information request.

Thissets up the latest situation in Nova Scotia where conservation and environmental protection efforts appear poised to collide with economic development interests as the developer hopes to bring the kind of tourist attraction and job opportunities to the Eastern Shore that Inverness is realizing from the Cabot Links and Cabot Cliffs golf courses.

The decision to de-list Owls Head was made using a minute letter, which is protected by cabinet confidentiality and thus not available for the public to see. Government documents, however, make clear a plan which, until now, has been unknown to the public.

Lighthouse Links Development Company, which is owned by American couple Beckwith Gilbert and his wife, Kitty, is behind the proposal. They already own 138 hectares of land next to the Owls Head property.

Gilbert has a background in merchant banking and has been heavily involved in medical research.

He was not available for an interview, but in an emailed statement he said the couple fulfilled "a dream to own and preserve an unspoiled, natural ocean beach" when they started buying land in Little Harbour 16 years ago.

As he and his wife got to know the community, Gilbert said "it became quickly apparent that additional employment opportunities in the area were needed to encourage people to move to the Eastern Shore, rather than move away."

The idea for one golf course blossomed into two or three after talking to architects, he said.

"They emphasized that multiple adjacent courses were necessary to achieve profitable operations. Since we didn't have enough land for more than one course, we approached the province and proposed acquiring their unused adjacent land."

Gilbert's vision, according to a letter sent on his behalf to then-natural resources minister Lloyd Hines's executive assistant in 2016, which CBC obtained, is for something similar to the Cabot resort or Bandon Dunes golf resort in Oregon.

Chris Miller, a conservation biologist and executive director of the Nova Scotia branch of the Canadian Parks and Wilderness Society, called the proposal "deeply concerning."

Miller said the land is important because of how much there is, allowing for more extensive ecosystems than what is typically found along the coast and because so little of the province's coast is publicly owned and protected.

"It's a place where conservation values and nature need to come first and human and economic development is only within the context of protecting those values," he said.

Like Miller, Nova Scotia Nature Trust executive director Bonnie Sutherland said she had no idea aboutthe change in designation, which still has not been updated on the provincial website.

Sutherland's organization was intending to include Owls Head as part of its 100 Wild Islands project, which aims to protect the archipelago off the Eastern Shore. About 85 per cent of that work is complete.

"We're very surprised and disappointed," she said. "To lose that habitat is very significant."

Sutherland pointed to the endangered species known to live and, in some cases, nest on the land, including piping plovers and barn swallows. Other species of "conservation concern" known to be there, according to government documents, include the ruby-crowned kinglet and common eider.

There are "unique boreal and temperate plants and lichens" and Owls Head is one of nine sites in the province with "the globally rare coastal broom crowberry heathland ecosystem," said the documents.

But Lands and Forestry Minister Iain Rankin said the government was comfortable removing the designation because the land isn't a priority for legal protection.

By removing the designation, the government can now have the land appraised and begin more formal negotiations for a potential sale, said Rankin. The final decision was made by weighing the option to protect with the potential foreconomic development in a rural area, he said.

"There isn't high biodiversity value when you compare [it] to other pieces of land that we've advanced [for legal protection]," said Rankin. He said the decision would not affect the government's ability to reach its goal of legal protection of 13 per cent of all Nova Scotia land.

The golf project has had the support of Central Nova MP Sean Fraser andEastern Shore MLA Kevin Murphy.In August 2018, the company hired former provincialLiberal cabinet minister Michel Samson to lobby on its behalf.

Owls Head isn't the only Crown land Lighthouse Links wants to acquire.

The province is in negotiations with the federal government on behalf of the company to buy about 17 hectares of surplus Crown land next to Owls Head that's home to an automated light beacon and helipad. Ottawa would keep 0.09 hectares, including the helipad and light, and sell the rest to the province for $167,500.

Originally the land was offered for $1, but that required the province to use it for a public purpose. Had the province not engaged Ottawa on the offer, the land would have gone to public sale.

An order in council approving that negotiation was passed in August (unlike minute letters, orders in council are posted online). Rankin said he sees the company's proposal as a good opportunity and said any kind of development would still have to respect the applicable environmental regulations.

"I see golf courses coexisting with opportunities for protecting the environment," he said.

Miller, who said such a development would irreparably alter Owls Head, disagrees.

There remain about 90 properties with pending protected status from the Parks and Protected Areas Plan of 2013 and Miller has repeatedly called on the province to confer legal protection to all of them, a move that would result in about 14 per cent of Nova Scotia's land being protected.

"The government has been dragging its feet and this is exactly the problem," he said."The longer it goes before the legal designation is applied, the more and more likely that it's going to get chipped away and that one site here will get tossed [and] another site will get tossed.

"Some economic opportunity of this or that will come along and before you know it the entire plan is undermined."

A spokesperson for the Lands and Forestry Department said officials are unaware of any other negotiations or requests from private parties for land on the Parks and Protected Areas list that hasn't been approved yet for protection.

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Cool New Hardware Welcomed Aboard Space Station Heres What They Got – SciTechDaily

Astronaut Christina Koch unloads new hardware for the Cold Atom Lab aboard the International Space Station the week of December 9, 2020. Credit: NASA

Astronaut Christina Koch recently gave a warm welcome to a very cool arrival to the International Space Station: a new piece of hardware for the Cold Atom Lab, an experimental physics facility that chills atoms to almost absolute zero, or minus 459 degrees Fahrenheit (minus 273 degrees Celsius). Thats colder than any known place in the universe.

The Cold Atom Lab has been up and running in the space stations science module since July 2018 and is operated remotely from NASAs Jet Propulsion Laboratory in Pasadena, California. Five groups of scientists on Earth are using the Cold Atom Lab to conduct a variety of experiments to help answer questions about how our world works at the smallest scales.

The new hardware includes an instrument called an atom interferometer that will allow scientists to make subtle measurements of gravity and probe fundamental theories of gravity. Further development of this technology in space could lead to improved inertial-force sensors, which could be used to design tools for enhanced spacecraft navigation, to probe the composition and topology of planets and other celestial bodies, and to study Earths climate.

The Cold Atom Laboratory (CAL) consists of two standardized containers that will be installed on the International Space Station. The larger container is called a quad locker, and the smaller container is called a single locker. The quad locker contains CALs physics package, or the compartment where CAL will produce clouds of ultra-cold atoms. Credits: NASA/JPL-Caltech/Tyler Winn

Chilling atoms to such low temperatures slows them down significantly, enabling scientists to study them more easily. (Room-temperature atoms move faster than the speed of sound, while ultracold atoms move slower than a garden snail.) Ultracold atom physics has led to breakthroughs such as the discovery of superfluidity and superconductivity, as well as the production of a fifth state of matter, called a Bose-Einstein Condensate (BEC). First predicted in the 1920s, BECs allow scientists to observe quantum behaviors of atoms on a macroscopic scale.

Physicists have been using ultracold atom facilities in Earth-bound labs for more than 20 years. But CAL is the first such facility in Earth orbit, where the microgravity environment provides scientists longer observing times for individual bunches of atoms and may allow for colder temperatures than what can be achieved on the ground.

Ultracold atoms also provide a window into quantum mechanics, where particles can behave in strange ways, such as spontaneously passing through physical barriers or communicating instantaneously over long distances. The study of quantum mechanics has led to the development of such ubiquitous technologies as lasers, semiconductors and transistors. By making the leap into Earth orbit, the Cold Atom Lab may open the door for the development of quantum technologies in space.

About the size of a mini refrigerator, the Cold Atom Lab will be equipped with the newly arrived hardware in 2020. Designed and built at NASAs Jet Propulsion Laboratory in Pasadena, California, the Cold Atom Lab was is sponsored by the International Space Station Program at NASAs Johnson Space Center in Houston, and the Space Life and Physical Sciences Research and Applications (SLPSRA) Division of NASAs Human Exploration and Operations Mission Directorate at NASA Headquarters in Washington.

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Cool New Hardware Welcomed Aboard Space Station Heres What They Got - SciTechDaily

Elon Musk becomes the International Space Station’s weed guy in March – The Next Web

SpaceX has reportedly been tapped by a company called Front Range Biosciences to smuggle some drugs from Earth to the International Space Station in a mission set to launch in March.

Just when I think Elon Musk cannot possibly be more irresponsible and idiotic, he goes and pulls a stunt like this and totally redeems himself.

Okay, maybe not totally. Abusing the court systems to make calling someone a pedo guy okay isnt exactly a good use of anyones time. And I still maintain that naming Teslas driver-assistance feature Autopilot is criminally misleading. But, all that being said, studying how space affects cannabis and coffee is something that could benefit all humankind. Well call it a step in the right direction.

According to a press release from Front Range Biosciences:

The experiment, being targeted for transportation to the space station aboard the SpaceX CRS-20 cargo flight scheduled for March 2020, will look at how plant cells undergo gene expression changes or genetic mutations while in space. Front Range Biosciences is providing the plant cultures, while SpaceCells will provide expertise, management and funding for the project.

If youre imagining a bunch of astronauts getting high in zero gravity, Im sorry to have to burst your bubble but the cannabis plants and seeds thatll make their way into space next year are hemp strains. Hemps great for a lot of things, but getting high isnt one of them.

Still, were on the cusp of a great new space age thatll involve sending humans deeper into space than weve ever gone and for longer periods of time. Well need to figure out how to grow plants in space and on alien soil, especially if the climate crisis changes the rules for plant life on Earth.

Musk, the CEO and founder of SpaceX, probably isnt involved at an intimate level. And, to be clear, Front Range Biosciences and its partners SpaceCells USA Inc. and the University of Colorado are the bodies responsible for the mission.

But, for all his faults, its hard to imagine NASA using a government-owned craft to mule Schedule 1 narcotics across all the borders. Musks boyhood vision of building his own rockets is paying off for the scientific community at large and, to a small degree, the pro-cannabis one as well.

Associating hemp and coffee with science in the same breath is a means of normalizing marijuana. Either that, or demonizing coffee. I prefer to see the dime bag as half full.

For more information about Front Range Biosciences research, check out its website.

Read next: Instagram influencers can no longer promote vaping, guns, or cigarettes

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Elon Musk becomes the International Space Station's weed guy in March - The Next Web

Elon Musk’s SpaceX to send marijuana to International Space Station next year – Livemint

San Francisco: Elon Musk smoking weed live on air is still fresh in mind and now, an agri-tech company named Front Range Biosciences is planning to send marijuana to the International Space Station (ISS) onboard a SpaceX cargo flight in March next year to understand the impact of gravity on weed.

The plant cell cultures of hemp (a form of cannabis) and coffee will be shipped off in the SpaceX "CRS-20" cargo flight set for launch in March, reports Digitaltrends.

To send the tissue cultures to space, Front Range Biosciences has partnered with tech startup Space Cells and BioServe, a research institute in the University of Colorado, Boulder.

"This is one of the first times anyone is researching the effects of microgravity and spaceflight on hemp and coffee cell cultures. This is an opportunity to see whether those mutations hold up once brought back to earth and if there are new commercial applications," Dr Jonathan Vaught, Co-Founder and CEO of Front Range Biosciences, was quoted as saying.

The cultures will remain in an ISS incubator for 30 days while BioServe Space Technologies monitors those remotely from the University of Colorado, Boulder.

After 30 days, the cells will be sent back to Earth so that the researchers can see how the DNA has been affected by fluctuating gravity levels and cosmic radiation.

The aim is to check how microgravity affects plants and if the exposure of space radiation can affect their genes.

NASA Administrator Jim Bridenstine last year said that SpaceX founder Musk will not be smoking weed in public again.

Speaking on Musk's infamous marijuana consumption during "The Joe Rogan Experience" podcast, the NASA chief said "that was not appropriate behaviour" and people will not be seeing that again.

Bridenstine said he spoke with Musk that he does not want NASA contractors engaging in questionable behaviour.

This story has been published from a wire agency feed without modifications to the text. Only the headline has been changed.

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Elon Musk's SpaceX to send marijuana to International Space Station next year - Livemint

Fox Sports 1 Utilized Video Call Center to Extend Reach of Shows Like The Herd with Colin Cowherd – Sports Video Group

Fox Sports 1 is using the video caller-based production platform from The Video Call Center (VCC) to extend its ability to bring key sports personalities and guests on the air.

Using the VCC platform, FS1 can bring guests live to air for two-way conversations using only the smartphone or other convenient devices available to the guest from anywhere in the world. Currently, the VCC platform is used throughout the week in the production of The Herd with Colin Cowherd.

The best technologies make a show better for the audience and the production team and the VCC does that remarkably well, said Fox Sports Senior Vice President of Production Whit Albohm. The video quality is excellent and the flexibility means we can put the best names in sports on-air any time with minimal preparation to talk about the most current topics of the day. Our producers and our talent appreciate the flexibility and ease of the VCC platform and that the VCC team members feel like part of our family.

The collaboration began when Colin Cowherds producers went looking for a more reliable two-way live video remote solution that would enhance, rather than impede, the show. With its ultra-low-latency, high quality, two-way video call connections, easy video call setup, and experienced video call production team, the VCC solution enables Cowherd to engage his guests in the lively back-and-forth banter that is the staple of the Herd style.

Flexibility and efficiency are the hallmarks of the VCC platform, providing FS1 with an effortless means of initiating live interviews with coaches and athletes, as well as Fox Sports correspondents. Remote participants only need a smartphone with standard mobile data or WiFi connection to appear on camera. Producers can establish first video in as little as 24 seconds via a text sent to the guest from VCCs StageDoor system. They never have to download software either, as the VCC uses standard native video calling capabilities built into all smartphones including Apple FaceTime and WebRTC-based Gruveo and Jitsi, as well as popular video call apps like Skype.

The Herd originates in LA, but during a given sports season producers need access to players and commentators spread all over the country with highly variable schedules.

The VCC service for FS1 combines VCCs expert production staff with patented technologies that together ensure long duration, stable connections with no lag that make natural, effortless conversation possible between host and guests. Monitors on the set at FS1 let the show host see their guest, while the VCCs exclusive instant return video makes sure that guests can also view the hosts on their phone, all in real-time.

We are thrilled to be supporting FS1 in creating some of the premier sports talk on the air today, said VCC CEO Larry Thaler. We think that the keys to the best live television are having access to the most relevant, recognizable voices and making it easy for them to have sustained, effortless, face-to-face conversation anytime, from anywhere. We look forward to supporting FS1 as it continues to innovate sports television.

Viewers can see VCC remotes on FS1 most weekdays, with the Herd airing as many as three live, VCC remote guest segments per show.

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Fox Sports 1 Utilized Video Call Center to Extend Reach of Shows Like The Herd with Colin Cowherd - Sports Video Group

Fox Sports 1 Dials Up VCC for The Herd With Colin Cowherd – TV Technology

PALISADES, N.Y.Colin Cowherds guests on his Fox Sports 1 showThe Herd With Colin Cowherdare dialing in with help from the Video Call Center. VCC announced that it has provided its caller-based production platform to the sports network, which enables two-way phone/video interviews to be established using only the guests smartphone or capable device.

Remote participants can utilize the VCC platform with a smartphone that has standard mobile data or a Wi-Fi connection to conduct a video interview. FS1 producers can establish the video connection via a text with VCCs StageDoor system. VCC uses standard native video calling capabilitiesavailable in smartphones that feature Apple FaceTime, WebRTC-based Gruveo and Jitsi, as well as video call apps like Skypewithout downloading software.

VCC also provides its production staff with patented technologies that help ensure durable, stable connections with no lag, according to VCC. The videos can be displayed on the sets monitors, while VCCs instant return video enables the guest to see the host on their phone in real time.

According to VCC, The Herd uses VCC for as many as three live remote guest segments per show.

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Santa takes to the high seas – Eternity News

This Christmas, thousands of invisible workers will spend the day miles away from their family and perhaps even from the nearest land. These often forgotten workers are seafarers, who spend an average of eight to 11 months at sea as they ship cargo around the globe.

In their remote, watery world, many seafarers not only spend the entire Christmas season away from those they love, but they often miss the most significant moments in family life.

Separation from family is the number one problem. Garry South

You can just imagine telling your wife and your children Ill see you next year. Thats a really hard thing for some of them, especially if their wife is expecting. They miss the birth. Theyre on board for another four or five months and they see pictures of their new baby, but they cant hold them, chaplain Garry South explains to Eternity.

South is one of the few people who has regular contact with up to 38,000 seafarers each year as they pass through Port Hedland Seafarers Centre, on the north coast of Western Australia. These workers power the ships that visit the port to export the Pilbara regions lithium and iron ore resources to China and beyond. Port Hedland is the worlds largest mineral export port, and also Australias biggest port based on total annual tonnes shipped from it.

For the past nine years South has served there as port chaplain for Mission to Seafarers a worldwide ministry of the Anglican Church that provides practical and pastoral care to seafarers and their families in more than 30 Australian ports. Over the years South has discovered the toll that demanding conditions and isolation take on seafarers and their loved ones.

Separation from family is the number one problem if their children are sick or things happen at home, they cant go home. And then if a seafarer is injured or sick on board, they dont always get help because theyre too far out to sea. You sometimes have deaths on board.

South gives another example of a young Japanese cook who discovered his sister was gravely ill just one month after his contract started. Within two months, his sister passed away but he said he couldnt go home because I have a wife and a three-year-old daughter, and if I go home I lose my contract.

So, basically, he had to stay on board.

While employment conditions are not as bad as they used to be, according to South, the chaplain says theres still a lot of improvement to be made. In particular, he singles out support for the mental health of seafarers.

I go to the hospital and visit those that have been injured or sick and its just really sad. Theyre worried about how theyre going to survive because theyre worried their contract will be cancelled For the seafarers, having someone to show them a little bit of interest and try and help them, it lifts them up.

Its about trying to identify with whats going on in their world When we finish work we can go for a walk or go to the supermarket; when they finish work they can only go to their cabin. Garry South

On an average day, South hops into a launch boat and visits at least two ships anchored in the port, staying on each vessel for a couple of hours to chat to the crew. He also takes the opportunity to hand out Bibles, which are funded by Gideons and Bible Society Australia.

Im finding a lot more Myanmar crew coming to Port Hedland now A lot of them are Buddhist and Im giving out lots of childrens Bibles. The Filipinos and Myanmar crew are quite happy to receive a childrens Bible. When they get home, theyll send me a picture of them with their children and wife.

South continues: Recently I was on board a vessel and I spoke to a Myanmar captain. I think he was trying to convert me to Buddhism. It was an interesting conversation because in Buddhism, there is no forgiveness. So I was able to tell him that my Gods into forgiving.

Garry South (centre front) with crew from Myanmar

Souths conviction about the ability of chaplains to change lives comes from a place of personal experience. As a young man he was converted by a chaplain during a 15-minute conversation in a hospital, after a motorbike accident.

God really got my attention then it was a turning point, says South, who afterwards began attending an Anglican church in his home town of Forbes in central-west NSW.

He later entered into church ministry in Narooma on the south coast of NSW, then worked in chaplaincy for a juvenile justice centre in Wagga Wagga in the NSW Riverina and in a drug rehabilitation centre near Coffs Harbour in northern NSW. Then he received a phone call inviting him to take up the chaplaincy position at Port Hedland.

This year, South and his wife Kathy have also taken over management of the local visitors centre to help fund the chaplaincy work. The importance of the couples contribution hasnt gone unnoticed, with South winning the 2019 International Seafarers Personality of the Year award.

For South, it is a labour of love. With most of his three daughters and grandchildren living far away, he says, we understand seafarers a little bit because we only get to go back once a year to visit [our family]. Its about trying to identify with whats going on in their world. What I try and do is to take my shoes off and put theirs on. When we finish work we can go for a walk or go to the supermarket; when they finish work they can only go to their cabin.

And so, South is quite prepared year after year to spend his Christmas serving seafarers.

Since November 30, staff at Port Hedland Seafarers Centre, along with community volunteers, have been packing 2000 Christmas gift bags to give to seafarers. The bags, largely funded by mining companies, each contain souvenirs from the centre (such as a cap and drink bottle), as well as practical items (like toothpaste and a toothbrush) and Christian literature. This year they will also contain beanies hand-knitted by nursing home residents and provided through a local Rotary club.

Crew receive gift bags via helicopter

We start giving the Christmas bags out to each individual seafarer around December 21 for vessels leaving our port then, South explains. Then on Christmas Eve day, I usually fly out to an anchorage which is 16 miles out. So we land the helicopter on a ship there and the crew come and meet us on the helipad, and we give them the bags and then we fly over to the next vessel. Last year I went to about 36 vessels out there.

Then on Christmas Day, we go around the harbour and deliver direct to the vessels that are alongside. Theres 19 berths, so we go around the harbour on the launch boat to each vessel and drop off the Christmas bags.

While Garry admits this outreach is full-on and exhausting, he adds, I have the seafarers thanking me for the presents for the whole of the next year.

But for Garry, the biggest payoff is just seeing the seafarers actually getting looked after.

To find out more or support the Mission to Seafarers visit mts.org.au. To visit the Port Hedland Seafarers Centre directly head to phseafarers.org.

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Santa takes to the high seas - Eternity News

Investigating salmon mysteries on the high seas – National Observer

On a late night last February, oceanographer Brian Hunt walked onto the deck of the RV Professor Kaganovskiy and looked out upon the unseasonably calm waters of the Gulf of Alaska. What he saw in the night ocean surprised him: the ship was surrounded by glowing golden jellyfish, their bell-shaped hoods illuminated by the ships floodlights.

It was a mega swarm of Chrysaora melanaster, also known as the northern sea nettle. They're a species of jellyfish often found in the Bering Sea, with heads the size of dinner plates and stinging tentacles that trail for three metres.

I never expected to see that, says Hunt, who has participated in research expeditions covering five oceans. Ive seen jellyfish mega swarms in coastal waters several times, but I have never seen anything like that in the open ocean. It was a phenomenon.

Hunt, an assistant professor of oceanography at UBC's Institute for the Oceans and Fisheries, was part of a team of 21 international fisheries researchers on the Russian research shipall trying to understand better why some salmon survive their time at sea, and some dont.

Northern sea nettles have a voracious appetite for the same small aquatic creatures on which many salmon also rely. Their presence in these waters about 1500 kilometres from Vancouver added to researchers questions about the survival of the estimated 55 million Pacific salmon present in this part of the northeast Pacific.

The high-seas science conducted on the Professor Kaganovskiy last February by the International Gulf of Alaska Expedition is currently providing the sharpest snapshot ever taken of the areas ecosystem. The diverse crew included genomic experts, physical and biological oceanographers, biologists, hydrologists, and more, all hailing from five salmon-bearing nations of the Pacific Rim: Canada, Korea, Japan, Russia, and the US.

Scientists know that all six Pacific salmon species enter the Gulf of Alaska for years at a time, before some return to natal fresh water streams around the Pacific Rimbut what happens during their multi-year ocean migrations remains one of the great mysteries of nature.

Other than data from a series of remote weather stations and a limited 2006 Japanese survey, very little is known about the ecosystem of this vast area of ocean.

Climate changeincluding phenomena like the oceanic heatwave dubbed "the Blob that spiked temperatures throughout the northeast Pacific beginning in 2013is complicating this already shaky understanding of oceanic conditions.

The economic stakes are high when it comes to understanding the lives of salmon. Russian and American fisheries alone caught a combined total of over 950,000 tonnes of Pacific salmon species in 2018a catch worth billions of dollars.

Meanwhile British Columbia's Fraser River sockeye fishery, one of Canada's most valuable (and part of a wild Pacific salmon industry worth over $55 million annually), had the lowest returns on record in 2019. This crash coincided with massive salmon returns to Alaska's Bristol Bay, the biggest sockeye run on earth. Scientists and fisheries managers need to know why these booms and busts are happening, and the high seas are where many answers may be hiding.

Part of the reason the Gulf of Alaska is something of a black box is the risky nature of taking expedition vessels there: in winter, waves can build over thousands of kilometres of uninterrupted ocean to 20-metre swells, amid winds that can gust to 185 kilometres per hour. Undaunted by the risks, the international team set out to sample more than 60 locations on a grid set across 700,000 square kilometres of open ocean.

The insights they gathered will be shared among them, and enriched by similar survey data gathered elsewhere in the Pacific, mainly by Russian researchers.

A big part of my interest in this expedition was the idea of having an international body of scientists come together, says Kristi Miller, one of the worlds foremost marine genetic molecular scientists and head of Applied Diagnostics, Genomics and Technology at Nanaimos Pacific Biological Station.

Its an opportunity to really build bridges between the salmon and oceanographic research groups in all of these different countries, and possibly beyond the Pacific.

As it turned out, the weather was on the researchers sidemostly. The worst they experienced were winds of 110 kilometres per hour and 10-metre waves.

Laurie Weitkamp, a salmon biologist with the Northwest Fisheries Science Center at Newport, Oregon, says that was plenty bad enough. She compares the experience to the ship being strapped to a bucking bronco.

The month-long expedition began in the middle of February. Researchers chose the dead-of-winter timeframe because that season is the least-studied time of year in the high seasand because the first winter spent in the open ocean is thought to be the leanest for young salmon in terms of food availability.

If a salmon is to survive to return and spawn, the theory goes, their first winter at sea is the most critical test.

Once out on the high seas, researchers dragged a trawl net at over 60 separate sampling locations. Weitkamp oversaw the recording of data at many of the sample points. She remembers excited clusters of scientists, regardless of discipline, crowded around to get a first glimpse of what the trawl net brought in.

Chum, coho and sockeye were the most abundant salmon that came up in their nets. Along with them came 16 non-salmonid fish species and 11 types of squid, but the majority of biomass brought on boardwhich fits with Brian Hunts night-time swarm sightingwas jellyfish.

There were other surprises. Coho salmon are generally thought to prefer coastal areas, but researchers found them in significant numbers over a thousand kilometres offshore. Pink salmon, on the other handexpected to be plentiful this year, especially in southern watersdidnt show up in great numbers.

Significant, confusing variations turned up when scientists looked in the stomachs of the fish, says Weitkamp. For example, multiple skinny, starving chum salmon were caught alongside chum that had full bellies and were apparently healthy.

We were like, Where have you guys been? What are you doing thats so different?

Perhaps the biggest surprise for Weitkamp and her colleagues was the near-total absence of large predators of salmon in the sample trawls. In addition to salmon sharks, thought to be abundant, they expected to see sleeper sharks and possibly even great whites, although no one is sure that the latter range that far north.

When we go sampling off the Oregon coast we get a lot of dogfish, we get blue sharks, nurse sharks, and in the summer there are thresher sharks. But out there we didnt get any big sharks, so its really puzzling, says Weitkamp.

An additional point of interest came not from animals but from pollution. Gennady Kantakov, an oceanographer with the Moscow-based Far Eastern Ecological Center, used a specially-designed near-surface net to measure microplastics, and found lower plastic particles than expected.

His collaborator, Matthias Egger, the lead field scientist for the Netherlands-based group The Ocean Cleanup, says they found an average of 9,000 plastic particles larger than 0.5mm per square kilometre; by contrast, concentrations in the North Pacific subtropical gyre, also known as the Great Pacific Garbage Patch, are more than 100 times higher: over one million pieces per square kilometre.

A possible explanation is that the sea surface currents in the Gulf of Alaska turn counter-clockwise and tend to expel material, unlike the subtropical oceanic gyres that typically capture and retain drifting surface materials.

Hunt remains puzzled why there were so many jellyfish in the Gulfby his calculations, about 1.2 million tonnes of them, mostly concentrated in the northern part of the sampling area. He now believes that the jellyfish originated from shallower waters near the Aleutian Islands, from which they ride currents into the Gulf of Alaska.

Id love to know if this is normal or something anomalous, he says of the mega swarm. We dont have the information to get at that yet.

For Hunt and some of his collaborators, a next step post-expedition is to create a map of the Gulf of Alaska marine food webone that would shed more light on the complex network of interactions and predator-prey relationships in the ecosystem. By tracking a specific nitrogen isotope that persists in the bodies of all marine life, Hunt will be able to create a first-ever picture of what salmon and many other creatures in the Gulf of Alaska eat over time.

The expedition was the brainchild of Fisheries and Oceans Canada Scientist Emeritus Dick Beamish, who worked with Pacific Salmon Foundation CEO Brian Riddell to privately raise funding from the Canadian federal government, the BC provincial govermment, NGOs, industry and private donors. The expedition was recognized as a signature project of the International Year of the Salmon (IYS), a global framework for salmon conservation and awareness led by the North Pacific Anadromous Fish Commission (NPAFC) and other partners.

Beamish and Riddell hope to pull together another voyage in 2020, and in 2021 the NPAFC and partnersincluding all five member countriesare planning a five-ship pan-Pacific expedition. The Canadian government and the province of BC have contributed $3 million over three years towards the 2021 cruise as part of the BC Salmon and Innovation fund. These two expeditions would allow a deeper exploration of the data and anomalies seen on the first voyage and help researchers understand how things change over time, and over the full breadth of the North Pacific.

Hunt hopes to be among the researchers on future missions, as does Weitkamp, who says it will take at least five consecutive trips to be able to put this years findings in any sort of context.

We went out there just this one time in winter. Imagine going to New York City on New Years Eveyoure going to get a very different perspective of what the city is like than if you go to the same place on a Monday night in November.

Editor's note: This story was made possible by support from Tides Canada, the North Pacific Anadromous Fish Commission and the Pacific Salmon Foundation.

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Investigating salmon mysteries on the high seas - National Observer

Spill and Run: Brazil Struggles to ID Tanker Behind Oil Pollution – The Maritime Executive

Government employees clean oil from Japaratinga beach in Brazils Alagoas state (Image: Lo Malafaia/China Dialogue)

By China Dialogue Ocean 12-20-2019 02:00:00

[ByManuela Andreoni,Letcia Casado and Lo Malafaia]

After a long day collecting what felt like tonnes of crude oil from one of the most beautiful beaches in the Brazilian state of Pernambuco, Vandecio Sebastio Santana was tired and frustrated.

This oil is coming from the high seas. Not from near here, he yelled. Do you think our work here in the sand is enough? Its not.

Santana is one of thousands of volunteers who have been cleaning Brazils beaches since mysterious oil patches started staining them in late August. They have been battling to protect the ecosystem that gives them fish to eat and sell and beautiful scenery to attract tourists. Their oiled hands and legs have featuredin mediaacross the country and the world.

What looked at first like a small leak has now become one of Brazils most serious environmental disasters. Hundreds of beaches have been polluted in 11 states, covering more than half of the countrys coastline. At least 106 animals, mostly sea turtles, have died.

Investigators have come to believe that Venezuelan oil leaked from a ship travelling in international waters hundreds of kilometres off Brazils coast. But the culprit remains elusive.

Gaps in governance

The disaster has highlighted the challenge of enforcing global shipping industry rules across the vastness of the ocean. Leaking vessels have caused several catastrophes at sea.

In 2002, the oil tankerPrestige sankoff the coast of Spain, causing the worst environmental disaster the region had ever seen. In 2010, theDeepwater Horizonoffshore drilling rig exploded in the Gulf of Mexico, causing the largest-ever spill in US waters. Last year, an Iranian tanker carrying one million barrels of oilcrashed into a freighterin the East China Sea, raising fears for marine life.

A crab trapped in oil on Japaratinga beach, Alagoas state (Image: Lo Malafaia/China Dialogue)

While many experts agree the laws governing the global shipping industry are comprehensive, enforcement is highly fragmented. Inspecting ships is sometimes the responsibility of three separate countries: the flag state that registered the ship; the port state where the ship docks; and the state in whose waters the ship is sailing.

Its still common for vessel owners to go for a so-calledflag of convenience, which means registering the ship in a country with weak regulations. Many of these countries have vastly improved their inspections in recent years. But some of the most popular flag countries, such as Panama and Greece, have thousands of ships to inspect, which can overwhelm them.

The framework is pretty good, said James Kraska, a professor of international maritime law at the US Naval War College in Newport, Rhode Island. Whats not good is compliance. There are a few problem states undermining the system. And then there are the illegal networks, the criminal networks.

These networks are commonly involved inillegal fishing. But they have also become a concern around countries suffering from trade sanctions, which have more reasons to turn a blind eye to smugglers.

The networks often usedark ships ships that turn off transponders to make themselves invisible to monitoring systems. They have been found smuggling Venezuelan oil to evade US sanctions, raising concerns among Brazilian officials that they may be behind the disaster.

But that is speculation. The origin of the spill remains a mystery. Leandra Gonalves, a researcher at the University of So Paulos Institute of Oceanography, says the fragmented system of governance means some problems, such as the leak, never get reported. Fixing it is key to strengthening the international safety net.

There is a gap in the international governance of oceans, she said. And this gap must be closed.

Stopping the black tide

Santana was born and raised in Cabo do Santo Agostinho, a small beach town in the northeast of Brazil. Aged 36, he works as a paddleboard teacher, catering to thousands of tourists each year.

Not everyone has studied [or] has a job here, he said. We depend on tourism.

Vandecio Sebastio Santana manually cleans oil from mangroves in the Massangana river estuary, Pernambuco state (Image: Lo Malafaia/China Dialogue)

When the China Dialogue team met Santana, he had been cleaning the beach for 17 days. Atop his paddleboard, he collected the oil wearing four pairs of gloves to avoid contamination.

The thousands of Brazilians that, like Santana, gathered to desperately clean beaches were mostly improvising. Without proper equipment or guidance, they struggled to clean blobs of highly viscous crude oil off the sand, mangroves and rocks.

Across the two states China Dialogue Ocean visited, there were dozens of empty fish stalls and restaurants. Sales, shop owners said, had dropped 80%.

Clients think the fish and shellfish are contaminated, Demtrio Melo, who works at a fishmongers in the city of Olinda, said. They are scared.

The problem is made worse because many fishermen here live in poverty and depend on the fish they sell. This is the case with Maria do Socorro, a 51-year-old who lives with her husband and daughter in a 20 square metre wooden house with a dirt floor in the beach town of Nova Cruz.

The fish are oiled, she said. No one will buy them.

The scale of the damage to the environment is still unknown, but more than 10 nationally-protectedenvironmental reserveshave been poisoned. Valmir Ramos da Silva, director of environment in the city of Barreiros, Pernambuco, left his office to help other residents clean up.

We are mostly worried about the river, the estuary, he said. This is one of the least polluted estuaries in Brazil. This wont only affect biodiversity, but also fishermen. That is their ncome.

An improvised floating barrier to block oil contaminating the Boca da Barra estuary, Pernambuco state (Image: Lo Malafaia/China Dialogue)

From August to late November, the oil has reached more than 800 beaches, little by little. On several, volunteers were able to clean most of the oil only to see it show up again a few weeks later.

As Santana worked under the sun with no pay, he watched many in his town go hungry because they couldnt fish. But he also knew nothing they did would be enough to stop the black tide.

This work we are doing needs to be the last one, Santana said. But we dont have vessels to go to the high seas. And we have no structure to hold off the oil that is coming.

Frustrationatslow government response

Fishermen, environmentalists and academics alike were frustrated with what they saw as government inaction.

Officials in cities werediscarding the oilcollected from the beaches in landfills and abandoned buildings, ignoring environmental standards. Volunteers didnt get medical attention and there wasnt enough equipment to clean up the oil.

Skips full of oil-contaminated sand collected on Boca da Barra beach, Pernambuco state (Image: Lo Malafaia/China Dialogue)

Many accused the government of far-right president, Jair Bolsonaro, of not doing enough. Bolsonaroonly orderedan investigation into the matter on 5 October, 41 days after the disaster began.

On18 October, federal prosecutors even went to court to force the government to act.

The government insists on saying everything is alright. Its not, prosecutor Ramiro Rockenback told reporters. Whats happening is very serious.

Mission impossible: finding the source

The source of an oil spill of this magnitude would seem easy to identify. Its pretty easy to see an enormous tanker struggling at sea as tonnes of oil spills out of it. Companies generally report it, and an aircraft would easily be able to see it.

Not this time. Researchers believe the spill happened roughly a month before it reached the Brazilian coast. By then, a ship, even if it was struggling, would already be gone.

The satellites that roam over us have a limited capacity for collecting and storing data. Over the high seas, their images cannot capture the surface in enough detail to reveal the texture of an oil spill. Anything smaller than 500 square metres is pretty much invisible.

Many, including Brazils national environmental protection agency, said it was impossible to catch the culprit using satellites. But some tried regardless.

Leonardo Barros runs a company called Hex that specialises in geospatial technology. He and his team volunteered to help the government.

There is no doubt the biggest challenge is the availability of data, Barros said. This makes the work more complex and even innovative.

Oil-covered boots used by volunteers at the governments clean-up base on Itapuama beach, Pernambuco state (Image: Lo Malafaia/China Dialogue)

Using models to determine the ocean currents and winds, they identified a rough area where the oil could have spilled: the South Equatorial Current, which comes from Africa and splits nearer Brazils eastern tip, travelling north and south of the coastline. Other researchers agreed.

They then collected the images of satellites belonging to Nasa and the European Space Agency, and processed them. Roughly 700km away from Brazils coast, they spotted an indication of a stain over 200km long, and a ship they couldnt identify.

The next step was to collect ship location data using the automatic identification system, which tracks all ships that have turned on their transponders, as they are obligated to do. Hex was able to find four ships in the area at the time they thought the spill occurred. Only one was carrying Venezuelan oil the Greek-flagged Bouboulina.

Hexs report was the basis for a federal police investigation in early November that fixed the Bouboulina as the main suspect. But the Greek company that owned it, Delta Tankers, strongly denied any oil had leaked from its ship.

A tourist tries to remove oil from her foot on Japaratinga beach, Alagoas state (Image: Lo Malafaia/China Dialogue)

This week, Pedro Binelli, a representative of Brazils environmental protection agency, Ibama, told Congress his team believes the stain spotted by Hex was nothing but chlorophyll, a green pigment that indicates the concentration of microscopic organisms called phytoplankton in the water.

Researchers, Binelli said, were now looking for the culprit even further away, closer to Africa.

The more time goes by, the harder it becomes to find the origin of the oil stains,he toldthe G1 news website.

Other researchers working independently came up with more theories. At theFederal University of Alagoas, a professor pointed to a ship called Voyager 1. The American NGOSkytruthlooked suspiciously at a ship called the Amigos. Both backtracked from their initial discoveries days later.

Barros explained his companys report was only one element to help the investigation, and that a dark ship could also have been the culprit.

In that time period, in that place there were four vessels, he said. Does that eliminate the possibility that an unidentified vessel was also there? No.

Who pays for the pollution?

The investigation seems stuck. But there are mechanisms to protect member states of a few international conventions against oil spills even when the source is unknown.

One of them, which establishes theInternational Oil Pollution Compensation Fund, guarantees payment of damages to countries that suffer from spills if the shipping company responsible cant pay or the victim cant find the guilty ship.

But Brazil has not ratified this convention, meaning if it doesnt find the guilty ship, it will get no compensation.

A soldier rests on Japaratinga beach in Alagoas state after working all morning clearing oil (Image: Lo Malafaia/China Dialogue)

Brazil lacks a robust monitoring system for its seas. In the Brazilian navy, many officials agreed that Brazil should have done a better job of protecting itself, but that would have cost billions.

Whose fault is it? What failed? Brazil is the victim of an assault, one official said, asking his name not to be printed. This could happen to any country.

Beyond national jurisdiction

While fishers and residents of hundreds of Brazils beach cities feel the effects of the spill, environmentalists are still struggling to measure its impact.

We cant estimate impact without knowing the location and the amount of oil that was spilled, said Thiago Almeida, who heads Greenpeaces climate and energy campaign in Brazil.

Despite the clear up effort, patches of oil continue to appear on the coast of Alagoas state. (Image: Lo Malafaia/China Dialogue)

Almeida explained coastal ecosystems are the most vulnerable, as they store most of the nurseries of marine life. But life in the high seas has likely been damaged too.

There, no one can claim compensation. Thehigh seaslie beyond the jurisdiction of any one country. They cover over half the planet and are home to 90% of marine life.

Countries are negotiating more protections to the high seas,through a UN treatythat would protect marine biodiversity of areas beyond national jurisdiction.

Among other things, a treaty could increase the number of sanctuaries in the high seas; currently only 1% is protected. It could also create a framework for environmental impact assessments in international waters.

Though the world finally seems ready to talk about the ocean, damage to the high seas is largely absent from discussion of the spill in Brazil. That doesnt mean it wont affect humans for a long time to come.

Spots of oil stain the feet of a volunteer helping to clean oil near Suape beach, Pernambuco state. (Image: Lo Malafaia/China Dialogue)

Oil is extremely toxic and carcinogenic, Almeida said. It slowly dissolves and, as it does, its ingested by sea creatures, going up the food chain.

Meanwhile, Santana continues to clean his beach. He reported seeing a fresh batch of oil arrive in Cabo de Santo Agostinho only two weeks after China Dialogue Ocean visited the city.

Residents, he said, were fishing again, even as scientists warned the fish could be poisoned.People are fishing and eating the fish, he said. They arent experts. They dont want to believe.

This article appears courtesy of China Dialogue Ocean and may be found in its original form here.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

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Spill and Run: Brazil Struggles to ID Tanker Behind Oil Pollution - The Maritime Executive

Step Aside Fires, Drought And Crazy Weather. Sea Level Rise Is Slowly Getting Its Day In California. – Capital Public Radio News

People love the Golden State because of the coastline. There are all sorts of songs about the vibe California embodies think California Gurls by Katy Perry, Californication by the Red Hot Chili Peppers and California Love by 2Pac.

But the ocean's response to climate change is threatening that very identity.

"It's part of what you often hear described as being Californian, said Christine Whitcraft, director of Cal State Long Beach's Environmental Science and Policy program. Threats from sea level rise are important for economics, but they're also important for the intrinsic value they have to us as Californians."

She says sea level rise is on the minds of leaders across the state because people have started to see impacts in their daily lives or in their yearly time frame.

Thats led to an increased awareness at the personal level, which translates to an increase in awareness to the state and policy level, said Whitcraft.

The sea could rise by half a foot by 2030 and as much as seven feet by the end of the century, according to a high-level report from the state's Legislative Analysts Office. That could have a huge impact on the millions of Californians who live along the coast.

We could lose two-thirds of our beaches absent any action, said Rachel Ehlers, a principal fiscal and policy analyst with the LAO. She is also the lead author of the report intended to guide lawmakers in 2020 as they prepare budgets and create bill.

"It's not just wealthy people who will be impacted, said Ehlers. There's a lot of vulnerable communities that have a lot of folks with lower incomes, folks who don't have cars. So, they may not be able to get out when there's flooding.

"The researchers also found a gap in how the state wants to address sea level rise and how localities are dealing with it. Ehlers says finding funding at the local level can be tough because the full effects of sea level rise wont be seen for years.

There are many communities around the state that are planning, but very few that have moved on to the phase of taking action, said Ehlers. We need to do that both because the water is coming, but also this is a key time to test out strategies.

Mark Stacey is an environmental engineer at UC Berkeley who studies sea level rise in the Bay Area. He says the reason there is so much talk about sea level rise in the state right now is because more storm events coupled with gradual sea level rise are happening more often.

This makes the risk of disruption more real for people and has them realize we have to stop and do something about this, said Stacey. For instance, he says the highest high tides in the San Francisco Bay disrupts traffic half a dozen times a year instead of once or twice a year.

Are we ready today? No. But are the right conversations happening to get ready? Id say yes.

Partnering To Prepare

There are places that are preparing for the surge in the coming decades. Some are working across city and county boundaries to prepare regionally, which the LAO report recommends.

But Ehlers, with the LAO, says there is a lack of forums or partnerships taking place around the state.

We know that sea level rise wont stop at the city or county line, she said. In fact, what actions one city takes might negatively influence their neighbors. If one city puts up a lot of sea walls, that waters going to slosh over to the neighboring jurisdiction and erode all the beaches over there.

Leaders in San Mateo County south of San Francisco with the Bay on one side and the open ocean on the other want to prevent that very scenario from taking place.

Our county is the most exposed county in the entire state in terms of value of property at risk, said San Mateo County Supervisor Dave Pine. We have tremendous exposure on the Bay side, and on the coast side we are already seeing very significant coastal erosion, which threatens infrastructure.

Pine says the county has modeled out what three feet of sea level rise means.

That would cause upwards of $40 billion in losses to property," he said. "In San Mateo everything east of Highway 101 would be inundated. It would be a massive blow to the county.

Thats why San Mateo County is planning ahead. Pine says there are lots of projects in the works to prevent big issues with sea level rise, including 10 miles of levees at San Francisco International Airport.

The county and 20 cities in San Mateo have formed a partnership the Flood and Sea Level Rise Resiliency District to protect the region from the negative impacts of sea level rise. It goes into effect January 2020.

The thinking is that no single jurisdiction can deal with this by itself and we need to position ourselves to compete for state funds, said Pine.

Theres an awful lot of shoreline to protect and we still have a lot of work to do.

Working 'Generation To Generation'

Sea level rise doesnt lend itself to one type of solution or masterplan. Levees near one community, moving people from where water will rise or building sea walls near another arent universal answers, said Pine.

We have put so much carbon into the air and we will see seas rise for centuries to come, said Pine. Its impossible to know at what rate they will rise, but we will have to work on this from generation to generation.

Pine admits that humans arent very good at taking action to prevent problems until the issue becomes severe. But waiting means the costs would greatly exceed that of planning and preparing for sea level rise.

On the coast near Long Beach Christine Whitcraft, director of CSULBs Environmental Science and Policy program, is experimenting by creating beds of California native Olympia oysters and sea grass to make a living shoreline.

CSULB scientists are experimenting with adding beds of oysters and sea grass to help reduce the erosion of the shoreline. Close-up (left) and aerial photo (right) of oyster beds in Southern California. Courtesy of Danielle Zacherl (left) and Nick Sadrpour (right)

She says the patches of oysters help reduce shoreline erosion by holding down the mud it sits on and helps protect the land behind it from storm surges and waves.

I dont think oysters or eel grass alone can prevent all the damage to the communities behind it, but I think they are part of the solution, Whitcraft said.

She also has her students take pictures of where sea water floods parts of the coast when high tides occur. For them, she says, the idea that the sea is already inundating places they often visit was surprising.

To help the public understand how sea level rise could inundate their communities the city of Santa Cruz is offering virtual reality simulations at a local library. (Check out his NPR article for more).

We look at the three different areas and as you pull sliders to the right you see the sea level rise inundating our low-level areas, said Tiffany West, the citys Sustainability and Climate Action Manager. It allows you to get a real understanding of where the water would go.

The product is only available on-site, but West says an app of the project will be available in six months.

What people dont realize is that we are already experiencing these impacts, especially during King Tide situations, West said. A lot of this discussion is so abstract around sea level rise that this makes it much more concrete.

A similar project is in progress for Long Beach where a strip of beach homes is at risk.

We also developed a card game called Cards Against Catastrophe its really meant to give residents a feel for tradeoffs and decision-making local leaders face, said West.

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Step Aside Fires, Drought And Crazy Weather. Sea Level Rise Is Slowly Getting Its Day In California. - Capital Public Radio News

Cinderella Stars Santino Fontana and Laura Osnes Will Reunite for The Big Time Concert – Playbill.com

The new Princeton Pops series, a collaboration between the Princeton Symphony Orchestra and McCarter Theatre Centre, will continue January 31, 2020, with a concert reading of the new musical comedy The Big Time at McCarters Matthews Theatre.

Tootsie Tony winner Santino Fontana and Tony nominee Laura Osnes, who co-starred in Rodgers + Hammersteins Cinderella, will be part of a cast that also features Tony winner Debbie Gravitte (Jerome Robbins Broadway, Chicago), Jackie Hoffman (Fiddler on the Roof, Feud), Michael McCormick (Wicked, Hello, Dolly!), Bradley Dean (The Phantom of the Opera, Dear Evan Hansen), and Raymond Bokhour (Chicago).

The Big Time, featuring a book by Douglas Carter Beane (Sister Act, Xanadu), music and lyrics by Douglas J. Cohen, and music direction by Fred Lassen, is set during the height of the Cold War when Russian spies take over an ocean liner holding all of NATO. Leave it to lounge singers on board to save the day by teaching the communists to put down their Kalashnikovs and pick up singing, dancing, and comedy.

Describing the shows genesis, creator Beane says, I am a big fan of NATO. I also happen to be a big fan of Steve Lawrence and Eydie Gorme. I believe the three will save the world. Or maybe, just maybe, a long time agoso long ago just about everyone forgot itthey actually did. From there, I just started writing.

For tickets, visit PrincetonSymphony.org.

Fontana, Osnes, and more have been special guest performers on Playbill Travels Broadway on the High Seas cruises. Cabins are now on sale for Broadway in the Great Northwest, Playbill Travels first domestic cruise featuring Kate Baldwin, Tedd Firth, Aaron Lazar, Beth Leavel, and Faith Prince (April 26May 4, 2020), and for Broadway on the Mediterranean (August 31September 7, 2020), featuring Audra McDonald, Will Swenson, Gavin Creel, Caissie Levy and Lindsay Mendez, and for Broadway on the Nile (December 27, 2020January 7, 2021) and Broadway on the Caribbean (February 1522, 2021), with performers soon to be announced. To book a suite or stateroom, call Playbill Travel at 866-455-6789 or visit PlaybillTravel.com.

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Cinderella Stars Santino Fontana and Laura Osnes Will Reunite for The Big Time Concert - Playbill.com

The Navy Has A New Stealth Destroyer, But It Is No True Battleship (At Least Not Yet) – The National Interest Online

Key point: The DDG-1000 isnt a stealth battleship. But it should be. Andsuitably armedit could be.

Over the years its become commonplace for writers to sex up their descriptions of guided-missile destroyer (DDG) Zumwalt, the U.S. Navys newest surface combatant. Commentators of such leanings depict the ultra-high-tech DDG-1000 as a battleship. Better yet, its a stealth battleshipa fit subject for sci-fi!

Not so. And getting the nomenclature right matters: calling a man-of-war a battleship conjures up images in the popular mind of thickly armored dreadnoughts bristling with big guns blazing away at one another on the high seas, pummeling shore targets in Normandy or Kuwait, or belching smoke and flame after Nagumos warplanes struck at Pearl Harbor.

Such images mislead. Battleships were multi-mission warships capable of engaging enemy surface navies, fighting off swarms of propeller-driven aircraft, or pounding hostile beaches with gunfire. The DDG-1000 is a gee-whiz but modestly armed surface combatant optimized for one mission: shore bombardment. The shoe just doesnt fit.

Now, theres no problem affixing the label stealth to Zumwalt, which at present is undergoing its first round of sea trials off the New England coast. Shipbuilders went to elaborate lengths to disguise the ship from radar detection. Radar emits electromagnetic energy to search out, track and target ships and aircraft. It shouts, then listens for an echo from hulls or airframesmuch as sightseers shout and listen when visiting the Grand Canyon.

Quieting the echo is the trick. This 15,000-ton behemoth displaces half-again as much as a Ticonderoga-class cruiser yet reportedly has just one-fiftieth the radar cross-section of the fleets workhorse Arleigh Burke-class DDGs. While not entirely undetectable, DDG-1000 will look like a fishing vessel or other small craft on enemy radar scopesif its picked up at all. Blending into surface traffic is no mean feat for an outsized destroyer.

How did shipwrights pull this off? For one thing, the geometry of the DDG-1000s hull, superstructure, and armaments deflects rather than reflects electromagnetic energy. Right angles and surfaces perpendicular to the axis of EM radiation bounce back energyboosting an objects radar signature. Accordingly, the DDG-1000 design includes few right angles. Everything slopes. And while radar antennae, smokestacks, and other fittings clutter the decks of conventional warships, such items are mostly concealed within Zumwalts hull or deckhouse. That accounts for the vessels clean, otherworldly look.

For another, radar-absorbent coatings slathered on the ships external surfaces muffle such radar returns as do occur. While hardly invisible to the naked eye, this big ship will prove hard to detectlet alone track or targetwhile cruising over the horizon.

If stealth is an accurate adjective, though, dubbing Zumwalt a battleship conveys false impressions. First of all, theres the matter of linguistic hygiene. Its all too common among laymen to use battleship as a generic term for any ship of war. Indeed, I got my start as a columnist in 2000 precisely because reporters took to labeling the destroyer USS Cole a battleship. An explosives-laden small craft struck that unfortunate vessel in Aden, blowing a massive hole in her side. How could that happen if Cole was a battleship? Battlewagons are ruggedly built, with vulnerable spaces sheathed in a foot or more of armor. They were built on the assumption that they would take a punch in a slugfest with enemy battleships.

Destroyers arent built on that assumption. Describing Cole as a battleship obscured a basic fact about modern warships. U.S. mariners try to bring down the archer, namely a hostile ship or warbird, before he lets fly his arrow, a torpedo or anti-ship missile. Thats because few ships are built to withstand battle damage. Crewmen call them tin cans for a reason: its easy to pierce an American ships sides should an enemy round evade the ships defenses. So it should have come as no surprise that a small craft packed with shaped-charge explosives could land a crushing blow against one of the U.S. Navys premier combatants. Again: calling things by their proper names constitutes the beginning of wisdom.

Second, those who portray Zumwalt as a dreadnought seem to be thinking of dreadnoughts not in their prime but in their age of senescence. This too blurs important facts. Aircraft carriers supplanted battleships as capital shipsthe fleets heaviest and rangiest hittersduring World War II. Dreadnoughts found new life as auxiliary platforms. They pummeled enemy beaches during amphibious operations. They rendered escort duty, employing their secondary batteries to help screen carrier task forces against aerial attack.

The DDG-1000 is optimized for that sort of auxiliary duty. In particular, the vessel sports a couple of long-range guns optimized for bombarding foreign shores, along with eighty vertical launchers capable of lofting land-attack cruise missiles hundreds of miles inland. The vessel thus meets the navys need to supply offshore fire support to troops fighting in coastal areas. Gunfire support is a capability that lapsed when the last battleship retired in 1992. In a narrow sense, then, its fitting to liken the Zumwalts to battlewagons.

But battleships never fully relinquished their multimission character. In their days of nautical supremacy, they dueled hostile battle fleets to determine who would command the sea. They then protected cruisers, destroyers, and amphibious craft that fanned out in large numbers to exploit maritime command. Dreadnoughts retained that primacy until the flattop and its air wing came into their own during World War II.

But they remained hard-hitting surface-warfare platforms even after being eclipsed. Carrier aviation didnt render them obsolete. For example, the battleships Washington and South Dakota played a pivotal part in the naval battles off Guadalcanal in 1942. The Pearl Harbor fleet got some vengeance in a surface gun battle in Surigao Strait in 1944. Surigao Strait comprised part of the Battle of Leyte Gulf, historys last major fleet action. Iowa-class battlewagons resumed their surface-warfare function during a short-lived revival during the 1980s and 1990s. Equipped with Harpoon and Tomahawk anti-ship missiles to complement their nine 16- and twelve 5-inch guns, they formed the core of surface action groups while also discharging shore-bombardment missions.

In short, battleships remained multimission vessels throughout their service liveseven after technological progress relegated them to secondary status. The Zumwalt is one-dimensional by contrast. Each ship is armed with two advanced gun systems capable of raining precision firealbeit with lightweight projectiles compared to battleships 1,900- and 2,700-lb. roundson land targets some 83 nautical miles distant. Marines will welcome the backup.

It remains unclear, however, how capable the advanced gun will prove against enemy surface fleets. For example, a recent report from the Congressional Research Service pays tribute to the guns long-range land-attack projectiles but makes scant mention of how the DDG-1000 would fare in surface warfare. The guns manufacturer touts the weapons highly-advanced gunfire capabilities for anti-surface warfare, yetlike the ships other boostersoverwhelmingly emphasizes the littoral-combat mission. To date, then, surface action appears to be an afterthought for the DDG-1000sunlike their dreadnought forebears. Thats another nuance masked by the moniker stealth battleship.

In that vein, its fair to say the DDG-1000 suffers from the same problem bedeviling the rest of the U.S. Navy surface fleet. Assume the advanced gun system eventually boasts the same range against warships it boasts against land targets, eighty-three nautical miles. Guns can disgorge a large volume of fire, to the tune of hundreds of rounds, compared to the ships eighty-round missile magazine. Thats good.

But it matters little if the ship never gets within range to fire its guns. However impressive for a gun, eighty-three nautical miles is only a fraction of, say, the range sported by Chinas YJ-18 anti-ship cruise missile. Currently being deployed aboard Peoples Liberation Army Navy ships and subs, the YJ-18 can strike at targets 290 nautical miles distant. Nor, apparently, will the Zumwalts carry Harpoons, whose range falls short of the advanced gun systems in any event.

Like the rest of the surface warships, then, the DDG-1000 will find itself sorely outranged by the missile-armed submarines, warplanes and surface combatants that comprise the core of naval fighting forces around the Eurasian perimeter. Chinese or Russian forces can blast away from beyond the reach of American guns or missiles. And if U.S. forces try to close the gap, they will do so under firefire that will enfeeble them on the way.

In that the DDG-1000s plight does resemble the battleships plight after Pearl Harbor. Its a heavy hitter whose reach is woefully short. Defense firms are developing new long-range anti-ship cruise missiles. The U.S. Navy has experimented with repurposing land-attack cruise missiles for surface warfareresurrecting a capability the leadership shortsightedly allowed to lapse after the Cold War.

Lets get some long-range weaponry out therepronto. No, the DDG-1000 isnt a stealth battleship. But it should be. Andsuitably armedit could be.

James Holmes is Professor of Strategy at the Naval War College, coauthor of Red Star over the Pacific, and the last gunnery officer to fire a battleships big guns in anger. The views voiced here are his alone. This article first appeared several years ago.

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The Navy Has A New Stealth Destroyer, But It Is No True Battleship (At Least Not Yet) - The National Interest Online

These Are The 5 Best Battleships To Ever Sail The 7 Seas – Yahoo News

Key Point:Only eight dreadnoughts remain, all in the United States.

The age of the steel line-of-battleship really began in the1880s, with the construction of a series of warships that could carry and independently aim heavy guns external to the hull. In 1905, HMS Dreadnought brought together an array of innovations in shipbuilding, propulsion, and gunnery to create a new kind of warship, one that could dominate all existing battleships.

Although eventually supplanted by the submarine and the aircraft carrier, the battleship took pride of place in the navies of the first half of the twentieth century. The mythology of of the battleship age often understates how active many of the ships were; both World War I and World War II saw numerous battleship engagements. These are the five most important battles of the dreadnought age.

Battle ofJutland:

In the years prior to World War I, Britain and Germany raced tooutbuildeach other, resulting in vast fleets of dreadnought battleships. The British won the race, but not by so far that they could ignore the power of the German High Seas Fleet. When war began, the Royal Navy collected most of its modern battleships into the Grand Fleet, based atScapaFlow.

The High Seas Fleet and the Grand Fleet spared for nearly three years before the main event. In May 1916, AdmiralReinhardScheerand Admiral JohnJellicoelaid dueling traps;Scheerhoped to draw a portion of the Grand Fleet under the guns of the High Seas Fleet, whileJellicoesought to bring the latter into the jaws of the former. Both succeeded, to a point; Britishbattlecruisersand fast battleships engaged the German line of battle, before the arrival of the whole of the Grand Fleet put German survival in jeopardy.

The two sides fought for most of an afternoon. The Germans has sixteen dreadnought battleships, six pre-dreadnoughts, and fivebattlecruisers. Against this, the British fielded twenty-eight dreadnoughts and ninebattlecruisers.Jellicoemanaged to trap the Germans on the wrong side of the Grand Fleet, but in a confused night action most of the German ships passed through the British line, and to safety.

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These Are The 5 Best Battleships To Ever Sail The 7 Seas - Yahoo News

Public warned of rip currents and high seas – Saipan Tribune

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Tony Winner Paulo Szot to Join Broadway Cast of Chicago – Playbill.com

Tony winner Paulo Szot will join the Broadway production of Chicago beginning January 6, 2020, at the Ambassador Theatre.

The opera star will step into the role of Billy Flynn for a four-week run through January 31. He begins his engagement the same day singer and Real Housewives of Beverly Hills Erika Jayne starts performances as Roxie Hart. Szot will later return to the company for a nine-week run March 16May 19.

Szot made his Broadway debut as Emile de Becque in Lincoln Center Theaters South Pacific in 2008, winning Tony, Drama Desk, Outer Critics Circle, and Theatre World Awards for his performance. He has performed at the Metropolitan Opera, Scala di Milano, Paris Opera, Teatro Real (Madrid), London's Barbican, and more.

Jayne and Szot will be joined onstage by by Amra-Faye Wright as Velma Kelly, Raymond Bokhour as Amos Hart, NaTasha Yvette Williams as Matron Mama Morton, and R. Lowe as Mary Sunshine.

See What Else Is Coming to Broadway in the Near Future

With a book by Fred Ebb and Bob Fosse, music by John Kander and lyrics by Ebb, Chicago is now the longest-running American musical in Broadway history. Produced by Barry and Fran Weissler, the staging is the winner of six 1997 Tony Awards including Best Musical Revival and the Grammy Award for Best Musical Cast Recording.

Directed by Tony winner Walter Bobbie and choreographed by Tony winner Ann Reinking, Chicago features set design by John Lee Beatty, costume design by Tony winner William Ivey Long, lighting design by Tony winner Ken Billington, sound design by Scott Lehrer, and casting by Stewart/Whitley.

Szot has been a special guest performer on Playbill Travels Broadway on the High Seas cruises. Cabins are now on sale for Broadway in the Great Northwest, Playbill Travels first domestic cruise featuring Kate Baldwin, Tedd Firth, Aaron Lazar, Beth Leavel, and Faith Prince (April 26May 4, 2020), and for Broadway on the Mediterranean (August 31September 7, 2020), featuring Audra McDonald, Will Swenson, Gavin Creel, Caissie Levy and Lindsay Mendez, and for Broadway on the Nile (December 27, 2020January 7, 2021) and Broadway on the Caribbean (February 1522, 2021), with performers soon to be announced. To book a suite or stateroom, call Playbill Travel at 866-455-6789 or visit PlaybillTravel.com.

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Tony Winner Paulo Szot to Join Broadway Cast of Chicago - Playbill.com

Eyeing DoD Biz, Inmarsat Buys Airborne Terminals Breaking Defense – Defense industry news, analysis and commentary – Breaking Defense

Inmarsats Global Xpress

WASHINGTON: With an eye on increased DoD interest in commercial satcom, Inmarsat Government is buying airborne terminals for use with its Global Xpress network from Israeli firm Orbit Communications Systems Ltd.

The new terminals, to be delivered next year, are Very Small Aperture Terminals (VSAT) designed to connect drones, aircraft and helicopters to communications satellites. An Inmarsat spokesman said the companies are not releasing the exact value or volume of the buy, but that it involves a large number of new terminals.

Called Multi-Purpose Terminal (MPT) 46WGX, the Orbit systems are small and designed to be fully interoperable with military Ka-band systems and optimized for use over Inmarsats Global Xpress constellation, according to a joint Orbit-Inmarsat press release.Airborne satcom terminals are essentially mini-ground stations, with antennas and various levels of internal data processing capability.

Inmarsats Global Xpress satellites are the companys newest models, providing military- and commercial-grade Ka-band services in Geostationary Orbit. The fifth one, GX-5, was launched on Nov. 26 and provides service across Europe and the Middle East.

The new satellite has more capacity in that single satellite than all four of our current Global Xpress satellites but its 25 percent of the size, Rebecca Cowen-Hirsch, senior vice president for government strategy and policy at Inmarsat Government, told me earlier this week.

The company is already working on the next-generation of the GX, she said.

Inmarsat GX7 through GX9 are being built by the German firm Airbus Defence and Space using agile manufacturing techniques. They should launch in 2023. The three new GX satellites will represent the first software-defined constellation for global mobile connectivity, according to Inmarsat.

Each satellite will deliver twice the total capacity of the entire current GX network. Their ability to simultaneously generate thousands of independent spot beams of different size, bandwidth and power that can be reconfigured and repositioned across the globe means we will be able to respond to peaks in customer demand instantaneously and with pinpoint accuracy, and stack up overlapped capacity over regional hot spots, the companys website explains.

Breaking D readers may remember that Inmarsat, along with its contemporaries in the field including Hughes, Viasat, SES and Eutelsat have been pushing DoD to move toward buying so-called managed services (kinda like your average mobile phone or cable TV/Internet plan) rather than leasing commercial bandwidth in fits and starts for short periods of time.

When you start looking at it at a SATCOM as a service, an end-to-end capability anend-to-end capability, you look at it very, very differently than DoD does today, Cowen-Hirsch explained. And you can get those attributes of cybersecurity, committed information rates you know youre going to have your always-on quality of service.The things that we as consumers expect from our telecommunication service provider, the military should expect and demand that and more.

As I reported in October, DoD is on the cusp of releasing a SATCOM Vision, crafted by Air Force Space Command (soon to be folded into the new Space Force) aimed at creating a seamless network of military and commercial comsats in all orbits, accessible to troops, vehicles, ships and aircraft via ground terminals and mobile receivers that would automatically hop from one satellite network to another.

The ability to maintain connectivity between sensors, especially satellites, and shooters i.e. military platforms in the air, at sea and on land is the central goal of DoDs evolving Multi-Domain Operations (MDO) concept.

DoD also completed in June an internal analysis of alternatives (AoA) for DoDs future satcom architecture, according to a Government Accountability Office review released yesterday.The AoA concluded the US military needs a hybrid architecture including both purpose-built DoD satellites such as the current Wideband Global Satcom (WGS) system built by Boeing for secure milcoms and a mix of commercially provided bandwidth.

DoD concluded in the Wideband AoA that integrating purpose-built satellite systems and commercially provided systems into a hybrid architecture would be more cost effective and capable than any single purpose-built or commercial system alone, the GAO report said.

However, the AoA also found that DoD needed more information before pursuing satcom as a service. DoD needed to further explore whether to add new commercial constellations in Low Earth Orbit (such as those being launched by OneWeb and SpaceX) to into the mix.

And GAO found that the Pentagon does not yet have any strategy for implementing the AoAs findings, expressing some concern that the ongoing musical chairs regarding space acquisition is making complicating decision-making. This includes the establishment of Space Command, the launch of the Space Development Agency and the new Space Force.

DOD and Congress are taking steps designed to ultimately streamline decision-making and clarifyauthorities for space; however, it will likely take several years to implement such changes, GAO found.

Inmarsat has been providing telecom services to the US government since its start up in 1979 including the US military. The company is one of the oldest satcom firms, originally designed as the International Maritime Satellite Organization (INMARSAT), a non-profit intergovernmental organization at the behest of the International Maritime Organization (IMO), the United Nations maritime body, to provide connectivity for ships on the high seas out of reach of many land-based radio networks.

Our largest business unit if you will, is maritime because we are a commercial operator and our origins were started with maritime. And that continues to be our largest business area, Cowen-Hirsch said. The United States government, however, is our single largest customer.

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Eyeing DoD Biz, Inmarsat Buys Airborne Terminals Breaking Defense - Defense industry news, analysis and commentary - Breaking Defense