#study is from Germany but universally applicable imo | Explore Tumblr Posts and Blogs

arjunasearth · 2 years

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time for Instagram fasting again. I will distance myself from this application as long as it may take.I am open for changes and transformation. Will use tumblr and also protocol my development when I feel like. Taking my conscious time off from platforms like IG and social media has helped me recognize a lot. Won't be harsh on myself or force myself. It just flows naturally.I live in a very invasive and overstimulated media landscape here in germany- literally surrounded by so many stimuli every day. May it be at university, at home, in the train. More screens than people. On the one hand , I admire technological development and the possibility it brings. On the other, I feel easily overwhelmed, overstimulated. I lack nature, fresh and clear air, solitude . Inhaling all the terrestrial energy and charging myself as an inherent part of Mother Gaia. I miss sounds of waterfalls, the sea, animals. I am homesick for my soulplace. When the semester is over, I will need a full recharge for sure. I miss camping, sitting in front of a bonfire and just meditate. I miss naturally slowing down and waking up with Pachamama. The technological progress is a curse as much as it is a blessing. It's where we put our focus on and how we use it. The digital landscape and AI technologies may indeed serve us as powerful instruments and are, imo , able to solve problems faster and more efficiently than human beings, as they are completely artificial and programmed to work systematically. But let us never forget that ALL of them are being programmed by human beings, who are able to feel. This is a core aspect we must not miss at this point. Where I see the most danger is how technology affects our brains, our psyche and also our physiological behaviour. The academia research is pretty young and many of the consequences are not even properly found or researched because it is difficult to make long-term studies if the use Internet itself is a pretty young phenomenon, as we experience it right now. I see less people reading books in public. I see less people looking into each other's eyes and saying what they feel. I see an artificial 'toxic positivity' structure and superficial behaviour. I see robotic behaviour in humans more often than human behaviour. The use of technology also requires deep reflection and a healthy distance from it. Writing , reading ,thinking and talking got very damaged by the use of digital media and certain applications in particular.

Blessed Imbolc and Happy Full Moon Time! Enjoy these energies and what they may teach us.

Blessed be.

From my heartchannel to yours

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linhgd9 · 3 years

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Global Industrial Relays Market SWOT Analysis,Key Indicators,Forecast 2027 : ABB,General Electric,OMRON,Rockwell Automation

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Worldwide-level market size of Industrial Relays Market in terms of Volume (K Units) and Value (USD Million) for historical period (2016 – 2019) and projected years (2020 – 2026)

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delicatelyjovialbeard-blog · 7 years

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Retinal Detachment treatment Market Global Professional Survey and In-depth Analysis Research Report Forecast to 2022

Global Retinal Detachment treatment market Information, by retinal detachment type (Rhegmatogenous, Tractional, Exudative) by applications (Laser surgery, Pneumatic retinopexy, Scleral buckle, Vitrectomy) - Forecast to 2022

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· To provide overview of key players and their strategic profiling in the market, comprehensively analyzing their core competencies, and drawing a competitive landscape for the market

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Globally the market for Retinal Detachment treatment is increasing rapidly. The major factor that derives the growth of Retinal Detachment treatment is the increasing aging population. Furthermore increased risk and complication in diabetes called diabetic retinopathy and high life expectancy are developing the market for retinal detachment treatment.

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hudsonespie · 4 years

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Book Preview: Maritime Cybersecurity for Leaders and Managers

[The excerpts below are from the book Maritime Cybersecurity: A Guide for Leaders and Managers, published in early September.]

[T]hreats must be put into context. The figure [below] shows the light configuration of a vessel that you do not want to see steaming towards you at night. Not only is this ship coming towards you head-on, it suggests that you are already in very dangerous waters, per Rule 27(f) in the Navigation Rules.

While this portrayal has a certain element of dark humor to it, it is also analogous to real life. When a ship is in a minefield, what is the real problem? Is it the threat of hitting a mine, or is it the vulnerability of the ship to the damage caused by the explosion? During the early days of the Battle in the Atlantic during World War II, Germany deployed magnetic mines against the British. The mines rose from the seafloor when they detected the small change in the Earth’s magnetic field that occurred when a steel-hulled vessel came within range. The British, upon discovering this mechanism, took countermeasures to effectively degauss their warships. This change eliminated the mine’s ability to exploit the ship's magnetic field and, at least temporarily, obviated the threat. The vulnerability of the ship to a mine was not eliminated, but the exploit was defeated.

In cyberspace, we can’t control where the mines are, but we can control our susceptibility to getting hit by one and the subsequent damage that could result.

This leads to the following general truth about cybersecurity:

Vulnerabilities Trump Threats Maxim: If you know the vulnerabilities (weaknesses), you’ve got a shot at understanding the threats (the probability that the weaknesses will be exploited and by whom). Plus, you might even be OK if you get the threats all wrong. But if you focus mostly on the threats, you’re probably in trouble.

Threats are a danger from someone else that can cause harm or damage. We might or might not be able to identify a potential threat, but we cannot control them. Vulnerabilities are our own flaws or weaknesses that can be exploited by a threat actor. Indeed, not all vulnerabilities can be exploited. We are—or should be—able to identify our vulnerabilities and correct them.

While we cannot control the threats, we should be knowledgeable about the threat landscape and have an idea of threat actors who might wish to do us harm, but we should not obsess over the threats while planning a cyberdefense. Instead, we should look inward at our own systems, seek out the vulnerabilities, and plug the holes. New threats always emerge, but that doesn’t change the strategic importance of fixing our own vulnerabilities.

Ironically, there is a corollary to this maxim: “Identifying threats can help get you funding while identifying vulnerabilities probably won’t.” Almost all cybersecurity professionals have gone to management to seek funds for an emergency update to hardware or software, just to be told that fixing a vulnerable system can always wait until the next budget cycle. Conversely, when management sees a memo from IMO or USCG, or a warning from an ISAC/ISAO, that highlights a credible threat directed at that same hardware or software, it’s remarkable how quickly the funds become available.

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A common but mistaken belief at the leadership level of many organizations, both within the maritime industry and beyond, is that the responsibility for protecting information assets lies within the technology ranks. To those who subscribe to that belief, let us share the following: Anyone who thinks that technology can solve their problems does not understand technology or their problems.

Cybersecurity—or, arguably more properly, information security—is not merely, or even primarily, the responsibility of the IT department. Everyone who comes in contact with information in any form has the responsibility to protect it and, further, to recognize when it is under attack—and take whatever action is required to defend it, including reporting suspected attacks to the appropriate defensive agencies within the organization. Ultimately, it is the responsibility of a designated Chief Information Security Officer (CISO) to manage the cybersecurity posture of an organization. That posture includes the creation of a sense of urgency and awareness around cyberthreats at every level of the organization.

It is also important to recognize that IT and cybersecurity professionals have different—albeit often overlapping—skill sets. IT professionals keep networks running and resilient, and provide services and application to the users; cybersecurity professionals defend these assets.

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[We wrote this book for] the maritime manager, executive, or thought leader who understands their business and the maritime transportation system, but is not as familiar with issues and challenges related to cybersecurity. Our goal is to help prepare management to be thought and action leaders related to cybersecurity in the maritime domain. We assume that the reader knows their profession well, knowledge that will help to provide the insight into how cyber affects their profession and organization.

Chapter One (The Maritime Transportation System, MTS) provides a broad, high-level overview of the MTS, the various elements within it that we’re trying to secure, and the size and scope of the challenge. Chapter Two (Cybersecurity Basics) offers terms, concepts, and the vocabulary required to understand the articles that one reads and the meetings that one attends that discuss cybersecurity.

The next three chapters describe actual cyber incidents in various domains of the MTS and their impact on maritime operations. Chapters Three through Five address cyberattacks on shipping lines and other maritime companies, ports, and shipboard networks, respectively. Chapter Six (Navigation Systems) discusses issues relating to Global Navigation Satellite Systems (GNSS) and Automatic Identification System (AIS) spoofing and jamming, while Chapter Seven (Industrial Control and Autonomous Systems) presents cyber-related issues and the ever-increasing challenge of remote control, semi-autonomous, and fully-autonomous systems finding their way into the MTS.

Chapter Eight (Strategies for Maritime Cyberdefense) discusses practices that address cybersecurity operations in the MTS, including risk mitigation, training, the very real need for a framework of policies and procedures, and the development and implementation of a robust cybersecurity strategy. Chapter Nine offers final conclusions and a summary.

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Author's note: This book is intended to speak to all levels of members of the MTS, from executives, directors, and ship masters to managers, crew members, and administrative staff. Our hope is that it informs the reader to a higher level of awareness so that they can be more aware of the threats and be better prepared -- at whatever level of their job -- to protect their information assets.

Because the field is so fast moving, we also have a Web site -- www.MaritimeCybersecurityBook.com -- where we will post additional information.

Gary C. Kessler is a Professor of Cybersecurity in the Department of Security Studies & International Affairs at Embry-Riddle Aeronautical University. He is also the president of Gary Kessler Associates, a training, research, and consulting company in Ormond Beach, Florida.

Steven D. Shepard is the founder of Shepard Communications Group in Williston, Vermont, co-founder of the Executive Crash Course Company, and founder of Shepard Images.

from Storage Containers https://maritime-executive.com/article/book-preview-maritime-cybersecurity-for-leaders-and-managers-1 via http://www.rssmix.com/

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hudsonespie · 5 years

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Smorgasbord

For more than a century, shipping has relied on diesel engines and petroleum fuel, a combination that’s become synonymous with marine propulsion. It’s efficient, cost-effective and reliable, and will remain an essential part of the energy mix for many years to come.

It’s far from the only option, however. Wind power, fuel cells, hybrid electric systems, biofuels and efficiency improvements all have the potential to reduce or replace the oil-based products that fill almost every ship's fuel tanks. As emissions rules tighten and the IMO aims for decarbonization, the future of propulsion looks like a more diverse collection of solutions.

The only certain thing about the future of marine power is that no one knows exactly what the dominant option (or options) will be in 10 or 20 or 30 years. Given the range of possibilities, expert advisors like DNV GL and Lloyd’s Register are cautioning shipowners to build flexibility into their propulsion systems to accommodate future changes.

Electric Drive

One of the most promising ways to gain flexibility is to design the ship’s systems around an electrical bus – especially a DC main bus, which can easily handle the addition of batteries or fuel cells.

When combined with podded propulsion, an electric drive system has already become an established option for icebreakers, offshore vessels, windfarm service ships, research vessels, cruise ships and other classes requiring maneuverability and redundancy. It’s ideal for complex, compartmentalized vessels since it eliminates long shaft lines and opens up more options for locating the main engines (or other power sources).

Volvo Penta, the engine maker known for its integrated propulsion systems, sees electric drive as the future for yachts and small craft power. In collaboration with French luxury yacht builder Fountaine-Pajot, it recently debuted a prototype battery-electric propulsion system for sailing yachts. The batteries yield an all-electric motoring range of more than 25 nautical miles when under way and up to 12 hours of all-electric power for auxiliary systems when moored.

“In the mid-term, battery-electric applications are certainly becoming more feasible,” says Peter Granqvist, Chief Technology Officer for Volvo Penta. “For some applications, they’re already feasible today. Long-term, we predict electrification powered by either significantly improved batteries or other environmentally friendly energy sources will increase significantly.”

Two new prototype vessels illustrate what electrification might look like on the working waterfront. The first, the new German workboat Elektra, will be the first all-electric pushboat in the world when delivered next year. This $14 million hybrid uses a multifaceted approach to renewable power, motoring along with a combination of hydrogen fuel cells and electric batteries. German propulsion company Schottel is supplying its electric Rudderpropeller azimuthing drives for this flagship project, giving the Elektra both power and maneuverability on inland canals.

The Elektra is currently under construction at a yard in Derben, Germany, and will enter initial service in 2020 with expanded operations slated for 2022. "It demonstrates – not only as a pushboat, but in particular as a model for electrical energy concepts for many maritime areas – that an energy turnaround is quite possible," says Professor Gerd Holbach, Project Manager at Technische Universität Berlin's Marine Systems Department, which developed Elektra's design.

The second example, a new concept vessel developed by Japanese tugboat operator Tokyo Kisen, is an all-electric harbor tug with a combination of battery power storage, hydrogen fuel cells and an auxiliary generator. Electric azimuthing drives give it the 50 tons of bollard pull it needs to carry out ship-assist work in Tokyo Bay. It’s presently in the design stage, but Tokyo Kisen and technology partner e5 Lab are aiming for delivery of a prototype in 2022.

Liquid Biofuels

For large, oceangoing ships, many industry players are betting on liquid biofuels or bio-LNG, which can be used as drop-in replacements for petroleum energy sources. With biofuel, the future of propulsion would look much like the present – the same proven diesel engines and the same bunkering infrastructure, but with fuel made from plants, wood chips or waste.

It’s a well-established idea: MAN Energy Solutions has been using biofuels in its two-stroke and four-stroke engines for more than a decade and publishes OEM biofuel specifications for ready-to-go use.

Most of today’s diesel engine biofuels are based on vegetable oils and other natural fats, but this may not be the case in the decades to come. Maersk Line, Wallenius Wilhelmsen and a coalition of big-name shippers are sponsoring research on a new drop-in biofuel based on a mixture of ethanol and lignin, a viscous byproduct of the paper industry with few current uses. The project is underway now at Copenhagen University, and first engine testing is planned for the middle of next year.

Enhancing Efficiency

In addition to changes in shipping’s fuel supply, efficiency will be a critical part of any transition to low- or no-carbon propulsion. According to a new study from Maersk and Lloyd's Register, "significantly more expensive" fuel sources will be the biggest cost in decarbonizing ship operations, not the capital cost of new propulsion systems.

Even setting aside future carbon-neutral fuels, the imminent IMO 2020 sulfur rule is expected to dramatically raise the cost of bunker fuel for most vessels. If energy will be more expensive, using less of it will be more important than ever for the operator’s bottom line.

Luckily, there are plenty of affordable modifications that improve ship efficiency. Among other simple and effective options, speed reductions can cut fuel consumption by as much as 10 percent per knot. Advanced bottom coatings can sharply reduce biofouling, saving one to four percent, and simple modifications to improve flow over the propeller and rudder can save another six to eight percent.

Becker Marine Systems is well-known for its Becker Mewis Duct®, an energy-saving device fitted in front of the ship's propeller to induce a pre-swirl in the water flow. Each one is custom-designed using computational fluid dynamics (CFD) to minimize drag over the propeller and rudder system.

According to Mike Pevey, Sales Director for Becker's North American division, the company has sold over a thousand units worldwide since introducing the system in 2009. Over the entirety of this fleet, the Becker Mewis Duct's power savings average nearly seven percent, according to the company’s data. Add one of Becker's high-efficiency rudders and it gets better: With a unified duct-and-rudder package, "you can push up to 10 percent power savings," Pevey says.

The Becker Mewis Duct isn't suitable for workboats, but Becker's rudder optimization can still produce major improvements for smaller vessels. Becker recently launched a specially-tailored flap rudder for U.S. inland waterway service, a high-lift design that produces more turning force at low rudder angles.

This gives towboats substantially more maneuverability at low speed, which is important on downriver voyages when the tow is moving with the river. In the shifting currents and close quarters of the Mississippi, more maneuverability equals more safety.

The first towboat fitted with the new rudder system is currently on its first commercial voyage to New Orleans, and Pevey says it’s showing promise: "The feedback from the vessel is they're still trying to get used to the added maneuverability, and it's actually the smoothest the vessel has ever run. There's very little vibration or cavitation when they make hard turns. Thus far the crew appears to be very happy with it."

As a welcome side effect, the rudder design also improves fuel economy. Less rudder angle means less resistance when holding a course and less engine load during turns. This can add up to a measurable improvement in the bottom line. One inland towboat customer reports annual fuel savings in the seven figures using Becker flap rudders, says Pevey, adding that "The river's currents are unpredictable, and it’s very difficult to get an exact understanding of how much less fuel they're using on any given trip. But all the operators say they get significant savings."

He notes that any fuel savings claim has to come with a caveat: The customer gets to decide what to do with a more efficient vessel. If the operator chooses, he or she could use the extra efficiency from a Becker device to boost speed rather than save on fuel. "If the captain leaves the throttle in the same place and goes half a knot faster than before, you won't see any fuel savings," Pevey explains, though there may still be a commercial advantage from shortening transit times or pushing a few extra barges.

Flexibility Is Key

While it’s hard to predict the future with precision, experts and suppliers expect that the different requirements of each shipping sector will lead to a diversity of fuel and propulsion arrangements. Every ship is different, as the saying goes, and this may be more true than ever in the years to come.

For deep-draft ships, the transition may be relatively simple as many existing large-bore engines are well-suited to liquid biofuel and bio-LNG. For smaller working vessels, electric drive systems can easily accommodate new power sources, especially if the naval architect designs the ship with adaptability in mind.

And for any ship, more efficiency means that less power (and less money) is needed to get to the destination. – MarEx

Paul Benecki is the magazine’s Americas/Europe Editor.

from Storage Containers https://maritime-executive.com/article/smorgasbord via http://www.rssmix.com/

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hudsonespie · 5 years

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Smorgasbord

Electric Drive

Liquid Biofuels

Enhancing Efficiency

Flexibility Is Key

And for any ship, more efficiency means that less power (and less money) is needed to get to the destination. – MarEx

Paul Benecki is the magazine’s Americas/Europe Editor.

from Storage Containers https://www.maritime-executive.com/article/smorgasbord via http://www.rssmix.com/

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delicatelyjovialbeard-blog · 8 years

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Retinal Detachment treatment Market Trends, Statistics, Segments, Graphs Growth Factors Forecast to 2021