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Strategies & Market Trends : 2026 TeoTwawKi ... 2032 Darkest Interregnum -- Ignore unavailable to you. Want to Upgrade?


To: Maurice Winn who wrote (138617)1/26/2018 10:37:29 PM
From: TobagoJack  Read Replies (1) | Respond to of 217876
 
re investable citizenships, infrastructure roll-out, obor - polar edition, introducing civilisation where none existed before, diligence, thrift, enterprise, etc etc, it is now official that china is a 'near-arctic state', or 'near-enough', and

in any case the real estate rush is on, potus trump should easily understand and be okay with, all apparently first-come / first-served, i guess, and am guessing china is only pivoting in response to team usa pivot to south china sea :0")

all to bring opportunities to the local inhabitants, doubtless. per same protocol as for cislunar domain

now watch elmat make a big deal out of nothing very much, but am alerting him, brazil is trying the same act, per its natural scale, albeit more limited, due to natural scale, and

just a matter of mathematics, that brazil is a bit further away from the arctic than china is, and so perhaps not-near-enough

at the rate we may go, arctic may well be turned into a major producing region of soya, unless of course they find oil, coal, diamond, platinum, gold, silver, palladium, and a lot of other -ium's

:0)))

scmp.com

China reveals ‘Polar Silk Road’ ambition in Arctic policy white paper
Beijing on Friday released its first official Arctic policy white paper, outlining its ambition for a “Polar Silk Road” amid growing concerns over China’s activities in the region.

Days after Beijing extended President Xi Jinping’s belt and road trade plan to Latin America, Vice Foreign Minister Kong Xuanyou said China would encourage companies to build infrastructure and conduct commercial trial voyages that would “bring opportunities to the Arctic”.

Kong said Beijing considered itself an important stakeholder in the Arctic, a region that mattered to the entire international community.

“Regarding the role China will play in Arctic affairs, I want to emphasise two points. One is that we will not interfere, second is that we will not to be absent,” Kong told reporters in Beijing.

Slowly but surely, China is carving a foothold through the Arctic

In the white paper, Beijing calls for more scientific research and environmental protection for the Arctic Circle, and it also reveals its ambition to tap resources and take part in governance.

It suggests exploration of a potential shipping route across the Arctic – which it dubs the “Polar Silk Road” – as well as development of oil, gas, mineral resources and other non-renewable energy sources, fishing and tourism in the region.







The white paper comes amid mounting speculation over China’s ambitions in the Arctic. The world’s second largest economy has been on the hunt to secure enough energy resources to meet its growing demand – and the Arctic has 30 per cent of the world’s undiscovered natural gas and 13 per cent of its undiscovered oil reserves. As rising temperatures result in sea ice melting across the Arctic, there are new opportunities for ships to travel through previously inaccessible, resource-rich areas.

China needs to spell out its Arctic ambitions, to ease suspicions

Xi first raised the idea of the “Polar Silk Road” in Moscow last year, unveiling a series of plans with Russia in the Arctic that would be incorporated into the ever expanding “Belt and Road Initiative”, a trade and infrastructure strategy spanning Asia, Africa, Europe and now Latin America.

China’s interest in new spheres – such as polar areas, deep ocean, space and cyberspace – had grown along with the expansion of its economy and global influence, said Jin Canrong, a professor of international relations at Renmin University.

“China wants to play an important role, or even a leading role, in making the rules in the new spheres, since the traditional areas are already taken by the old powers,” Jin said.

“In the Arctic, China already has the technical capacity to take part and it is in China’s national interests to do so.”

China mulls joining scheme to lay telecom cable across Arctic Circle

China has stepped up its engagement in the Arctic in recent years and was granted observer status on the Arctic Council in 2013, which gives it input on governance of the region. The council comprises eight member countries bordering the Arctic – Canada, Denmark, Finland, Sweden, Norway, Russia, the United States and Iceland.

Kong said China would not challenge or interfere in the affairs of regional players, nor bring harm to the environment.

“Some people may have misgivings over our participation … I believe these kinds of concerns are absolutely unnecessary,” he said.



To: Maurice Winn who wrote (138617)2/2/2018 10:32:57 PM
From: TobagoJack  Read Replies (1) | Respond to of 217876
 
hi mq, team usa expressed okay w/r to copying, and so am unsure what the elmat was going on and on and on about, perhaps as usual, fretting over nothing

although it may be less excusable that the copying did not work well

arstechnica.com

Troubled Navy ship class design infringed on patent, lawsuit claims
Meanwhile, Navy's newest destroyer has its own engineering problems.

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The USS Freedom (LCS-1), designed by Lockheed Martin... or perhaps by a jilted British designer who is pressing IP theft claims against the Navy.
US Navy
This has not been a good year for the US Navy's newest ships. Four ships from the Navy's two classes of Littoral Combat Ship (LCS)—the high-tech, modular warships that were supposed to be the future of naval warfare in areas close to shore—have suffered major engineering problems, including breaking down at sea. Three of the LCS ships that suffered engineering failures were from the Freedom class, ships built by Lockheed Martin for the LCS program: USS Freedom, USS Fort Worth, and USS Milwaukee. The program has also seen other setbacks, including the USS Montgomery (an Independence-class LCS built by Austal USA) suffering a cracked hull after bumping the wall of a Panama Canal lock.

But the LCS' engineering woes may not be the end of the trouble its shipbuilding programs are facing. As defense writer David Axe reports, David Giles, a British aerospace engineer-turned-marine architect, has filed a lawsuit accusing the Navy of stealing elements of the Freedom's design from work he did to commercialize a wave-piercing, "semi-planing" hull—work Giles patented in the early 1990s.

Giles' design, called the Prelude, was derived from work his firm first pitched to the British Royal Navy. The patents were filed for a design for high-speed container ships, called Fastships. Giles formed a company by the same name to build them. The design patents expired in 2010, but Giles' company—which is now bankrupt—filed suit against the Navy in 2012 after years of seeking compensation.

Lockheed Martin had formed a "strategic partnership" with Giles' Fastships in 2002 as the Navy began looking at LCS designs, Giles told Axe. And he claimed that design information from his Fastships designs—for container ships capable of speeds between 40 and 50 knots (46 to 57 miles per hour)—had been shared in confidence with the US Navy prior to that.

The Navy initially passed on Giles' Prelude hull design because it wanted something smaller and faster. The Navy then changed its mind in 2003, shifting the design requirements into the size and speed category covered by Giles' patents. Lockheed kicked Fastships off the project but went ahead and incorporated much of Fastships' design elements into the Freedom class hull, Giles has asserted. Lockheed was not named in the suit.

This isn't the only suit the Navy faces over accusations of stealing intellectual property. Bitmanagement Software filed a federal lawsuit earlier this year accusing the Navy of pirating the company's software, installing more than 558,000 unlicensed copies of its BS Contract Geo geospatial visualization software when the service only had licenses for 38 computers. In that incident, the Navy has responded that it received authorization from the company to run the additional copies across its network.

Too hot to handleMeanwhile, the Navy's newest destroyer is having its own engineering woes. After being commissioned in Baltimore in October, the USS Zumwalt (DDG-1000) began a journey to San Diego, its assigned home port, for final equipment fitting.

But the ship suffered an engineering failure on November 21 while passing through the Panama Canal, just a few weeks after the Montgomery's mishap. The stealth destroyer, which has cost the Navy more than $7 billion, needed to be towed through the Miraflores Locks to the facility formerly known as US Naval Station Rodman to undergo repairs. It remains there today.

The Zumwalt has an all-electric drive system with power provided by gas turbines. The issue with the ship was apparently in the heat exchanger that cools the gas turbines. A Naval Sea Systems Command (NAVSEA) spokesperson told Ars in an e-mail today that information on the cause of the failure was not yet available.

However, several of the British Royal Navy's newest destroyers, the Type 45, suffered breakdowns operating in the Persian Gulf this summer because the intercoolers for their gas turbine engines failed in the Gulf's warm waters. All of the Type 45s are receiving engineering overhauls to correct the issue. The system had late design changes and was never fully tested before deployment. It's possible that the Zumwalt's heat exchanger also failed because of the high temperature of the water in the Panama Canal.