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

To: elmatador who wrote (141664)	5/26/2018 7:44:43 PM
From: TobagoJack	Read Replies (2) \| Respond to of 217786

re <<Your postings are always full of questions marks have you noticed that?>> ... noooooo ?! reaaaaally ?! i wonder why that is? re <<In short the politicians are concerned about the ability to distribute malware>> ... so they must also be bothered by facebook, google, ... and yet such same are either part of the military industrial complex or w/i nexus thereof, which means they must be only concerned about such same they do not control, i guess. Re <<Remember that China exploded a satellite and put debris in orbit?>> ... yes, i do, and i suppose the event brought more balance to the world, as does hypersonic this, quantum that, stealth something else, etc and so forth. all good. Re <<That was akin to that 12 year-old that needs to have his ass kicked to start become a man>> ... think you are mixed up. the explosion was in truth an announcement for people such as yourself. others got the message. indubitably went over your head. am not surprised. Re <<You have core of your networks as Huawei or ZTE>> ... ATT? GOOG? CSCO? etc etc etc ... same idea? Re <<Therefore politicos' concerns>> ... am somewhat surprised that you bothered to answer rhetorical question. you must be really challenged. better to sip more jack and ponder below question ... what's up? brazil about to go autonomous trucking? if so, am guessing most efficacious way forward would be to buy china-sourced equipment w/ embedded nxp parts courtesy of qcom, beholden to the sovereign and enabled by alipay facilitated by tencent reuters.com Brazil's truckers protest drags on despite dispatch of military Flavia Bohone SAO PAULO (Reuters) - A truckers protest over diesel prices in Brazil that is hurting supplies of fuel, food and medicines continued for the sixth day on Saturday despite President Michel Temer ordering the military to clear blocked roads the day before. Truckers attend a protest against high diesel fuel prices at BR-116 Regis Bittencourt highway in Sao Paulo, Brazil May 26, 2018. REUTERS/Leonardo Benassatto Major cities have declared a state of emergency as gas stations and airports ran out of fuel, supermarket shelves went bare and hospitals said they were running out of supplies. Public transport and trash collection were reduced or halted across the country and prices for some food items jumped. The government said there were fewer blockades on major highways across the country on Saturday compared to Friday. However, the main entity representing truckers, ABCAM, said they have not changed their main argument that they will call off protests only when federal taxes over diesel are scrapped. Later on Saturday, federal forces and police appeared to be gaining an edge on clearing some roads. They were escorting convoys with fuel and other products in some areas in the country, including the airport in the capital Brasilia. Negotiators for several trucker groups initially agreed on Thursday to suspend the protests as the government promised to subsidize and stabilize diesel prices, which may cost 5 billion reais ($1.4 billion) this year. But truckers say they want a definitive solution, that they will end the protest only when a decision to eliminate federal diesel taxes is published in the official gazette. Local TV showed footage overnight of federal forces being deployed to some critical areas to help police remove trucks from highways. There were no reports of violence, but main roads remained blocked in the morning. Truckers attend a protest against high diesel fuel prices at BR-116 Regis Bittencourt highway in Sao Paulo, Brazil May 26, 2018. REUTERS/Leonardo Benassatto Some business sectors that depend on daily supplies were suffering. Lack of animal feed may cause the deaths of one billion birds and 20 million hogs, Brazilian meat group ABPA said, adding that more than 150 poultry and pork processing plants had indefinitely suspended production. Brazil’s sugar industry, the world’s largest, is slowly halting cane harvest operations as machines ran out of fuel. Blockades continue to prevent trucks from entering the port of Santos, Latin America’s largest, and oilseeds crushing group Abiove said soy exports would halt on Saturday if truckers did not allow access to major ports. Auto production, which contributes about a quarter of Brazil’s industrial output, ground to a halt on Friday. Authorities said even after roads are completely cleared, it would still take several days to normalize supplies. Reporting by Flavia Bohone and Marcelo Teixeira; Editing by Chizu Nomiyama and Susan Thomas

To: elmatador who wrote (141664)	5/26/2018 9:07:49 PM
From: TobagoJack	Respond to of 217786

wonderful how vale sees the trending and engages w/ the sovereign in proper win-win know-how transfer partnership, where vale digs and china ships the new protocol is better, arguably, than the one vale originally tried to tee-up, where vale digs and ships trust you do see how connectivity can work well, w/ brazilian iron sand converted into whatever by way of team east asia and on-sent to euro-africa via obor the protocol requires capability and capacity to take out satellites, deliver express packages via hypersonic messengers, all informationalised via huawei by way of quantum encryption and spooky action at any distance, so as to create much prosperity for many, ala greater good prod.argusmedia.com Valemaxes could spell Capesize market’s doomThe first of the new Valemax very large ore carriers (VLOCs) loaded 400,000t of iron ore at the Brazilian port of Tubarao this week — spelling possible doom for Capesize shipowners. The vessel, which at over 300metres long is bigger than most skyscrapers, is part of Brazilian iron ore producer Vale’s plan to shift nearly all of its output away from the spot freight market. A total of 36 of these behemoth 400,000 deadweight tonne (dwt) Valemaxes are already on the market, carrying 1.6mn tonnes each every year between Brazil and either China, Oman or Malaysia — from where it is shipped on to China. These are to be joined, over the next 2-3 years, by 30 more 400,000dwt vessels and a further 39 smaller 325,000dwt vessels. There are 11 further 325,000dwt ships that have not been confirmed, of which four are reportedly options that shipowners may not exercise, according to broker Howe Robinson. This could mean as many as 80 new Valemaxes entering the market by 2021 — of which the initial 30 will be delivered by the end of 2019 — and all under 25-year supply contracts to Vale, which intends to make its spot market Capesize requirements negligible. The Brazil to China market has always been the lifeblood of the Capesize spot market for shipowners. It is dominated by Vale and is the most profitable route in the entire market by a substantial margin. It removes ships from the spot market for at least three months — compared with just one month for a west Australia to China voyage — and more importantly it draws vessels away from the Pacific basin, creating a more even distribution of available tonnage. But what benefits shipowners serves to make Vale’s iron ore less competitive in its most important market — China. Capesize ships only carry 150,000-180,000t and even the newer larger vessels carry only around 200,000t. Rates on the route have averaged $8/t more expensive in the past four years than a journey between west Australia (where other iron producers are based) and China and can range between $28/t and $5.25/t. Vale hopes to mitigate these costs and the inherent uncertainty of the spot market with its new Valemax ships and create a stable and low cost of freight that will allow it to compete with the Australia-based iron ore producers. Without an active front-haul market, the Capesize market will probably have a persistent surplus of available tonnage. Vessels previously occupied for 3-month voyages will instead flood the west coast of Australia seeking cargoes and drive rates down there as well. Anglo American and CSN will continue to require Brazilian ships but the spot volumes will be a fraction of Vale’s. And with 73pc of the total dry bulk fleet younger than nine years, scrapping will struggle to shrink the fleet enough to drive rates back to the peaks seen in previous years. Tanker converts One factor that will help mitigate the rush of new Valemaxes is the scrapping of the old VLCC tankers that were converted into VLOCs. The supply contracts will expire in 2018 and 2019 at which point the ships will probably be disposed of. There are around 47 of these vessels since the sinking of the Stellar Daisy and the scrapping of the Stellar Cosmo and Stellar Unicorn and each carries about 1mn t of ore a year. The 30 400,000dwt Valemaxes on order could be considered a straight swap for the old tanker converts while the 39 325,000dwt ships are probably earmarked for the output from Vale’s new S11D mine — which has a capacity of 90mn t/yr. The initial 39 ships could carry around 56.8mn t/yr of iron ore assuming four trips a year carrying 300,000t each time. The remaining 11 possible ships would bring the total to 60mn t/yr — almost the full production of the mine. S11D may not produce at full capacity but if it does then the final 30mn t/yr would probably be carried on the current Valemax fleet as production from other mines winds down or on Capesize ships that Vale hires on long-term charters. Profits for shipowners? One factor on which both shipowners and Vale has remained tight lipped about what the actual returns for shipowners would be for these new ships. The new vessels are built and owned by a variety of shipowners — Cosco, China Merchants, ICBC, UMing etc. — but are under 25 year supply contracts to Vale. But rumours have said that these contracts are based on small 2-3pc margins, which may not create profits for the shipowners in the long run. Details on the intricacies of the deals are understandably scarce but some participants have warned that only a small change in the market conditions over the next 25 years — such as more stringent sulphur restrictions — could quickly turn these vessels into loss-making assets. But regardless of this, Vale’s new strategy will doubtless make it more competitive in the key market of China. Recent environmental and emissions regulations in China have spurred demand for iron ore with a higher Fe content, which has encouraged steelmakers to purchase Vale’s 65pc Fe material over the Australian 62pc Fe ore.

To: elmatador who wrote (141664)	5/26/2018 9:33:42 PM
From: TobagoJack	Respond to of 217786

on another frontier and in other labs, according to the squid fortune.com Goldman Sachs: China Is Beating the U.S. in the Gene Editing Arms Race By SY MUKHERJEE April 13, 2018 In recent years, the advent of gene editing and cell-engineering technologies to fight rare diseases, cancer, and a number other serious conditions has taken the biopharma world by storm across the globe. The Food and Drug Administration (FDA) approved therapies known as “CAR-T”, from Novartis and Gilead/Kite Pharma, that re-engineer patients’ own immune cells to destroy blood cancers last year. Chinese scientists launched the first known human trials of CRISPR—the genomic tech that involves slicing and dicing the body’s very source code—to combat cancer back in late 2016. That latter development led renowned scientist and cancer immunotherapy expert Dr. Carl June to predict “Sputnik 2.0, a biomedical duel on progress between China and the United States” on this genomic front. But China is currently winning that race, outpacing the U.S. when it comes to developing new wave CAR-T and CRISPR treatments, according to a new Goldman Sachsanalysis reported by Endpoints News. “As of the end of February 2018, there were nine registered clinical studies testing CRISPR-edited cells to treat various cancers and HIV infection in China, vs. only one study in the U.S.,” wrote Goldman analyst Salveen Richter and her team in a research note. “All of the studies were initiated / sponsored by top-tier public hospitals across China, and [more than] 80 patients were reported as being treated by these investigational genome medicines.” China is still a bit behind the U.S. on CAR-T trials, according to Goldman, but is hot on America’s trail. And when it comes to CRISPR, the nation has a distinct head start: China’s Natural Science Foundation funded 90 CRISPR initiatives in 2017 alone and nearly 300 in the past four years. None of this means the U.S. is doomed to fall behind its international rival over the long run. For instance, stricter regulatory scrutiny in China could slow the roll on certain gene-editing and CAR-T projects. And there’s plenty of interest from pioneering biotechs and pharmaceutical partners in America to keep the field competitive. Down the line, though, issues like pricing could play an important factor in who wins the battle for market share around the globe since such treatments are extraordinarily expensive. The issue is likely here to stay. Earlier this week, pharma giant Novartis struck a massive deal to purchase gene therapy developer AveXis for $8.7 billion, and manufacturing sites across the world are preparing for a big demand spike for groups that can carry out this kind of genetic and biological tinkering on a mass scale.