>It’s gotten to the point where I trust eBay more.
Absolutely! I recently bought a simple item, a roll of wiring loom tape. It was on Amazon and had a few reviews that stated that the received tape was old and didn't stick very well anymore.
Same item on eBay for cheaper has the seller specifically mentioning that they only sell fresh tape from the running production, not old stock. Even better, the seller specialized in these (and other) tapes.
It seems that eBay has just cultivated a much higher quality base of vendors. Many of them seem specialized.
Not just delays. Being able to drive a transistor fast can be important for reducing power dissipation. That is, for switching one wants the transistor to spend the least amount of time in the non-saturated (linear) region where it acts as a resistor.
If I see four checkmarks and "Register inside the Keybase app" what am I missing? Do I just need to make sure I have a stellar wallet, or is there something else?
I'm using the Keybase app for MacOS and don't see any indication that I have joined the drop, or prompts which mention it.
The "register" call-to-action button just sends you to https://keybase.io/download which has a link at the top, " News: the Keybase Stellar Space Drop " that sends you right back to the same page as referenced in the post.
Hi. Does anyone know how I can join the xlm airdrop? I dont have a keybase account or a github or hacker news account. I created an account for keybase today but they say I am too late and need to connect an account which was registered before the 9th September? Any help please. Thanks.
To avoid bots they don't seem to be allowing new github or hacker news accounts. So it looks like you are out of luck if you didn't already have those accounts.
thank you kind hacker! however, it looks like HN is either slow to update or there is some other limiter/throttle involved to prevent karma abuse since im still at 1 karma. will check back later.
EDIT I: looks like it took awhile to update. maybe 25+ min. thank you again!
EDIT II: to the person who just downvoted me. thank you. now im back at 1 karma and unable to qualify for the airdrop. not sure why that was necessary.
Oh wow thanks! I thought this was still being proposed but I was reading Wikipedia. Cool that the sulfur reductions are in place, but that's still not going to affect co2 emissions, and because these rules apply - lets assume equally - to all ships it doesn't necessarily impact the economics. If the sail really reduces the cost by the stated amount minus the caveat at the bottom of the article that would be impressive.
Thank you for this valuable comment. It is highly likely that police would go for the lower hanging fruit of buyers instead of sellers in a system so opaque and decentralized. The old thinking of "what could happen, they only want the big guys anyway" should have no place in OpSec. And when information on these networks is so hard to come by to begin with, a buyer being busted is very desirable. The way I see this "evolution" of the dark markets, is that it mostly protects vendors while inconveniencing and endangering buyers.
It's always been like that here - the police departments that were supposed to fight drug trade basically overtook it. So why would they arrest their own employees when they can close their quota with drug users instead?
It is common practice to let vessels drift freely if no anchorage is available (congestion, depth of water) or if there's no intention to anchor the vessel. If the orders for the vessel weren't clear, it's very much possible that it was drifting a few miles off the Chinese coast.
The linked article includes a chart showing the vessels movements mapped down to every few minutes. Looking at that picture it is hard to imagine its path is caused by drifting. It is clearly moving in a circle. You can't tell from the static map in the article but if you check other marine vessel tracking websites you can see that it is moving in a counterclockwise circle at a fairly steady rate.
I suppose that could be caused by an anchor and drifting but it seems more likely to me (as an uninformed idiot, though I've been in anchored boats before and don't remember them moving in circles because of it) that it is under power (albeit not very much).
Huge heavy ships need many kilometers to stop and then to get back up to speed more time and burn lots of fuel. If there was a possibility the ship was going to be allowed to dock in a certain window of time it would make sense to just keep sailing.
I see it like big rig trucks who don't want to stop at stop signs since the need a lot of energy and rowing through gears to get back up to speed.
You can keep a ships main engines at various notice levels. For example:
Immediate Notice - Engines should be ready to start immediately from the bridge when required.
5 Minutes Notice - Usually
- Indicator cocks are open.
- Fuel pumps are on.
- Lube oil pumps are on.
Starting sequence :
- Turn the engines on compressed air
- Close indicator cocks
- Engines ready to start
30 Minutes Notice - Usually
- Indicator cocks are open
- Fuel pumps are off
- Lube oil pumps are off
Start sequence:
- Start Lube oil pumps
- Turn engines on turning gear for 10 minutes
- Turn engines on compressed air
- Turn fuels pumps on
- Close indicator cocks
- Engine ready to go
2 Hours:
You can do minor maintenance on the engines. For example, swapping out injectors. Engines are warm. Starting sequence is similar to the 30 minute starting sequence.
24 Hours:
Some larger maintenance can be done. Like changing a cylinder head.
48 Hours:
Engines can be completely cool. Jacket water drained. Usually for major maintenance. Like changing a cylinder liner.
These timings can vary between ships/companies. But generally they operate with similar ideas.
Source: I was a marine engineering officer working at sea for 5 years.
On a big freight ship like that do they usually operate at the shorter notice levels if they're not doing anything? That wouldn't seem to save a great deal.
I saw an old documentary following a big cargo ship who was anchored with others waiting to get in to the suez.
Another ship broke free of its anchor and was having trouble starting their engines and were drifting toward the ship in the documentary.
The captain was doing the math on how quickly they could start their engines to try to get out of the way and it would have to be an emergency start that they thought might result in damage.... particularly upsetting as this was their first voyage on a new ship, new engines... they didn't want to start them.
Some ships have a direct drive. So the moment the engines start, the prop shaft is turning. These ships will control thrust via Controlled Pitch Propellers. Basically the pitch of the propeller blades are controlled hydraulically and the steeper the pitch, the more the blades cut through the water and the more thrust generated. CPP systems allow ships to use shaft generators for electrical power at sea. The engine's revs are constant (to keep the electrical frequency the same) and power is changed via setting the propellers pitch.
Some ships have drive trains which let you clutch engines in and out, but you wouldn't run them for long periods of time de-clutched.
The engines do not like being run at an idle load for long periods of time (whether direct drive or clutched), you get loads of crud building up as they don't properly warm up. Also you are burning fuel and increasing their hours (planned maintenance is usually based around running hours). So you wouldn't generally drift and idle. You would shut the engines down and keep them on immediate notice.
A lot of modern ships are diesel electric. So the props are driven by large electric motors. So in this case, you can stop and start propulsion instantly (as long as you have enough generators running and connected to the switchboard)
Is feathered the same? It seems like a feathered propeller is pitched with the blades flat surfaces oriented parallel to the forward direction, but on a CPP you'd set the flat surfaces of the blades oriented perpendicular to the forward direction to reduce the load on the spinning engine.
In a plane (where you are minimizing drag when an engine is out) you would put the blades such that the prop presents the minimum surface to the airstream, in a windmill you have a choice, you can put the blade in 'neutral' by picking one of two 90 degree offset orientations, one parallel to the apparent wind, one perpendicular to it. In either case the blades won't turn.
For safety purposes 'coarse' is not always the best position because if the wind is heavy enough it will have a lot of torque to work with, 'flat' is much easier to hold down with a brake.
That being said, the calculation that a cruise ship generating its own power emits as much SO2 as 34400 idling trucks seems to hold up.