Things I learned by trial and error so you don't have to.
How I learned to stop worrying and love the blit.
Pygame is a python wrapper for SDL, written by Pete Shinners. What this means is that, using pygame, you can write games or other multimedia applications in Python that will run unaltered on any of SDL's supported platforms (Windows, Unix, Mac, beOS and others).
Pygame may be easy to learn, but the world of graphics programming can be pretty confusing to the newcomer. I wrote this to try to distill the practical knowledge I've gained over the past year or so of working with pygame, and it's predecessor, pySDL. I've tried to rank these suggestions in order of importance, but how relevent any particular hint is will depend on your own background and the details of your project.
1. Get comfortable working in Python.
The most important thing is to feel confident using python. Learning something as potentially complicated as graphics programming will be a real chore if you're also unfamiliar with the language you're using. Write a few sizable non-graphical programs in python - parse some text files, write a guessing game or a journal-entry program or something. Get comfortable with string and list manipulation - know how to split, slice and combine strings and lists. Know how import works - try writing a program that is spread across several source files. Write your own functions, and practice manipulating numbers and characters; know how to convert between the two. Get to the point where the syntax for using lists and dictionaries is second-nature - you don't want to have to run to the documentation every time you need to slice a list or sort a set of keys. Resist the temptation to run to a mailing list, comp.lang.python, or irc when you run into trouble. Instead, fire up the interpreter and play with the problem for a few hours. Print out the Python 2.0 Quick Reference and keep it by your computer.
This may sound incredibly dull, but the confidence you'll gain through your familiarity with python will work wonders when it comes time to write your game. The time you spend making python code second-nature will be nothing compared to the time you'll save when you're writing real code.
2. Recognize which parts of pygame you really need.
Looking at the jumble of classes at the top of the pygame Documentation index may be confusing. The important thing is to realize that you can do a great deal with only a tiny subset of functions. Many classes you'll probably never use - in a year, I haven't touched the Channel, Joystick, cursors, Userrect, surfarray or version functions.
The most important part of pygame is the surface. Just think of a surface as a blank piece of paper. You can do a lot of things with a surface - you can draw lines on it, fill parts of it with color, copy images to and from it, and set or read individual pixel colors on it. A surface can be any size (within reason) and you can have as many of them as you like (again, within reason). One surface is special - the one you create with pygame.display.set_mode(). This 'display surface' represents the screen; whatever you do to it will appear on the user's screen. You can only have one of these - that's an SDL limitation, not a pygame one.
So how do you create surfaces? As mentioned above, you create the special 'display surface' with pygame.display.set_mode(). You can create a surface that contains an image by using image.load(), or you can make a surface that contains text with font.render(). You can even create a surface that contains nothing at all with Surface().
Most of the surface functions are not critical. Just learn blit(), fill(), set_at() and get_at(), and you'll be fine.
When I first read the documentation for surface.convert(), I didn't think it was something I had to worry about. "I only use pngs, therefore everything I do will be in the same format. So I don't need convert()". It turns out I was very, very wrong.
The 'format' that convert() refers to isn't the file format (ie png, jpeg, gif), it's what's called the 'pixel format'. This refers to the particular way that a surface records individual colors in a specific pixel. If the surface format isn't the same as the display format, SDL will have to convert it on-the-fly for every blit - a fairly time-consuming process. Don't worry too much about the explanation; just note that convert() is necessary if you want to get any kind of speed out of your blits.
It's that easy. You just need to call it once per surface, when you load an image off the disk. You'll be pleased with the results; I see about a 6x increase in blitting speed by calling convert().
The only times you don't want to use convert() is when you really need to have absolute control over an image's internal format - say you were writing an image conversion program or something, and you needed to ensure that the output file had the same pixel format as the input file. If you're writing a game, you need speed. Use convert().
pygame.display.update() - This updates the whole window (or the whole screen for fullscreen displays).
pygame.display.update(a rectangle or some list of rectangles) - This updates just the rectangular areas of the screen you specify.
Most people new to graphics programming use the first option - they update the whole screen every frame. The problem is that this is unacceptably slow for most people. Calling update() takes 35 milliseconds on my machine, which doesn't sound like much, until you realize that 1000 / 35 = 28 frames per second maximum. And that's with no game logic, no blits, no input, no AI, nothing. I'm just sitting there updating the screen, and 28 fps is my maximum framerate. Ugh.
Blit a piece of the background over the sprite's current location, erasing it.
Append the sprite's current location rectangle to a list called dirty_rects.
Draw the sprite at it's new location.
Append the sprite's new location to my dirty_rects list.
The difference in speed is astonishing. Consider that Solarwolf has dozens of constantly moving sprites updating smoothly, and still has enough time left over to display a parallax starfield in the background, and update that too.
There are two cases where this technique just won't work. The first is where the whole window or screen really is being updated every frame - think of a smooth-scrolling engine like an overhead real-time strategy game or a side-scroller. So what do you do in this case? Well, the short answer is - don't write this kind of game in pygame. The long answer is to scroll in steps of several pixels at a time; don't try to make scrolling perfectly smooth. Your player will appreciate a game that scrolls quickly, and won't notice the background jumping along too much.
A final note - not every game requires high framerates. A strategic wargame could easily get by on just a few updates per second - in this case, the added complexity of dirty rect animation may not be necessary.
7. Hardware surfaces are more trouble than they're worth.
If you've been looking at the various flags you can use with pygame.display.set_mode(), you may have thought like this: "Hey, HWSURFACE! Well, I want that - who doesn't like hardware acceleration. Ooo... DOUBLEBUF; well, that sounds fast, I guess I want that too!". It's not your fault; we've been trained by years of 3-d gaming to believe that hardware acceleration is good, and software rendering is slow.
It only works on some platforms. Windows machines can usually get hardware surfaces if you ask for them. Most other platforms can't. Linux, for example, may be able to provide a hardware surface if X4 is installed, if DGA2 is working properly, and if the moons are aligned correctly. If a hardware surface is unavailable, sdl will silently give you a software surface instead.
It complicates per-pixel access. If you have a hardware surface, you need to Lock the surface before writing or reading individual pixel values on it. If you don't, Bad Things Happen. Then you need to quickly Unlock the surface again, before the OS gets all confused and starts to panic. Most of this process is automated for you in pygame, but it's something else to take into account.
You lose the mouse pointer. If you specify HWSURFACE (and actually get it), your pointer will usually just vanish (or worse, hang around in a half-there, half-not flickery state). You'll need to create a sprite to act as a manual mouse pointer, and you'll need to worry about pointer acceleration and sensitivity. What a pain.
It might be slower anyway. Many drivers are not accelerated for the types of drawing that we do, and since everything has to be blitted across the video bus (unless you can cram your source surface into video memory as well), it might end up being slower than software access anyway.
Hardware rendering has it's place. It works pretty reliably under Windows, so if you're not interested in cross-platform performance, it may provide you with a substantial speed increase. However, it comes at a cost - increased headaches and complexity. It's best to stick with good old reliable SWSURFACEs until you're sure you know what you're doing.
8. Don't get distracted by side issues.
Sometimes, new game programmers spend too much time worrying about issues that aren't really critical to their game's success. The desire to get secondary issues 'right' is understandable, but early in the process of creating a game, you cannot even know what the important questions are, let alone what answers you should choose. The result can be a lot of needless prevarication.
For example, consider the question of how to organize your graphics files. Should each frame have its own graphics file, or each sprite? Perhaps all the graphics should be zipped up into one archive? A great deal of time has been wasted on a lot of projects, asking these questions on mailing lists, debating the answers, profiling, etc, etc. This is a secondary issue; any time spent discussing it should have been spent coding the actual game.
The insight here is that it is far better to have a 'pretty good' solution that was actually implemented, than a perfect solution that you never got around to writing.
9. Rects are your friends.
If you use any of the first three versions, however, you get access to Rect's utility functions. These include functions to move, shrink and inflate rects, find the union of two rects, and a variety of collision-detection functions.
Rects have no other relation to surfaces or graphics functions, other than the fact that you can use them as arguments. You can also use them in places that have nothing to do with graphics, but still need to be defined as rectangles. Every project I discover a few new places to use rects where I never thought I'd need them.
10. Don't bother with pixel-perfect collision detection.
Check to see if the rects are in collision. If they aren't, ignore them.
For each pixel in the overlapping area, see if the corresponding pixels from both sprites are opaque. If so, there's a collision.
There are other ways to do this, with ANDing sprite masks and so on, but any way you do it in pygame, it's probably going to be too slow. For most games, it's probably better just to do 'sub-rect collision' - create a rect for each sprite that's a little smaller than the actual image, and use that for collisions instead. It will be much faster, and in most cases the player won't notice the inprecision.
Pygame's event system is kind of tricky. There are actually two different ways to find out what an input device (keyboard, mouse or joystick) is doing.
The first is by directly checking the state of the device. You do this by calling, say, pygame.mouse.get_pos() or pygame.key.get_pressed(). This will tell you the state of that device at the moment you call the function.
The second method uses the SDL event queue. This queue is a list of events - events are added to the list as they're detected, and they're deleted from the queue as they're read off.
In the queue system, however, each keypress arrives in the queue as a completely separate event, so you'd need to remember that the t key was down, and hadn't come up yet, while checking for the f key. A little more complicated.
The state system has one great weakness, however. It only reports what the state of the device is at the moment it's called; if the user hits a mouse button then releases it just before a call to mouse.get_pressed(), the mouse button will return 0 - get_pressed() missed the mouse button press completely. The two events, MOUSEBUTTONDOWN and MOUSEBUTTONUP, will still be sitting in the event queue, however, waiting to be retrieved and processed.
The lesson is: choose the system that meets your requirements. If you don't have much going on in your loop - say you're just sitting in a 'while 1' loop, waiting for input, use get_pressed() or another state function; the latency will be lower. On the other hand, if every keypress is crucial, but latency isn't as important - say your user is typing something in an editbox, use the event queue. Some keypresses may be slightly late, but at least you'll get them all.
A note about event.poll() vs. wait() - poll() may seem better, since it doesn't block your program from doing anything while it's waiting for input - wait() suspends the program until an event is received. However, poll() will consume 100% of available cpu time while it runs, and it will fill the event queue with NOEVENTS. Use set_blocked() to select just those event types you're interested in - your queue will be much more manageable.
There's a lot of confusion around these two techniques, and much of it comes from the terminology used.
'Colorkey blitting' involves telling pygame that all pixels of a certain color in a certain image are transparent instead of whatever color they happen to be. These transparent pixels are not blitted when the rest of the image is blitted, and so don't obscure the background. This is how we make sprites that aren't rectangular in shape. Simply call surface.set_colorkey(color), where color is a rgb tuple - say (0,0,0). This would make every pixel in the source image transparent instead of black.
'Alpha' is different, and it comes in two flavors. 'Image alpha' applies to the whole image, and is probably what you want. Properly known as 'translucency', alpha causes each pixel in the source image to be only partially opaque. For example, if you set a surface's alpha to 192 and then blitted it onto a background, 3/4 of each pixel's color would come from the source image, and 1/4 from the background. Alpha is measured from 255 to 0, where 0 is completely transparent, and 255 is completely opaque. Note that colorkey and alpha blitting can be combined - this produces an image that is fully transparent in some spots, and semi-transparent in others.
'Per-pixel alpha' is the other flavor of alpha, and it's more complicated. Basically, each pixel in the source image has its own alpha value, from 0 to 255. Each pixel, therefore, can have a different opacity when blitted onto a background. This type of alpha can't be mixed with colorkey blitting, and it overrides per-image alpha. Per-pixel alpha is rarely used in games, and to use it you have to save your source image in a graphic editor with a special alpha channel. It's complicated - don't use it yet.
13. Do things the pythony way.
There you go. Now you know practically everything I know about using pygame. Now, go write that game!
David Clark is an avid pygame user and the editor of the Pygame Code Repository, a showcase for community-submitted python game code. He is also the author of Twitch, an entirely average pygame arcade game.


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Home USA Crime Thirteen Indicted in Drug and Money Laundering Scheme in Jacksonville
Thirteen Indicted in Drug and Money Laundering Scheme in Jacksonville
Khurram Aziz
Fri June 12, 2015
Thirteen people were indicted last week, including Michael Rounsville, 46, in a drug and money laundering scheme in the amount of $700,000. All of the individuals, with the exception of one, have been released on bond pending court proceedings.
Two other individuals who were arrested on similar charges, Evanc Rajta and Diane Harrison, were in the court room with Rounsville the same day and also entered a not-guilty plea. Neither of the three attorneys agreed to comment on the arraignment.
Rounsville is currently pending termination from the Sheriff's office and took a voluntary leave without pay.
Prosecutors are stating that several individuals planned to proceed with financial transactions from mid-2012 to early-2013 with profit made from distributing the drug ecstasy.
Documents that have been filed by a Jacksonville defense attorney state that Rounsville performed an unauthorized background check on an agent who was undercover after this agent gave another individual $700,000 who was involved with the operation of the distribution of drugs.
Rounsville was currently working in Zone 4, which is on the Westside of Jacksonville.
The others who were a part of the indictment are Maunel Rodriguez, Hedaar, Khlaf, Mollie Bass, Bruce Childs, Erick Estrada-Lopez, John Amell, Christian Magliano, Ilia Mato, Justin Downing and Vladimir Adunts, according to the U.S Attorney's Office.
The Florida Department of State Division of Corporations noted that Adunts and Khlaf are listed as principal owners in three companies in Jacksonville – Done More Entertainment LLC, Global Cage Fighting Inc, and Foam Party LLC. Khlaf is also listed as the president of Syralb Empire Inc and Aqua Nightclub and Lounge that are both listed at the address of 11000 Beach Blvd.
Capitol Motors LLC is also owned by Khlaf and is located on Atlantic Boulevard.
Downing, Mato, Adunts, and Arnell have all been charged with the conspiracy to transmit wagering information related to internet gambling, and Rajta is being charged with the laundering of funds represented to be proceeds from the distribution of marijuana, according to the U.S. Attorney's Office.
William Daniels, the U.S. Attorney Spokesman, stated that Bass had been arrested the weekend before in York, Pa. She is in state custody awaiting to be transferred to federal custody.
Khurram Aziz is a web entrepreneur who trained as a journalist. He is a freelance writer, runs online ventures, and consults on WordPress and Magento web development.

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Renewable energy battery solutions ready for ships
Eco Marine Power (EMP) is pleased to announce that in co-operation with The Furukawa Battery Company of Japan, it is now able to offer a range of marine battery solutions for use on-board ships or for marine related applications such as offshore platforms & renewable energy projects.
This range of high quality and long-life batteries from Furukawa Battery have also been accepted for use on classed vessels by ClassNK (Nippon Kaiji Kyokai) in addition to having been evaluated by EMP.
Three main battery types from Furukawa Battery will now be used by EMP as part of its Aquarius Marine Solar Power and Aquarius MAS + Solar solution packages. Details of these battery technologies are as follows:
FC38-12: FC38-12 VRLA (Valve Regulated Lead Acid) batteries are ideal for small marine solar power applications (i.e. up to around 5kWp) and can be supplied either as a battery pack set or as individual 12V units. A major advantage of the FC38-12 is that it's relatively small size and light weight makes it ideal for installation into small (but ventilated) spaces on-board ships and other vessels.
FCP Series: Furukawa Cycle Power (FCP) series battery units are available in various configurations and are supplied complete with a modular design mounting rack for superior vibration resistance. The space saving design of the unit also reduces installation and maintenance time. FCP series batteries are ideally suited for renewable energy applications and their long life (approximately 15 years) and low maintenance requirements make them ideal for use on ships.
UB Series: The Ultra Battery (UB) series are the ideal solution for smart grid, wind power and solar power applications both on land and on ships. UB-50-12 batteries can be supplied as individual units or as a pack for use with an EMP marine solar power solution. Some key features of the UB Series are their long cycle life (approximately 4500 cycles for the UB-1000) and suppression of cathode sulfation. The UB series batteries are ideal for retrofit projects in addition to being suitable for new shipbuilding projects.
After exhibiting a range of battery technologies along with EMP at the Electric and Hybrid Marine World Expo in Amsterdam recently, Mr. Kodaka, General Manager, International Business Department at Furukawa Battery stated:
"There is now a range of batteries from Furukawa Battery that have received acceptance from ClassNK and these products are ideally suited for renewable energy applications on ships and for offshore platforms. We look forward to working with Eco Marine Power to promote our battery technologies and expand our market share for energy storage in the shipping and maritime sectors."
In addition to supplying batteries and marine solar power solutions, EMP is also able to provide a range of services including marine renewable energy audits, system design and consulting services.
For further details regarding the range of batteries available from The Furukawa Battery Company please see: EMP Energy Storage Solutions
About Furukawa Battery
The Furukawa Battery Co., Ltd. is a leading manufacturer of storage batteries and electrical machinery in Japan and internationally. Furukawa Battery products include batteries for use in cars, motorcycles, electric vehicles, trains, aircraft, telecommunications, ships, spacecraft and renewable energy applications.
Furukawa Battery was established in 1950 and it addition to its head office in Yokohoma the company has a number of manufacturing facilities located both in Japan and in S.E. Asia.
The Furukawa Battery Co., Ltd. has been certified to ISO 9001 and ISO 14001 quality standards.
For more information please visit the Furukawa Battery website:http://www.furukawadenchi.co.jp/english/index.htm
About Eco Marine Power
Eco Marine Power Co. Ltd. (EMP) is an internationally focused technology company that develops renewable energy based fuel saving and emission reduction solutions for ships including passenger ferries, survey ships, oil tankers and cargo vessels. These technologies include the EnergySail®, Aquarius Marine Renewable Energy (MRE) System and Aquarius Management & Automation System (MAS).
EMP also develops sustainable ship concepts that incorporate the latest renewable energy technologies and is currently working on a number of design projects including Aquarius Eco Ship and Aquarius Unmanned Surface Vessel (USV). The company is based in Fukuoka, Japan.
To read more about Eco Marine Power please visit:www.ecomarinepower.com
Mayu Yamauchi (Furukawa Battery)
E-mail: m-yamauchi@furukawadenchi.co.jp
Greg Atkinson (Eco Marine Power)
E-mail: greg.atkinson@ecomarinepower.com
via eco-business
Global marine hybrid propulsion systems market that is expected to reach USD 4,455.88 million by 2022
Global marine hybrid propulsion systems market that is expected to reach USD 4,455.88 million by 2022 at a CAGR of 8.02% from 2014 to 2022 according to new research report
Marine hybrid propulsion systems are particularly helpful to marine vessel operators who are challenged by fluctuating fuel prices and growing environmental restrictions. Fuel charges constitute a significant share of a vessel's operating expenses. Efficient fuel technologies such as hybrid propulsion systems help reduce the operating expenses and increase profit margins.
The report points out that the low fuel consumption of hybrid marine propulsion systems as compared to conventional propulsion systems has increased the adoption of hybrid marine propulsion systems by shipping companies. Flexible power and design configuration requirements in offshore support vessels and anchor handling systems will also propel the global marine hybrid propulsion market.
However, the report states that the usage of clean fuel in conventional propulsion systems will significantly impact the adoption of hybrid propulsion systems. The global marine hybrid propulsion market has a huge opportunity to grow with the expansion of emission control areas which will augment the demand for marine hybrid propulsion systems. On the basis of configuration, the report segments the global marine hybrid propulsion market into parallel hybrid, diesel-electric, and serial hybrid.
Diesel-electric systems are extensively used and are expected to dominate the market during the forecast horizon. However, serial hybrid and parallel hybrid configurations are estimated to witness significant growth in the near future.
Browse the full Marine Hybrid Propulsion Market - Global Industry Analysis, Size, Share, Growth, Trends, and Forecast 2014 - 2022 report athttp://www.transparencymarketresearch.com/marine-hybrid-propulsion-market.html
Depending on the end use, the report categorizes the global marine hybrid propulsion market into ferries, defense vessels, tugboats and offshore support vessels, and others. Marine hybrid propulsion systems are majorly used by ferry operators in coastal areas and inland waterways, owing to stringent emission norms. Tugboats and offshore support vessels are increasingly adopting marine hybrid propulsion systems to improve fuel efficiency. Luxury yachts and small tourist boats are also emerging as major adopters of marine hybrid propulsion systems.
The report studies the marine hybrid propulsion market in four key regions: Europe, North America, Asia Pacific, the Middle East, Africa, and South and Central America. Europe has evolved as a major market for marine hybrid propulsion systems in recent years. Some of the prominent players in the global marine hybrid propulsion market are General Electric, Siemens AG, Imtech Marine, Caterpillar Inc., and BAE Systems.
The global market for marine hybrid propulsion systems has been segmented as follows:
Marine Hybrid Propulsion Market: Configuration Analysis
Marine Hybrid Propulsion Market: End-use Analysis
Tugboats & OSVs
Marine Hybrid Propulsion Market: Regional Analysis
Rest of North America
Get Inquiry About Reporthttp://www.transparencymarketresearch.com/sample/sample.php?flag=B&rep_id=3911
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LaNaval launches CNG hybrid ferry
Spanish shipbuilder Construcciones Navales del Norte – La Naval has launched the 135 m ferry Texelstroom for Netherlands operator Royal N.V. Texels Eigen Stoomboot Onderneming (TESO).
The 1,750 passenger, 350 vehicle vessel marks the Basque shipyard's ferry market debut —and it is entering the segment with a technically sophisticated ship featuring a hybrid propulsion system, with dual fuel (diesel/CNG) generating sets and a battery system, feeding the propulsion electric motors.
The double ended ferry will have two completely independent engine rooms, each of which can provide enough power to be able to continue the normal service of the ferry at least up until wind force Beaufort 9.
One engine room is to be fitted with two ABC diesel engines (2 x 2,000 kW), and the other with two ABC dual fuel engines (also 2 x 2.000 kW).
Two Rolls-Royce azimuth propellers will be installed at each end of the ship, to achieve a speed of 10 knots (economic) and 15 knots (maximum).
It is planned that the ferry will operate mainly on natural gas stored in two batteries of compressed natural gas (CNG) bottles installed on the top deck.
Electric batteries will also form an integral part of the advanced energy management system. In addition to this, with over 700 sq.m of solar panels, the ferry will have power available from the sun in the sunniest region of The Netherlands.
The vessel will is scheduled to be ready for sea trials at the end of this year and final delivery in January 2016..
via MarineLog
Marine Hybrid Propulsion Market - Global Industry Analysis, Size, Share, Growth, Trends, and Forecast 2014 - 2022
LONDON, Aug. 10, 2015 /PRNewswire/ -- This research study analyzes the market for marine hybrid propulsion systems in terms of revenue. The marine hybrid propulsion market has been segmented on the basis of configuration, end-users, and geography. For the purpose of this study, 2013 has been taken as the base year while all forecasts have been given for the 2014–2022 period. Market data for all the segments has been provided at the regional as well as country-specific levels for the 2013–2022 period.
The regional segments have been further divided into sub-segments comprising seven unique countries that are major players in the global marine hybrid propulsion market. The report provides a comprehensive competitive landscape and features companies engaged in the marine hybrid propulsion business. The report also provides a detailed industry analysis of the marine hybrid propulsion market with the help of the Porter's Five Forces model. The Porter's Five Forces analysis aids in understanding the five major forces that affect the industry structure and profitability of the global marine hybrid propulsion market. The forces analyzed are the bargaining power of buyers, bargaining power of suppliers, threat from new entrants, threat from substitutes, and degree of competition in the market.
The high-level analysis provides detailed insights into the business of marine hybrid propulsion globally. Major drivers, restraints, and opportunities of the marine hybrid propulsion market are analyzed in detail and illustrated in the report through graphs and tables. One of the most prominent drivers is the increasing investments by vessel operators in fuel-efficient and environment-friendly technologies.
Vessel and towage operators in the marine industry are now investing in marine hybrid propulsion systems to optimize operational performance. Development in technology originating from the hybrid automotive industry has assisted technology developers in designing efficient and economical marine hybrid propulsion systems. Market attractiveness analysis was carried out for the marine hybrid propulsion industry on the basis of end-use. Market attractiveness was estimated on the basis of consumer preferences that directly impact the market.
The marine hybrid propulsion market has been segmented into three broad categories on the basis of configuration as diesel-electric, parallel, and serial hybrid systems. The marine hybrid propulsion market was also analyzed on the basis of end-users as tugboats, ferries, high-speed PSVs, and others. The others segment primarily comprises naval vessels and autonomous underwater vehicles. The marine hybrid propulsion market was analyzed across six geographies: North America, Europe, Asia Pacific, South America & Central America, Africa, and the Middle East.
Although hybrid propulsion systems are being widely adopted across the world, the major share of development is witnessed in Europealone. Regional data has been provided for each sub-segment of the marine hybrid propulsion market. Key market participants in the marine hybrid propulsion market include BAE Systems plc, Caterpillar Inc., Aspin Kemp & Associates, Imtech Marine, and General Electric. The report provides an overview of these companies, followed by their financial details, business strategies, and recent developments.
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Marine Hybrid Propulsion Market - Global Industry Analysis 2014-2022: Research and Markets:
DUBLIN--(BUSINESS WIRE)--Research and Markets
(http://www.researchandmarkets.com/research/t5v92f/marine_hybrid) has announced the addition of the "Marine Hybrid Propulsion Market - Global Industry Analysis, Size, Share, Growth, Trends, and Forecast 2014 - 2022" report to their offering.
The marine hybrid propulsion market has been segmented into three broad categories on the basis of configuration as diesel-electric, parallel, and serial hybrid systems.
The marine hybrid propulsion market was also analyzed on the basis of end-users as tugboats, ferries, high-speed PSVs, and others.
The others segment primarily comprises naval vessels and autonomous underwater vehicles.
The marine hybrid propulsion market was analyzed across six geographies: North America, Europe, Asia Pacific, South America & Central America, Africa, and the Middle East.
Although hybrid propulsion systems are being widely adopted across the world, the major share of development is witnessed in Europe alone. Regional data has been provided for each sub-segment of the marine hybrid propulsion market.
Key market participants in the marine hybrid propulsion market include BAE Systems plc, Caterpillar Inc., Aspin Kemp & Associates, Imtech Marine, and General Electric. The report provides an overview of these companies, followed by their financial details, business strategies, and recent developments.
- Parallel
- Serial
- Tugboats & OSVs
- Ferries
- Defense Vessels
Key Topics Covered:
Chapter 1 Preface
Chapter 2 Executive Summary
Chapter 3 Marine Hybrid Propulsion Market - Industry Analysis
Chapter 4 Marine Hybrid Propulsion Market - Configuration Analysis
Chapter 5 Marine Hybrid Propulsion Market - End-use Analysis
Chapter 6 Marine Hybrid Propulsion Market: Regional Analysis
Chapter 7 Company Profiles
- Alewijnse Holding B.V
- Aspin Kemp & Associates
- BAE Systems plc
- Caterpillar Inc.
- General Electric
- Imtech Marine
- MAN Diesel & Turbo SE
- Rolls-Royce plc
- SCHOTTEL Group
- STEYR MOTORS GmbH
- Siemens AG
- Torqeedo GmbH
- UQM Technologies, Inc
- Wartsila
For more information visit http://www.researchandmarkets.com/research/t5v92f/marine_hybrid
Research and Markets
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Global Marine Hybrid Propulsion Market to Reach US$4,455.88 Million by 2022
ALBANY, N.Y.--(BUSINESS WIRE)--A market study recently published by Transparency Market Research (TMR) has determined the overall revenue of the global marine hybrid propulsion market in 2013 at US$2,240.00 million and has projected its rise at an 8.02% CAGR between 2014 and 2022 in order to attain an estimated revenue amounting to US$4,455.88 million by the end of the forecast period.
Browse Report: http://www.transparencymarketresearch.com/marine-hybrid-propulsion-market.html
The research report, titled"Marine Hybrid Propulsion Market - Global Industry Analysis, Size, Share, Growth, Trends, and Forecast 2014 - 2022", signifies that the increasing investment for research and development of marine hybrid propulsion systems by shipping companies is fueling the growth of the marine hybrid propulsion market to a significant extent.
Sample Report: http://www.transparencymarketresearch.com/sample/sample.php?flag=S&rep_id=3911
According to the report, the diesel-electric system is the most common technology configuration utilized in the global marine hybrid propulsion market. This segment is expected to maintain its dominance over the forecast period.
Browse Press Release: http://www.transparencymarketresearch.com/pressrelease/marine-hybrid-propulsion-market.htm
Among end users, ferries dominate the global marine hybrid propulsion market in terms of installation. Owing to the substantial amount of investments from ferry operators, particularly in Europe, the global market is likely to grow extensively during the forecast period.
Browse Article: http://www.transparencymarketresearch.com/article/marine-hybrid-propulsion-market.htm
The market report also discusses the performance of the marine hybrid propulsion market on a regional level. At present, the marine hybrid propulsion market in Europe and North America are leading the global market for marine hybrid propulsion systems. Apart from this, the market in Asia Pacific is expected to emerge as the most attractive regional market over the forecast period.
Browse All Other Energy Research Reports: http://www.transparencymarketresearch.com/energy-market-reports-3.html
Siemens, UQM Technologies, General Electric, Schottel, Rolls-Royce, Imtech Marine, BAE Systems, Caterpillar, Alewijnse, Aspin Kemp & Associates, Torqeedo, and Steyr Motors are some of the major players in the global marine hybrid propulsion market profiled in this report.
Transparency Market Research is a U.S. based market intelligence company driven by high-pedigree consultants and researchers. TMR leverages its Syndicated Research, Custom Research, and Market Consulting expertise to help businesses make accurate decisions. TMR's exclusive blend of quantitative forecasting and trends analysis draws on proprietary data sources and techniques, while their data repository is continuously updated to reflect the latest trends.
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Hybrid Propulsion for New Fairplay Tugs
Fairplay XI (Photo: SCHOTTEL)
The Fairplay fleet in Rotterdam welcomes two new members: The hybrid tractor tugs Fairplay IX and Fairplay XI, each equipped with a SCHOTTEL hybrid propulsion system including two SCHOTTEL Rudderpropellers SRP 4000 with hybrid gearboxes, two electric motors and an integrated steering control system, specialized for hybrid propulsion.
Tugs are required to fulfill a variety of daily tasks, covering the full power spectrum, from stand by periods to towing operations. The installed hybrid propulsion concept enables the Fairplay tugs to operate with an optimal power output, SCHOTTEL said. At part load, the electric motors (600 kW each) suffice while the two MTU diesel engines (2,240 kW each) are employed for operation at full load. Here, the electric motor can be switched on to provide additional power. The 29 meter long tractor tugs have a bollard pull of 90 t and travel at a maximum speed of 13.5 knots.
The SCHOTTEL hybrid propulsion concept is suitable for Rudderpropellers with power input ratings of up to 4,200 kW. It offers a flexible combination of diesel engine and electric motor power due to the hybrid gearbox. The power output of the electric motor is variable according to the applied diesel engine performance and rotation speed. "That is why we are able to offer to our customers individual solutions for every vessel," explained Eric Steffens, Mechanical Engineering and Design department at SCHOTTEL. "Additionally, we see a clear advantage in offering our customers a one-stop-shop for hybrid propulsion. The joint delivery of thruster, gearbox, electric motor and steering control system reduces the interfaces with other component suppliers significantly and thus equips the customer with one point of contact for the whole system."
Hybrid drive systems reduce pollutant emissions and fuel consumption, since the electric motor diminishes the operating hours of the diesel. This increases the mean time between overhauls (MTBO) and reduces maintenance costs.
Another feature of the SCHOTTEL one-stop-shop hybrid propulsion solution is the included steering control which is optimized for the flexible operation with two different motor types and integrated in the vessel's control panel from the outset.
"While we equipped quite a lot of tugs from the Fairplay fleet, these two are the first with our hybrid propulsion solution." Steffens said. "We greatly enjoyed the cooperation with Astilleros Armon shipyard and Fairplay and are already looking forward to share future projects."
Bill Calvert - Natural Gas Vehicle Pioneer Joins Blue Gas Marine Team
This press release was orginally distributed by ReleaseWire
Apex, NC -- (ReleaseWire) -- 07/15/2015 -- Bill Calvert, Co-Founder of BAF Technologies, a subsidiary of Westport Innovations Inc. (NASDAQ- WPRT) has joined Blue Gas Marine, Inc. (BGM) as an executive advisor, to assist the management team in accelerating the adoption of its Natural Gas Hybrid Fuel System technology, the first of its kind in the marine industry. Bill has spent more than 30 years in the compressed natural gas (CNG) industry.
Under Bill's leadership BAF grew into the leading provider of natural gas vehicle (NGV) systems in the United States, converting over 20,000 vehicles and achieving $42MIL in annual revenue*. Calvert will focus his efforts on leveraging his industry relationships and experience to establish BGM as an industry leader in marine alternative fuel systems.
Specifically Bill will be working directly with marine engine OEM's adopting BGM's fuel system technology to draw from the experiences of their automotive counterparts and provide access to his extensive network of natural gas companies and fuel suppliers to further expand BGM's rapidly growing fuel infrastructure network.
Having worked directly for decades with The US Department of Energy (DOE) as well as state and local governments and advocacy groups to provide funding for the development and adoption of cleaner fuel technologies, Bill is well positioned to assist BGM in the process of accessing loans and grants for on-the-water CNG fueling stations and its' onboard fueling technology.
"We are excited and privileged to have Bill join our team. His track record of essentially creating the NGV industry in the US speaks for itself. His depth of work and legacy will be invaluable to Blue Gas Marine. He will help us immediately connect with key decision makers to fuel the growth and adoption of our revolutionary technology." said Miguel Guerreiro, President & CEO Blue Gas Marine, Inc.
Bill Calvert, said, "This opportunity allows me to be part of an exciting company in natural gas powered transportation, which is obviously close to my heart, and extends the reach of natural gas as an alternative fuel, to an entirely new sector, which is the marine industry."
About Bill Calvert
Bill Calvert began his career in the Alternative Fuel Vehicle industry in 1982 as national sales manager for Advanced Fuel Systems. Since then he has been involved in many AFV programs, providing leadership and direction for manufacturers, utility companies, governments, private companies, organizations and industry leaders. In 1992, he co-founded Bachman NGV that, in 2003, became BAF Technologies. In 2009, BAF Technologies was acquired by Clean Energy Fuels (NASDAQ- CLNE). In 2013, BAF Technologies was acquired by Westport Innovations Inc. (NASDAQ- WPRT) for $25MIL.
In 2012, Bill was the recipient of the esteemed NGV Lifetime Achievement Award from NGVAmerica, in recognition for his 30 years in the natural gas vehicles industry.
About Blue Gas Marine
Blue Gas Marine, Inc. is the leading green-energy corporation dedicated to make natural gas available for boats, as a clean and affordable fuel. The Company has developed a proprietary fuel system that allows existing marine engines to use natural gas as a hybrid or primary fuel. The system reduces fueling costs by 70% and reduces pollution by as much as 90%. Customers include: boat manufacturers, marinas, commercial fishermen, fleets, recreational users and government agencies. Blue Gas Marine, Inc. provides the only fueling option that delivers to customers a lower cost and lower risk solution when converting to a green alternative. Learn more by visiting BlueGasMarine.com or on Facebook.com/BlueGasMarine.
*As per Clean Energy Fuels Form 10K- 3/11/2011
For more information on this press release visit: http://www.releasewire.com/press-releases/release-610681.htm
Carrie Guerreiro
Email: Click to Email Carrie Guerreiro
Web: http://www.bluegasmarine.com
Read more: http://www.digitaljournal.com/pr/2613781#ixzz3g5NNsjec
Saft Wins First Contract with Imtech Marine to Power New Hybrid Ferry Owned by CMAL in Scotland
PARIS--(BUSINESS WIRE)--Saft, the world's leading designer and manufacturer of advanced technology batteries for industry, has won a contract to supply state-of-the-art Li-ion battery systems to Imtech Marine, a leading maritime technology supplier. Two Saft Seanergy® systems will be at the heart of the diesel-electric hybrid propulsion system and energy management system for 'Hybrid III', the Roll On Roll Off (RORO) passenger and vehicle ferry designed for use on Scotland's short sea crossing routes around the Clyde and Hebrides.
The new vessel, currently under construction by Ferguson Marine Engineering Ltd for CMAL (Caledonian Maritime Assets Ltd), will be Scotland's third hybrid ferry when it enters service in autumn 2016, carrying up to 150 passengers and 23 cars or two HGVs (Heavy Goods Vehicles). It is being funded by the Scottish Government to help meet the target set in its Climate Change Delivery Plan to reduce CO2 emissions in the transport sector by at least 20 percent by 2020. It will have a service speed of nine knots and because it uses both diesel and electric power, its fuel consumption will be significantly lower than a conventional ferry, leading to fuel and CO2 emissions that are at least one fifth lower than a conventional arrangement.
The project represents a significant development for Saft as it is the first contract with Imtech Marine, the experts in supplying hybrid propulsion systems for all types of vessels.
As a modular system, Seanergy® can be scaled to meet any requirements up to 750 V. The modules are based on Saft's Li-ion Super Phosphate (SLFP) cell chemistry, which offers the advantage of improved high energy capability and optimized total cost of ownership when compared with standard Li-ion phosphate technologies. In January 2015, marine industry independent safety assessor Bureau Veritas delivered the highest quality assessment for the Seanergy modules, establishing that the design conforms to recognised industry quality and certification standards.
The two Seanergy® systems, which provide a total of 800 kWh of energy storage, can power the vessel in battery mode only and in hybrid mode in combination with a diesel generator. The batteries will be charged overnight from shore supply while the ferry is in port. When at sea, Imtech's energy management system will balance the energy delivered by the diesel genset and battery systems to make propulsion as efficient and clean as possible, enabling the genset to run at peak efficiency.
"Interest in hybrid propulsion is growing fast in the maritime sector as ship owners and operators come under pressure to meet more stringent energy efficiency targets. This contract for a very high profile ferry service in Scotland is further confirmation that Saft's Li-ion technology offers a reliable, high performance and fully commercialized solution for hybrid propulsion on even the largest sea-going vessels." said Jayesh Vir, Saft's Key Account Manager for the Marine Segment.
About Saft
Saft (Euronext: Saft) is a world leading designer and manufacturer of advanced technology batteries for industry. The Group is the world's leading manufacturer of nickel batteries and primary lithium batteries for the industrial infrastructure and processes, transportation, civil and military electronics markets. Saft is the world leader in space and defence batteries with its Li-ion technologies which are also deployed in the energy storage, transportation and telecommunication network markets. More than 4,000 employees in 18 countries, 14 manufacturing sites and an extensive sales network all contribute to accelerating the Group's growth for the future.
Saft batteries. Designed for industry. www.saftbatteries.com
About CMAL
Caledonian Maritime Assets Limited owns the ferries, ports and harbours and infrastructure necessary for vital ferry services serving the West coast of Scotland and the Clyde Estuary. Caledonian Maritime Assets Limited is wholly owned by the Scottish Government with Scottish Ministers the sole shareholders. The Caledonian Maritime Assets Limited Board have an executive management team and supporting staff at headquarters in Port Glasgow. Caledonian Maritime Assets Limited aims to provide efficient, cost-effective and safe ferries, harbours and port infrastructure for operators, communities and users in and around Scotland.
About Ferguson Marine
With over 110 years of history, Ferguson Marine is renowned worldwide for delivering engineering services across a range of industry sectors. Whilst best known for our ship building capability, the company has delivered tailored solutions to support applications in materials handling, fluids distribution, system hydraulics, power distribution and management, and civil engineering.
via businesswire
Hybrid vessels will soon be on the market
(Nanowerk News) ABB is convinced that vessels fitted with hybrid main propulsion machinery are the future, and the company expects to sign its first contract in the course of the year."Hybrid propulsion systems significantly reduce both fuel consumption and emissions," says Børre Gundersen, R&D manager for ABB's marine activities in Norway.The company is currently testing the technology in a hypermodern hybrid laboratory in collaboration with NTNU and the SINTEF-institute MARINTEK.
Hybrid engines will soon be a common technology in anchor vessels like this, according to scientists.Saving 15 percent of the energy"The aim of the project is to develop and demonstrate solutions for improved, more energy-efficient propulsion systems for marine use. What we have found so far is that a direct-current power system that incorporates an energy store (i.e. battery) would result in 10 – 15 per cent lower fuel consumption and emissions than a traditional alternating current system.This is because the energy store optimises operation of the internal combustion engine, which in turn means reduced fuel consumption, reduced emissions of greenhouse gases and particles, and not least, improved power system reliability," says MARINTEK research manager Anders Valland. The research team envisages that hybrid motors would be particularly effective in offshore operations, in which vessels perform many different tasks under a wide range of weather conditions. Better and cheaper batteries"The battery can absorb peak loads, while the internal combustion engine can continue to operate at its optimal level. This will also mean that in the future, future ships will not need such large engines as they do today, but rather smaller engines with batteries as backup and for security," says Valland. ABB believes that there could be a large market for electric vessels and el-hybrid vessels in the near future. One of the reasons for this belief is that experts expect to see battery capacity doubling by 2020, without a corresponding rise in cost. Moreover, they offer significant environmental benefits."The hybridisation of 230 OSV/AHTS (Offshore Supply Vessel/Anchor Handling Tug Supply) on the Norwegian shelf could reduce CO2 emissions by 400 000 tonnes, equivalent to 163 average Norwegian cars," says Sindre Sæter, who leads ABB's marine activities in Norway."The authorities need to think in new ways"The experts believe that in order to realise these benefits it will be necessary to establish alliances with industry and the research sector, but just as important, with the authorities."The frame conditions will have to be adapted to meet the need for technology development. At present, it is extremely difficult to get revolutionary new technology in place within the current tendering framework, which is most suitable for traditional thinking in ship transport," says Valland.
Read more: Hybrid vessels will soon be on the market
Is Cold Ironing Redundant Now?
Shore power at the Port of Los Angeles
By Wendy Laursen 2015-05-23 19:19:46
An article in The Post and Courier last week quotes a U.S. port official from Charleston saying that the installation of shore power (cold ironing or alternative maritime power (AMP)) has been rendered a last-generation solution at most major ports.
State Ports Authority Chief Executive Jim Newsome said ultra-low sulfur fuel and scrubbers have made the air quality improvements touted by shore power obsolete. Newsome has estimated it would cost about $20 million to build shore power into a new cruise terminal planned at the port.
The comments have drawn opposition from a local environmental group whose spokesperson said that both scrubbers and shore power would be the best solution for visiting cruise ships.
Carnival Cruise Lines plans to install scrubbers on the Fantasy, reports The Post and Courier. The cruise ship is home-ported at Charleston, and Ecstasy, which will replace the Fantasy in February, already has scrubbers. Neither ship is equipped for shore power.
A Well-Established Solution
Shore power has been taken up by other North American ports including Seattle, Vancouver, Los Angeles, San Diego, San Francisco, Oakland and Halifax. Princess Cruises' shore power program made history when it first began operations in the Alaska capital Juneau in the summer of 2001, and the Port of Seattle was the first in North America to provide infrastructure for two ships to simultaneously utilize shore power.
In addition to recent shore power installations in the Port of San Francisco, the Port of Halifax just commissioned its new shore power equipment last month.
Seattle: Nothing Compares
"Nothing compares to the benefits of zero emissions by connecting the vessel to shore power and shutting down the vessel's engines while the ship is at the dock," says Peter McGraw, spokesman for the Port of Seattle. "We in the Pacific Northwest do have cheaper electricity due to our hydro-electric power generated by dams throughout our state, which may produce a different cost than other parts of the country."
Exhaust stack scrubbers have become the current industry wide focus for all cruise brands in efforts to reduce emissions when the vessel engines are running, but investment in shore power systems at ports continues in the U.S., Canada and around the world, he says.
"Most recently we had a visit from the cruise representatives at the new Kai Tak terminal in Hong Kong. He was here to see our shore power operations and meet with local experts on the technology," says McGraw. Kai Tak Hong Kong terminal is considering investment in shore power connections at their new cruise facility.
"So all being said shore power does not appear to be dying-out," says McGraw. "The newest systems are much more advanced than last generation equipment. I'm pleased we have two of our three cruise ship berths in Seattle equipped to serve ships capable of connecting. You just can't get any better than the zero emissions that come with them."
Los Angeles: Low Sulfur Fuel still contributes to Emissions
The Port of Los Angeles was the first port in the world to use shore power technology for in-service container ships. Chris Cannon, Director of Environmental Management, Port of Los Angeles, said: "Air quality conditions in Southern California are unique and among the worst in the entire country. Southern California is in "non attainment" for particulate matter 2.5 and "extreme non attainment" for ozone. For this reason, continued reduction in emissions of particulate matter and ozone precursors (NOx, SOx, VOCs) is helpful and necessary."
In Southern California, overall emissions, as well as potential health risk, are significantly reduced when using electricity to power ships at berth rather than having the ships run on low sulfur fuel, says Cannon. "Even with low sulfur fuel, ships remain one of the largest sources of pollution in our area, and low sulfur fuel for ships still contains 1,000 ppm sulfur, compared to an average 30 ppm sulfur required for automobile fuel."
Cannon says the port supports the efforts of the California Air Resource Board to reduce at-berth emissions by setting a regulation that requires a phased shore power program for container ships that started on January 1, 2014.
Cannon concedes though that the best way to reduce emissions can vary from one port to another. "While we have funded demonstrations of scrubber technology, we have not yet seen widespread use of this technology in our region. Nevertheless, we believe that scrubbers and shore power can both be used in the future to help reduce emissions."
Oakland: Looking Forward to Near-Zero Emission Ships
In 2009, the Port of Oakland made a commitment to reduce seaport-related diesel health risks by 85 percent by 2020. "We've made significant progress to meet that goal," says port spokesman Michael Zampa. "As a priority, the port has reduced its seaport emissions from the sources that operate at or nearest the port terminals - the ones that decrease the diesel health risk the most."
Ship engines are the largest source of seaport emissions at the port. "It's critical that we reduce these emissions as much as possible, particularly while at berth," says Zampa. "This is important to the port, its neighboring communities and the region. For the port, the best day for us will be when we no longer need to use our shore power system because only zero or near-zero emissions ships are operating globally. We will all breathe easier on that day."
Discussion in the U.K.
The U.S. is not the only nation to voice dissent over the value of shore power. The British Society of Maritime Industries hosted a seminar in London earlier this year that discussed the viability of shore power. Representatives from Cavotec and Schneider Electric argued in favor of shore power, although they recognized that a cost-benefit analysis should be done on a case-by-case basis, reports Hellenic Shipping News.
Peter Selway, marketing manager of Schneider Electric, said that ships could expect a payback time of three years and ports four years if they invested in the technology. It was pointed out that shore power reduces noise and vibration as well as air emissions.
However, another speaker at the conference, Simon Zielonka, fleet director of Royal Caribbean International Cruises, said the costs for shore power could be too high for cruise ships. By comparison, the biggest container ships use the same amount of power as a small cruise ship. He also warned that the technology might just move emissions from the port to the location where the electricity was produced.
Zielonka said that most emissions from ships are produced when they are at sea and estimated that shore power might only reduce emissions by 1-3 percent. He also estimated that it was 10 times more expensive to retrofit a ship for shore power than to include it on a newbuilding.
IMO Considered Shore Power, E.U. Acted
IMO representative Masao Yamasaki said at the conference that the IMO had discussed making shore power mandatory in 2012 but concluded that, at that time, there were not enough ports (only 20, mostly in the U.S. and Scandinavia) that were ready with the technology.
The E.U. has taken a stronger stance by approving Directive 2014/94/EU on the deployment of alternative fuel infrastructure in 2014. This directive obliges member states to implement alternative infrastructure networks such as shoreside power technology by December 2025. The E.U.'s TEN-T program has indicated that shore power is an area where funding was available to help with up to 50 percent of the costs of research and 20 percent of the costs of implementation.
Hamburg: A Barge Solution
New ideas are still being developed. The port of Hamburg has taken a less infrastructure-intensive approach to shore power with the commissioning of an LNG-fuelled barge this month that will provide power to cruise ships in the port. The barge works like a floating power plant and, compared to conventional marine diesel with 0.1 percent sulfur content, emits no SOx or soot. Emissions of nitrogen oxides and carbon dioxide are also significantly reduced. The deployment of the LNG Hybrid Barge could therefore significantly improve air quality in port cities, says Becker Marine Systems.
More Financial Incentives
The Port of Antwerp already offers shore power at its Independent Maritime Terminal, and there are berths where barges can use shore power. Ships are offered financial incentives to use the power, and the port has just introduced further incentives, this time aimed at scrubbers and LNG.
As of 1 June 2015 Antwerp will grant a discount to seagoing ships that use alternative technology to reduce their particulate emissions. The new discount means that in some cases ships can benefit from a 30 percent reduction in port fees.
According to spokeswoman Annik Dirkx: "For auxiliaries, the use of cold ironing is still a valid option, because this is not necessarily combined with or connected to the main engine that can run on LNG or with scrubbers. In our port we do case by case project development, which means that we try to accommodate every shipping company's request the best way we can."
So What Will Charleston Do?
Charleston has been conducting outdoor air testing at Union Pier since February. The data shows that there have been no emissions above federal guidelines, even when a cruise ship is in port. According to Newsome, there is no significant difference between cruise ship days and non-cruise ship days. He therefore believes that shore power isn't needed.
However, contends one environmental activist, discussions are far from over.
Imtech Marine to supply propulsion system to Caledonian Maritime's hybrid ferry
Imtech Marine has been contracted to supply the electric and hybrid propulsion system for Scotland-based Caledonian Maritime Assets (CMAL) operated hybrid ferry.
Under the terms of the contract, Imtech Marine will carry out electrical installation for the third hybrid ferry, which is due to be delivered in April 2016.
The company will also supply the diesel-electric and Li-Ion battery hybrid propulsion system by December.
The owner can track fuel usage with the help of an Imtech Marine remote control monitoring system installed on the third CMAL vessel.
According to Imtech, the first ferry used a lithium battery system, diesel generators and electric propulsion, and has been designed to reduce fuel, noise and emissions.
It is claimed to achieve fuel savings of 38%.
The substantial reduction is achieved by using shore-charged energy (28%) as well as smart load control (10%) through the Imtech Marine Energy Management System (EMS).
"We estimated the propulsion system would result in savings around the 20% level but this result of 38% exceeded all expectations."
The EMS removes the need for a second generator during the complete working day and controls fuel optimisation.
Based on a 'market' control strategy, it also controls the load sharing between the diesel generator and batteries, and uses Imtech Marine's energy dashboard to provide essential performance feedback to the captain.
Information regarding exisitng and historic performance and maintenance values is provided to the fleet owner through the web-based remote monitoring system.
Mischa Kyanin of Imtech Marine said: "Originally we estimated the propulsion system would result in savings around the 20% level but this result of 38% exceeded all expectations."
Image: Caledonian Maritime Assets's (CMAL) shipyard. Photo: courtesy of Imtech.
via Ship-Technology
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After breakfast, take a nice boat trip through the floating village to visit a fish farm to see how the Mekong Delta people raise fish in their floating houses.
Visit the Cham minority with their traditional weaving village, followed by a local Islamic Mosque.
Trip back to Ho Chi Minh City. End at the office or your hotel.


text:
«Возвращение Арсена Люпена» () — сериал по мотивам произведений Мориса Леблана о приключениях вора-джентльмена Арсена Люпена в 1930-х и второй половине 1940-х годов. Главную роль сыграл Франсуа Дюнойе.

Первый сезон состоял из двенадцати эпизодов по 55 минут. Продолжение сериала под названием Новые подвиги Арсена Люпена (), в восьми 90-минутных эпизодах, было показано между 20 мая 1995 года и 7 июля 1996 года на телеканале France 3.

В ролях

1-ый сезон
 Франсуа Дюнойе — Арсен Люпен
 Поль Ле Персон — Комиссар Ганимар
 Анна Кондо — Лиза
 Эрик Франклин — Гроньяр
 Раде Шербеджия — Херлок Шолмс
 Иоланда Фоллиот — Мерседес

2-ой сезон
 Франсуа Дюнойе — Арсен Люпен
 Поль Ле Персон — Комиссар Ганимар
 Франк Капийери — Гроньяр
 Жозеф Сарчаджев — Херлок Шолмс
 Валентин Ганей — Вильсон
 Коринн Тузе — Патрисия
 Шарлотта Кади — Глория
 Ваня Цветкова — Теодора

Эпизоды

1-ый сезон
 Медальон Папы
 Ленорман, начальник службы безопасности
 Товарищ Татьяна
 Золотой Треугольник
 Тихий учёный
 Очарованный флейтой
 Кенон Жюно
 Зубы тигра
 Забытый воздух
 Ведьма с двумя лицами
 Графиня Калиостро
 Роковой Бижу

2-ой сезон
Второй сезон вышел под названием  (Новые подвиги Арсена Люпена). При трансляции на канале НТВ эпизоды выходили в эфир в ином порядке (указан в скобках).

 Табакерка императора (6)
 Платье с бриллиантами (8)
 Гаванские акулы (7)
 Встреча с доктором Фрейдом (1)
 Нефритовая маска (3)
 Херлок Шолмс вмешивается (4)
 Пещеры этрусков (5)
 Странная барышня (2)

Детективные телесериалы Франции
Приключенческие телесериалы Франции
Экранизации произведений Мориса Леблана
Фильмы об Арсене Люпене
Фильмы о ворах
Телесериалы France 3

redpajama_set_name: RedPajamaWikipedia


Property Managers across the country are told all the time that Fair Housing laws are not fair to all people. Tenants who are not considered a protected class, complain that those who are, receive unfair and preferential treatment. Landlords complain to their property managers that some interpretations and enforcement of the Fair Housing Act are unreasonable and add unnecessary costs to being a landlord. Well like any law, you will always have opposition from one corner or another. As property managers, it is our duty to follow the laws. The purpose of this blog post is to provide news within the industry and to give a voice to a tenant who feels that he has none.
Drives a Bugatti -- accepts public housing assistance?
"In a new report, the watchdog for the Department of Housing and Urban Development describes these and more than 25,000 other "over income" families earning more than the maximum income for government-subsidized housing as an "egregious" abuse of the system. While the family in New York with an annual income of almost $500,000 raked in $790,500 in rental income on its real estate holdings in recent years, more than 300,000 families that really qualify for public housing lingered on waiting lists." New York, Puerto Rico and Texas had the most over-income families in public housing, while Utah, Idaho and Wyoming had the fewest, investigators found."
Well, I was at a loss for words. I thanked our tenant for forwarding the article, though I also felt the need to apologize for a system that I feel I have no control of. I encouraged the tenant to contact the local Housing Authority to pursue any 'entitlements' for which he might be eligible. The tenant's response was not like anything that I had expected, which was, "I said that I qualified and that I don't receive public housing assistance. Just because I qualify, doesn't mean that I want or need the assistance."


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We really love our craft and you will see this reflected in our portfolio. Having good time management and client services is one of our move powerful weapons.
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text:
Local arenas would welcome pro teams during pandemic
SOUTHWEST FLORIDA – Governor Ron DeSantis essentially sent out a call to ball on Wednesday.
"All professional sports are welcome here for practicing and for playing," said the governor. "If you have a team in an area where they just won't let them operate, we'll find a place for them in Florida."
With plenty of MLB caliber stadiums used for Spring Training, professional and college football venues, and countless college arenas, it's no wonder DeSantis thinks Florida can help pro teams looking for a temporary home.
With both the NBA and NHL seasons on hold, should a team need a place to play or practice, Estero's Hertz Arena could be made available, said the arena CEO and Florida Everblades General Manager Craig Brush.
"We would certainly entertain it if somebody was interested," Brush said.
After all, the home of the Everblades already hosts an annual basketball tournament and NHL teams have practiced and played there in the past.
"It's business," Brush said. "Plain and simple, we need the business."
Likewise, Florida Southwestern State College President Jeff Albritten said they would welcome the prospect of a pro team setting up shop at their Suncoast Credit Union Arena on campus.
"I would certainly want to make the governor's team aware that we are interested, available and our athletic director works with state organizations that communicate our availability," he said.
Officials at Florida Gulf Coast University also said they "would consider any such request but given that all camps and events on campus are canceled through at least July 31, it's unlikely."
But in Estero, Brush said he has been in contact with the Everblades NHL affiliate, the Nashville Predators, though nothing is for certain.
"I'm not sure what the situation is in Tennessee but the NHL is still a long way from making a decision about what they want to do," he said.
However, Brush added there is no ice currently inside the main arena, which would make it easier for a basketball team to practice inside.
Brush did say, however, that the Hertz Arena recreational ice rinks will begin to open on Wednesday, May 20.
Family fights to save home from Golden Gates Estates brush fire with garden hose
CDC releases guidelines on reopening bars, restaurants


2019's Yams Day show will be the biggest yet, taking place at Brooklyn's Barclays Center on January 17. The show will feature the entire ASAP Mob, Ski Mask The Slump God and other artists who have yet to be announced. Tickets for the annual celebration of the late ASAP Mob co-founder, budding industry mover and shaker, and hilarious social media personality go on sale tomorrow, December 14. ASAP Rocky will be on his Injured Generation headlining tour in January, but will make the trip up from his January 15 Philadelphia date to pay homage to his friend who died in 2015.
ASAP Yams is the brains behind the ASAP Mob's fusion of Houston's artfully lethargic sonics with a cosmopolitan fashion aesthetic, as well as a passionate music fan who showed the first love to a range of acts, including Retch, Vince Staples, and more. His use of the Tumblr social media platform to catapult ASAP Rocky and the rest of the ASAP movement to mainstream visibility is a textbook example of young mavens using the internet to their advantage. In January, the hottest artists of today will salute that legacy and give fans in Brooklyn a sure-to-be raucous show.


One beetle's trash is another beetle's treasure! When Babak the little dung beetle finds an egg, he's determined to find the owner. But he soon finds that this mysterious egg doesn't belong to the ostrich, frog, or snake. What kind of egg is it?! Originally published in France, Fred Paronuzzi's humorous tale paired with Andrée Prigent bright, graphic art is sure to bring on a good case of the giggles!
Fred Paronuzzi is a versitile French writer writing for both adults and children—including novels, picture books, and more recently comic books. His books have been translated into Russian, German, Portuguese, and now English.
Andree Prigent was born in Brest, France. She studied at the Regional School of Fine Arts of Rennes. Author-illustrator, she is also devoted to the press and advertising design.


A big, ripe, opulent and oaky Pinot Noir, forward in fruit and needing a little time to knit together. It's massive in raspberry and cherry pie filling, milk chocolate, vanilla oak and smoky butter flavors, spiced with cinnamon and cloves. Absolutely delicious now, with a good decant, and should develop additional bottle complexities over the next 6–8 years.


text:
Q: Bootstrap issue with float/container classes I am experiencing an issue with bootstrap in IE. It relates to the .pull-right class with just floats the
 to the right.
This is a visual demonstation:
Chrome 28

IE10

The menu is construted using KendoUI and my site uses Bootstrap v.2.3.2 RC2. I am not aware of any compatibility issues with IE10. This issue does NOT present itself with IE9 or below though which is strange.
Here is the code:

                    Customer

Customer Details

                    Products

View Products

                    Sites

Add Site

View Registered Sites

                    Payments

Invoices

Agreements

History

Oustanding

Statements

                    Notes

Create Note

Amend

View

                    Session Options

Exit Account

Logout

Creation Options

Create Payment

Create Note

Create Invoice

Thanks for your help in advance.

JS FIDDLE : http://jsfiddle.net/davcpas123/QFdTN/8/embedded/result/

A: This issue was due the KendoUI overriding the standard .clearfix classes.
To fix this I added :
.clearfix {
    clear:both;
}

to my ui-full.css file.

redpajama_set_name: RedPajamaStackExchange


text:
Q: Markov decision process - how to use optimal policy formula? I have a task, where I have to calculate optimal policy
(Reinforcement Learning - Markov decision process) in the grid world (agent movies left,right,up,down).
In left table, there are Optimal values (V*).
In right table, there is sollution (directions) which I don't know how to get by using that "Optimal policy" formula.
Y=0.9 (discount factor)

And here is formula:

So if anyone knows how to use that formula, to get solution (those arrows), please help.
Edit: there is whole problem description on this page:
http://webdocs.cs.ualberta.ca/~sutton/book/ebook/node35.html
Rewards: state A(column 2, row 1) is followed by a reward of +10 and transition to state A', while state B(column 4, row 1) is followed by a reward of +5 and transition to state B'.
You can move: up,down,left,right. You cannot move outside the grid or stay in same place.

A: Break the math down, piece by piece:
The arg max (....) is telling you to find the argument, a, which maximizes everything in the parentheses.  The variables a, s, and s' are an action, a state you're in, and a state that results from that action, respectively.  So the arg max (...) is telling you to find an action that maximizes that term.
You know gamma, and someone did the hard work of calculating V*(s'), which is the value of that resulting state.  So you know what to plug in there, right?
So what is p(s,a,s')?  That is the probability that, starting from s and doing a, you end in some s'.  This is meant to represent some kind of faulty actuator-- you say "go forward!" and it foolishly decides to go left (or two squares forward, or remain still, or whatever.)  For this problem, I'd expect it to be given to you, but you haven't shared it with us.  And the summation over s' is telling you that when you start in s, and you pick an action a, you need to sum over all possible resulting s' states.  Again, you need the details of that p(s,a,s') function to know what those are.
And last, there is r(s,a) which is the reward for doing action a in state s, regardless of where you end up.  In this problem it might be slightly negative, to represent a fuel cost.  If there is a series of rewards in the grid and a grab action, it might be positive.  You need that, too.
So, what to do?  Pick a state s, and calculate your policy for it.  For each s, you're going have the possibility of (s,a1), and (s,a2), and (s,a3), etc.  You have to find the a that gives you the biggest result.  And of course for each pair (s,a) you may (in fact, almost certainly will) have multiple values of s' to stick in the summation.
If this sounds like a lot of work, well, that's why we have computers.
PS - Read the problem description very carefully to find out what happens if you run into a wall.


text:
Attorney General Bill Barr called on to resign after brutal Mueller letter reveals his duplicity /
Attorney General Bill Barr called on to resign after brutal Mueller letter reveals his duplicity
Image via Screengrab.
Cody Fenwick
Attorney General Bill Barr frustrated Special Counsel Robert Mueller with his misleading portrayal of the Russia investigation's final report in March, the Washington Post revealed Tuesday and the Justice Department confirmed. Mueller wrote a letter to Barr saying that his summary of the report he sent to Congress "did not fully capture the context, nature, and substance of this office's work and conclusions," the Post reported.
Many reporters and observers had argued from the beginning that Barr's letter was likely purposely deceitful. Now that it's been revealed that the notoriously taciturn Mueller objected to the attorney general's portrayal, Barr is facing increasing calls for his resignation.
"Attorney General Barr willfully misled the American people to cover up attempted crimes by Donald Trump. He should resign his position or face an impeachment inquiry immediately," said Democratic presidential candidate Julián Castro.
"This is exactly right," said Max Bergmann with The Moscow Project in response to Castro. "But this also applies to the President."
"This isn't just a question of getting accurate information about the Mueller probe," said Lawfare Executive Editor Susan Hennessey. "At this point, Barr cannot credibly lead the Department of Justice. That has wide-ranging implications."
Barr is scheduled to testify before the Senate Judiciary Committee on Wednesday.


text:
Suetonius Explained
Birth Name: Gaius Suetonius Tranquillus
Birth Date: c. 69 AD
Death Place: After c. 122 AD
Occupation: Secretary, historian
Subject: History, biography, oratory
Movement: Silver Age of Latin
Notableworks: The Lives of the Twelve Caesars
Gaius Suetonius Tranquillus (in Latin pronounced as /ˈɡaː.i.ʊs swe:'to:ni.ʊs traŋˈkᶣɪllʊs/), commonly known as Suetonius (; c. 69 - after 122 AD),[1] was a Roman historian belonging to the equestrian order who wrote during the early Imperial era of the Roman Empire.
His most important surviving work is a set of biographies of twelve successive Roman rulers, from Julius Caesar to Domitian, entitled De Vita Caesarum. He recorded the earliest accounts of Julius Caesar's epileptic seizures. Other works by Suetonius concern the daily life of Rome, politics, oratory, and the lives of famous writers, including poets, historians, and grammarians. A few of these books have partially survived, but many have been lost.
Gaius Suetonius Tranquillus was probably born about 69 AD, a date deduced from his remarks describing himself as a "young man" twenty years after Nero's death. His place of birth is disputed, but most scholars place it in Hippo Regius, a small north African town in Numidia, in modern-day Algeria.[2] It is certain that Suetonius came from a family of moderate social position, that his father, Suetonius Laetus,[3] was a tribune of equestrian rank (tribunus angusticlavius) in the Thirteenth Legion, and that Suetonius was educated when schools of rhetoric flourished in Rome.
Suetonius was a close friend of senator and letter-writer Pliny the Younger. Pliny describes him as "quiet and studious, a man dedicated to writing." Pliny helped him buy a small property and interceded with the Emperor Trajan to grant Suetonius immunities usually granted to a father of three, the ius trium liberorum, because his marriage was childless.[4] Through Pliny, Suetonius came into favour with Trajan and Hadrian.Suetonius may have served on Pliny's staff when Pliny was Proconsul of Bithynia Pontus (northern Asia Minor) between 110 and 112. Under Trajan he served as secretary of studies (precise functions are uncertain) and director of Imperial archives. Under Hadrian, he became the Emperor's secretary. But Hadrian later dismissed Suetonius for the latter's allegedly excessive informality with the empress Sabina.[5] [6]
See main article: The Twelve Caesars. He is mainly remembered as the author of De Vita Caesarum—translated as The Life of the Caesars although a more common English title is The Lives of the Twelve Caesars or simply The Twelve Caesars—his only extant work except for the brief biographies and other fragments noted below. The Twelve Caesars, probably written in Hadrian's time, is a collective biography of the Roman Empire's first leaders, Julius Caesar (the first few chapters are missing), Augustus, Tiberius, Caligula, Claudius, Nero, Galba, Otho, Vitellius, Vespasian, Titus and Domitian. The book was dedicated to his friend Gaius Septicius Clarus, a prefect of the Praetorian Guard in 119.[7] The work tells the tale of each Caesar's life according to a set formula: the descriptions of appearance, omens, family history, quotes, and then a history are given in a consistent order for each Caesar.
Partly extant
De Viris Illustribus ("On Famous Men" - in the field of literature), to which belong:
De Illustribus Grammaticis ("Lives of the Grammarians"; 20 brief lives, apparently complete)
De Claris Rhetoribus ("Lives of the Rhetoricians"; 5 brief lives out of an original 16 survive)
De Poetis ("Lives of the Poets"; the life of Virgil, as well as fragments from the lives of Terence, Horace and Lucan, survive)
De Historicis ("Lives of the historians"; a brief life of Pliny the Elder is attributed to this work)
Peri ton par' Hellesi paidion ("Greek Games")
Peri blasphemion ("Greek Terms of Abuse")
The two last works were written in Greek. They apparently survive in part in the form of extracts in later Greek glossaries.
The below listed lost works of Suetonius are from the foreword written by Robert Graves in his translation of the Twelve Caesars.[8]
Royal Biographies
Lives of Famous Whores
Roman Manners and Customs
The Roman Year
The Roman Festivals
Roman Dress
Greek Games
Offices of State
On Cicero's Republic
Physical Defects of Mankind
Methods of Reckoning Time
An Essay on Nature
Greek Objurations
Grammatical Problems
Critical Signs Used in Books
The introduction to Loeb edition of Suetonius, translated by J. C. Rolfe, with an introduction by K. R. Bradley, references the Suda with the following titles:
On Greek games
On Roman spectacles and games
On the Roman year
On critical signs in books
On Cicero's Republic
On names and types of clothes
On insults
On Rome and its customs and manners
The volume then goes on to add other titles not testified within the Suda.
On famous courtesans
On kings
On the institution of offices
On physical defects
On weather signs
On names of seas and rivers
On names of winds
Two other titles may also be collections of some of the aforelisted:
Pratum (Miscellany)
On various matters
Edwards, Catherine Lives of the Caesars. Oxford World's Classics. (Oxford University Press, 2008).
Robert Graves (trans.), Suetonius: The Twelve Caesars (Harmondsworth, Middlesex, England: Penguin Books, Ltd, 1957)
Donna W. Hurley (trans.), Suetonius: The Caesars (Indianapolis/London: Hackett Publishing Company, 2011).
J.C. Rolfe (trans.), Lives of the Caesars, Volume I (Loeb Classical Library 31, Harvard University Press, 1997).
J.C. Rolfe (trans.), Lives of the Caesars, Volume II (Loeb Classical Library 38, Harvard University Press, 1998).
C. Suetonii Tranquilli De vita Caesarum libros VIII et De grammaticis et rhetoribus librum, ed. Robert A. Kaster (Oxford: 2016).
Suetonius on Christians
Barry Baldwin, Suetonius: Biographer of the Caesars. Amsterdam: A. M. Hakkert, 1983.
Gladhill, Bill. "The Emperor's No Clothes: Suetonius and the Dynamics of Corporeal Ecphrasis." Classical Antiquity, vol. 31, no. 2, 2012, pp. 315–348.
Lounsbury, Richard C. The Arts of Suetonius: An Introduction. Frankfurt: Lang, 1987.
Mitchell, Jack "Literary Quotation as Literary Performance in Suetonius." The Classical Journal, vol. 110, no. 3, 2015, pp. 333–355
Newbold, R.F. "Non-Verbal Communication in Suetonius and 'The Historia Augusta:' Power, Posture and Proxemics." Acta Classica, vol. 43, 2000, pp. 101–118.
Power, Tristan and Roy K. Gibson (ed.), Suetonius, the Biographer: Studies in Roman Lives. Oxford; New York: Oxford University Press, 2014
Syme, Ronald. "The Travels of Suetonius Tranquillus." Hermes 109:105–117, 1981.
Trentin, Lisa. "Deformity in the Roman Imperial Court." Greece & Rome, vol. 58, no. 2, 2011, pp. 195–208.
Trevor, Luke "Ideology and Humor in Suetonius' 'Life of Vespasian' 8." The Classical World, vol. 103, no. 4, 2010, pp. 511–527.
Wallace-Hadrill, Andrew F. Suetonius: The Scholar and his Caesars. New Haven, CT: Yale Univ. Press, 1983.
Wardle, David. "Did Suetonius Write in Greek?" Acta Classica 36:91–103, 1993.
Wardle, David. "Suetonius on Augustus as God and Man." The Classical Quarterly, vol. 62, no. 1, 2012, pp. 307–326.
Kaster, Robert A., Studies on the Text of Suetonius' "De vita Caesarum" (Oxford: 2016).
Works by Suetonius at Perseus Digital Library
The Lives of the Twelve Caesars at LacusCurtius (Latin original, English translation)
Suetonius' works at Latin Library (Latin)
The Lives of the Twelve Caesars at Project Gutenberg (English translation - includes Lives Of The Grammarians, Rhetoricians, And Poets)
Gai Suetoni Tranquilli De vita Caesarum libri III-VI Cornell University Library Historical Monographs Collection.
Lewis E 195 Vitae XII caesarium (Lives of the twelve caesars), fragment and Book of Hours leaf at OPenn
Livius.org: Suetonius
Encyclopedia: . Suetonius . 15 May 2017 . The Editors of Encyclopaedia Britannica . Cambridge University Press.
Book: . 1 . Suetonius . . . 1997 . Cambridge . 4.
Book: Suetonius . Vita Othonis . 10, 1.
Book: Plini the Younger . Pliny the Younger . . 10.95 . http://attalus.org/old/pliny10b.html#95.
Suetonius Tranquillus, Gaius. 26.
Book: . Hadrianus . Hadrian . http://penelope.uchicago.edu/Thayer/E/Roman/Texts/Historia_Augusta/Hadrian/1*.html#11 . 11:3 . claims that Hadrian "removed from office Septicius Clarus, the prefect of the guard, and Suetonius Tranquillus, the imperial secretary, and many others besides, because without his consent they had been conducting themselves toward his wife, Sabina, in a more informal fashion than the etiquette of the court demanded.".
Book: Reynolds, Leighton Durham . Leighton Durham Reynolds . Texts and Transmission: A Survey of the Latin Classics . Oxford . 1980 . . 509 . 9780198144564 . The dedication, in the lost preface, is recorded by a sixth-century source when the text was still complete.
Book: Suetonius . Graves . Robert . Robert Graves . Suetonius: The Twelve Caesars . 1957 . . Hamondsworth, Middlesex, England . 7 . 1st . Foreword . Rives . James .
This article is licensed under the GNU Free Documentation License. It uses material from the Wikipedia article "Suetonius".


The elegant Pepita maxi dress, in cool crinkle cotton, features a crochet circle and rose pattern neckline. In cobalt blue, it's perfect for day or evening wear, the cheesecloth style fabric is crease resistant and travels well. So comfortable, quick and easy to slip on, you will wear it again and again.


text:
Q: keyboard is hiding UITextField in swift i have a UITextField added by code, and when the keyboard is opened, it hides the textfield.
i searched a lot and got the same results and her is my code as apple documentation suggest, but still it is not working!
import Foundation
import UIKit

class testkey: UIViewController, UITextFieldDelegate {

    var txt1: UITextField! = nil
    var scrollView: UIScrollView! = nil

    var activeTextField: UITextField!

    override func viewDidLoad() {

        txt1 = UITextField(frame: CGRect(x: 0, y:250, width: 223, height: 30))
        txt1.text = "text"
        txt1.borderStyle = UITextBorderStyle.RoundedRect
        txt1.delegate = self

        scrollView = UIScrollView(frame: CGRect(x: 0, y: 0, width: 225.00, height: 290));
        scrollView.addSubview(txt1)

        self.view.addSubview(scrollView)
        super.viewDidLoad()

        // Do any additional setup after loading the view.
    }

    // Call this method somewhere in your view controller setup code.
    func registerForKeyboardNotifications() {
        let notificationCenter = NSNotificationCenter.defaultCenter()
        notificationCenter.addObserver(self,
            selector: "keyboardWillBeShown:",
            name: UIKeyboardWillShowNotification,
            object: nil)
        notificationCenter.addObserver(self,
            selector: "keyboardWillBeHidden:",
            name: UIKeyboardWillHideNotification,
            object: nil)
    }

    // Called when the UIKeyboardDidShowNotification is sent.
    func keyboardWillBeShown(sender: NSNotification) {
        let info: NSDictionary = sender.userInfo!
        let value: NSValue = info.valueForKey(UIKeyboardFrameBeginUserInfoKey) as NSValue
        let keyboardSize: CGSize = value.CGRectValue().size
        let contentInsets: UIEdgeInsets = UIEdgeInsetsMake(0.0, 0.0, keyboardSize.height, 0.0)
        scrollView.contentInset = contentInsets
        scrollView.scrollIndicatorInsets = contentInsets

        // If active text field is hidden by keyboard, scroll it so it's visible
        // Your app might not need or want this behavior.
        var aRect: CGRect = self.view.frame
        aRect.size.height -= keyboardSize.height
        let activeTextFieldRect: CGRect? = activeTextField?.frame
        let activeTextFieldOrigin: CGPoint? = activeTextFieldRect?.origin
        if (!CGRectContainsPoint(aRect, activeTextFieldOrigin!)) {
            scrollView.scrollRectToVisible(activeTextFieldRect!, animated:true)
        }
    }

    // Called when the UIKeyboardWillHideNotification is sent
    func keyboardWillBeHidden(sender: NSNotification) {
        let contentInsets: UIEdgeInsets = UIEdgeInsetsZero
        scrollView.contentInset = contentInsets
        scrollView.scrollIndicatorInsets = contentInsets
    }

    func textFieldDidBeginEditing(textField: UITextField!) {
        activeTextField = textField
        scrollView.scrollEnabled = true
    }

    func textFieldDidEndEditing(textField: UITextField!) {
        activeTextField = nil
        scrollView.scrollEnabled = false
    }

    override func viewWillAppear(animated: Bool) {
        super.viewWillAppear(animated)
        self.registerForKeyboardNotifications()
    }

    override func viewDidDisappear(animated: Bool) {
        super.viewWillDisappear(animated)
        NSNotificationCenter.defaultCenter().removeObserver(self)
    }

    func textFieldShouldReturn(textField: UITextField!) -> Bool // called when 'return' key pressed. return NO to ignore.
    {
        textField.resignFirstResponder()
        return true;
    }

}

A: (Assuming the maths are correct) what you should use is UIKeyboardFrameEndUserInfoKey instead of UIKeyboardFrameBeginUserInfoKey.
Please check the Documentation of Keyboard Notification User Info Keys

A: i found the missing part,
the following should be changed for the scroll view:
scrollView = UIScrollView(frame: CGRect(x: 0, y: 0, width: self.view.frame.size.width, height: self.view.frame.size.height));
        scrollView.contentSize = self.view.frame.size;