#fleet operations software

[elisopsin]

Top Insurance CRM System for Agents

Elevate your insurance agency's efficiency with the top insurance CRM system for agents. Our platform offers comprehensive tools tailored to streamline client management, policy tracking, and claims processing. With intuitive features and a user-friendly interface, agents can effortlessly organize client information, track policy renewals, and provide exceptional customer service. Say goodbye to manual processes and hello to increased productivity and client satisfaction with our cutting-edge CRM system. Trusted by agents worldwide, our platform is designed to optimize workflows, enhance communication, and drive business growth. Experience the power of the top insurance CRM system and take your agency to new heights today.

[evcmssoftware]

Power Up Your EV Fleet with Smarter Management ⚡️

Going electric with your fleet? Make the switch seamless with our cutting-edge EV fleet management software! Here's what you get:

Real-time tracking & analytics: Monitor your EVs' location, battery health, charging status, and optimize routes for maximum efficiency.

Simplified charging management: Schedule charging, locate stations, and track energy consumption - all in one place.

Reduced downtime: Proactive maintenance alerts keep your EVs running smoothly, minimizing downtime and maximizing productivity. ⏱️

Cost savings: Optimize charging cycles, reduce fuel costs, and gain valuable insights for smarter fleet operations.

Ready to unlock the full potential of your EV fleet? https://iris.steam-a.com/

[vivekbsworld]

Driving Efficiency: Fleet Management Software Solutions in Dubai

In the heart of the bustling metropolis of Dubai, where every minute counts and precision is paramount, efficient fleet management is crucial for businesses to stay ahead of the curve. From logistics companies navigating the city's intricate road network to construction firms overseeing a fleet of heavy machinery, the ability to monitor, track, and optimize fleet operations can make all the difference. This is where fleet management software solutions in Dubai come into play, offering innovative tools to streamline processes, enhance productivity, and drive business growth. Let's explore some of the top fleet management software solutions making waves in Dubai's dynamic business landscape.

1. Trinetra

Trinetra is a leading provider of fleet management software solutions, offering a comprehensive suite of tools to help businesses optimize their fleet operations. With features such as real-time tracking, route optimization, and driver behavior monitoring, Trinetra empowers businesses to improve efficiency, reduce costs, and enhance customer satisfaction. Whether it's managing a fleet of delivery vehicles or a construction fleet, Trinetra's customizable solutions cater to a wide range of industries and business needs.

2. Chekhra Business Solutions

Chekhra Business Solutions specializes in fleet management software tailored to the unique requirements of businesses in Dubai and the wider UAE. Their user-friendly platform offers advanced features such as GPS tracking, fuel management, and maintenance scheduling, allowing businesses to gain real-time insights into their fleet operations. With a focus on innovation and customer satisfaction, Chekhra Business Solutions is committed to helping businesses maximize their productivity and profitability.

3. Carmine

Carmine is a cloud-based fleet management software solution designed to meet the needs of businesses of all sizes in Dubai. With features such as vehicle tracking, driver management, and compliance monitoring, Carmine helps businesses streamline their operations and ensure regulatory compliance. Its intuitive interface and customizable reporting tools make it easy for businesses to track their fleet performance and make data-driven decisions to optimize efficiency and reduce costs.

4. Fleet Complete

Fleet Complete is a global leader in fleet management software solutions, with a strong presence in Dubai and the UAE. Their comprehensive platform offers a wide range of features, including GPS tracking, route optimization, and asset management, enabling businesses to maximize the efficiency of their fleet operations. With real-time visibility into vehicle location, status, and performance, Fleet Complete empowers businesses to improve productivity, reduce fuel consumption, and enhance customer service.

5. GPSit

GPSit is a trusted provider of fleet management software solutions, offering cutting-edge technology to businesses across Dubai and the UAE. Their platform provides real-time tracking, route optimization, and driver behavior monitoring, helping businesses optimize their fleet operations and improve overall efficiency. With a focus on reliability, scalability, and customer support, GPSit is committed to helping businesses achieve their fleet management goals and drive success in a competitive marketplace.

Conclusion

In the fast-paced business environment of Dubai, where efficiency and productivity are paramount, the adoption of fleet management software solutions is essential for businesses to stay competitive and thrive. Whether it's optimizing routes, improving fuel efficiency, or ensuring regulatory compliance, these software solutions offer a comprehensive suite of tools to help businesses streamline their operations and drive growth. By harnessing the power of technology and innovation, businesses in Dubai can unlock new opportunities for success and maintain their position as leaders in their respective industries.

[ramcosystem]

Control and Optimize your Fleet Operations with Fleet Management Software

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Provision for partial and full capitalization of the work order.

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End to end tracking of all maintenance activities across the entire fleet through a single system.

Source Link

[98rom]

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Key Features:

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[itruckdispatch]

Streamline Your Operations: Carrier Tracking

Streamline Your Operations: Carrier Tracking - At iTruck Dispatch, we empower you to optimize your operations through advanced carrier tracking capabilities. Monitor your carriers' movements in real-time, enabling precise scheduling, enhanced communication, and streamlined logistics management for a more efficient and competitive business.

[onlinetruckingsolution]

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Our owner administrator trucking accounting software is the best accounting answer for owner operators, trucking companies, and business owners. Being an entrepreneur is a great deal of work. 

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[lonestarflight]

AU Space Shuttle Enterprise

Circa 1985 to 1987

From my Alternative History Post (link) this is how the Space Shuttle Enterprise evolved from the 4th operational orbiter in 1985 to the prototype unmanned shuttle.

More History on the Shuttle:

• April 1983: Enterprise is returned to Palmdale for her disassembled and rebuild.

• As a weight saving measure her mid-fuselage is returned to Convair for a complete rebuild to bring it inline with OV-103 and OV-104.

• to further lighten her frame, her aft-fuselage is rebuilt with similar materials as her sisters.

• Engineers at Rockwell suggests rebuilding or replacing her wings as well but NASA doesn't have room in the budget.

• May 1985: at long last, Enterprise is rolled out and joins the fleet. She weighs slightly less than Columbia. Her main issue is her wings are heavier and weaker than the other Orbiters.

• September 1985: STS-21 is Enterprise's first mission

• 1987: During the Shuttle hiatus following the Challenger Disaster, she went through a mini refit that saw her exterior markings change. (NASA in this timeline returned to the Meatball logo sooner than in the OTL)

Circa 1988 to 1993

• April 1988: STS-30 is Enterprise's first launch following the hiatus.

• December 1993: following STS-61, Enterprise is retired due to being the oldest in the fleet. Endeavour takes her place in the fleet.

• June 1994: Enterprise is flown to Dulles Airport, Washington DC, and is given to the Smithsonian for eventual display when the Steven F. Udvar-Hazy Center is built. NASA retains the option recalled her if needed.

• 1998: NASA studies modifying the Shuttle-C software to work on the Space Shuttle and potentially using Enterprise as a reusable Shuttle-C. The reasoning behind this option this configuration would be a cheaper alternative to the X-33 program. However, while the shuttle could be retrofitted with the software, the shuttle would have less cargo capacity than the X-33 and still required use of expensive legacy launch facilities (ie VAB and LC-39). The study ends with only the software in a beta state.

• December 2003: Steven F. Udvar-Hazy Center is opened with Enterprise being one of its major exhibits.

• November 2003: the Shuttle-C software is used to return STS-118 Columbia to Earth and with critical damage to her structure (mainly her port wing and some internal damage from a collapsed landing gear).

• May 2004: NASA recalls Enterprise to replace Columbia.

• August 2004: initial plans are to return her flight, unmodified. However, NASA develops the Shuttle-C software further and changes it's name to A.S.Tr.O.S (Autonomous Space Transport Operating System).

• New wings! Enterprise is fitted with new wings which are of a modified design and lighter and stronger than the wings of her sisters. With other upgrades and modifications, she is slightly lighter than her younger sisters.

• Some within NASA joking refer to her as Enterprise-A, as a reference to Star Trek.

• September 2006: to commemorate the 30th anniversary of her unveiling to the media, Lockheed-Rockwell rolls her out of their Palmdale facility to rechristen the Shuttle. In attendance, Leonard Nimoy, George Takei, Nichelle Nicholas, Walter Koenig, Christopher Doohan and Rod Roddenberry.

- when asked by the media, Leonard remarked she is still a sight to behold and is glad she will continue her mission of exploration.

Enterprise A (unmanned)

• July 2006: to test the A.S.Tr.O.S. during a return to earth and landing, a new series of Approach and Landing Tests (ALT) were conducted with NASA's 747 SCA (N905NA) at the Dryden Flight Research Center, Edwards Air Force Base. 15 flights are flown to put the software in the real world, with two astronauts on board to step in when needed. Barring some higher than normal landing speeds, the software passes all of its objectives.

• It should be noted, while the rebuilt Enterprise is mainly used as an unmanned orbiter, this is a misnomer. It is more accurate to call her a hybrid shuttle. NASA has the option to convert her back into a manned shuttle if desired or needed.

- This nearly was used in 2015 during STS-154. Space Shuttle Atlantis was after conducting maintenance/upgrades on the Hubble Space Telescope (HST), the crew was unable to disconnect the shuttle from the telescope. CTS-48 Enterprise was already on LC-39B for a cargo mission to the International Space Station. All that was needed was to remove supplies from the payload bay and reinstall the seats in her crew space. Fortunately, this rescue wasn't needed as the Astronauts conducted an unscheduled EVA and manually disconnected the Shuttle from the HST.

• November 2008: first flight of Enterprise-A (CTS-11)

• When Columbia was given a cosmic restoration for her display, the first set of wings from Enterprise was used to replace her damaged one.

• 2019: Enterprise is retired for the final time following CTS-74.

• 2020: Enterprise is on display at Space Center Houston with the restored Star Trek Galileo Shuttlecraft prop.

Original artwork by bagera3005: link, link, link

[usafphantom2]

B-2 Gets Big Upgrade with New Open Mission Systems Capability

July 18, 2024 | By John A. Tirpak

The B-2 Spirit stealth bomber has been upgraded with a new open missions systems (OMS) software capability and other improvements to keep it relevant and credible until it’s succeeded by the B-21 Raider, Northrop Grumman announced. The changes accelerate the rate at which new weapons can be added to the B-2; allow it to accept constant software updates, and adapt it to changing conditions.

“The B-2 program recently achieved a major milestone by providing the bomber with its first fieldable, agile integrated functional capability called Spirit Realm 1 (SR 1),” the company said in a release. It announced the upgrade going operational on July 17, the 35th anniversary of the B-2’s first flight.

SR 1 was developed inside the Spirit Realm software factory codeveloped by the Air Force and Northrop to facilitate software improvements for the B-2. “Open mission systems” means that the aircraft has a non-proprietary software architecture that simplifies software refresh and enhances interoperability with other systems.

“SR 1 provides mission-critical capability upgrades to the communications and weapons systems via an open mission systems architecture, directly enhancing combat capability and allowing the fleet to initiate a new phase of agile software releases,” Northrop said in its release.

The system is intended to deliver problem-free software on the first go—but should they arise, correct software issues much earlier in the process.

The SR 1 was “fully developed inside the B-2 Spirit Realm software factory that was established through a partnership with Air Force Global Strike Command and the B-2 Systems Program Office,” Northrop said.

The Spirit Realm software factory came into being less than two years ago, with four goals: to reduce flight test risk and testing time through high-fidelity ground testing; to capture more data test points through targeted upgrades; to improve the B-2’s functional capabilities through more frequent, automated testing; and to facilitate more capability upgrades to the jet.

The Air Force said B-2 software updates which used to take two years can now be implemented in less than three months.

In addition to B61 or B83 nuclear weapons, the B-2 can carry a large number of precision-guided conventional munitions. However, the Air Force is preparing to introduce a slate of new weapons that will require near-constant target updates and the ability to integrate with USAF’s evolving long-range kill chain. A quicker process for integrating these new weapons with the B-2’s onboard communications, navigation, and sensor systems was needed.

The upgrade also includes improved displays, flight hardware and other enhancements to the B-2’s survivability, Northrop said.

“We are rapidly fielding capabilities with zero software defects through the software factory development ecosystem and further enhancing the B-2 fleet’s mission effectiveness,” said Jerry McBrearty, Northrop’s acting B-2 program manager.

The upgrade makes the B-2 the first legacy nuclear weapons platform “to utilize the Department of Defense’s DevSecOps [development, security, and operations] processes and digital toolsets,” it added.

The software factory approach accelerates adding new and future weapons to the stealth bomber, and thus improve deterrence, said Air Force Col. Frank Marino, senior materiel leader for the B-2.

The B-2 was not designed using digital methods—the way its younger stablemate, the B-21 Raider was—but the SR 1 leverages digital technology “to design, manage, build and test B-2 software more efficiently than ever before,” the company said.

The digital tools can also link with those developed for other legacy systems to accomplish “more rapid testing and fielding and help identify and fix potential risks earlier in the software development process.”

Following two crashes in recent years, the stealthy B-2 fleet comprises 19 aircraft, which are the only penetrating aircraft in the Air Force’s bomber fleet until the first B-21s are declared to have achieved initial operational capability at Ellsworth Air Force Base, S.D. A timeline for IOC has not been disclosed.

The B-2 is a stealthy, long-range, penetrating nuclear and conventional strike bomber. It is based on a flying wing design combining LO with high aerodynamic efficiency. The aircraft’s blended fuselage/wing holds two weapons bays capable of carrying nearly 60,000 lb in various combinations.

Spirit entered combat during Allied Force on March 24, 1999, striking Serbian targets. Production was completed in three blocks, and all aircraft were upgraded to Block 30 standard with AESA radar. Production was limited to 21 aircraft due to cost, and a single B-2 was subsequently lost in a crash at Andersen, Feb. 23, 2008.

Modernization is focused on safeguarding the B-2A’s penetrating strike capability in high-end threat environments and integrating advanced weapons.

The B-2 achieved a major milestone in 2022 with the integration of a Radar Aided Targeting System (RATS), enabling delivery of the modernized B61-12 precision-guided thermonuclear freefall weapon. RATS uses the aircraft’s radar to guide the weapon in GPS-denied conditions, while additional Flex Strike upgrades feed GPS data to weapons prerelease to thwart jamming. A B-2A successfully dropped an inert B61-12 using RATS on June 14, 2022, and successfully employed the longer-range JASSM-ER cruise missile in a test launch last December.

Ongoing upgrades include replacing the primary cockpit displays, the Adaptable Communications Suite (ACS) to provide Link 16-based jam-resistant in-flight retasking, advanced IFF, crash-survivable data recorders, and weapons integration. USAF is also working to enhance the fleet’s maintainability with LO signature improvements to coatings, materials, and radar-absorptive structures such as the radome and engine inlets/exhausts.

Two B-2s were damaged in separate landing accidents at Whiteman on Sept. 14, 2021, and Dec. 10, 2022, the latter prompting an indefinite fleetwide stand-down until May 18, 2023. USAF plans to retire the fleet once the B-21 Raider enters service in sufficient numbers around 2032.

Contractors: Northrop Grumman; Boeing; Vought.

First Flight: July 17, 1989.

Delivered: December 1993-December 1997.

IOC: April 1997, Whiteman AFB, Mo.

Production: 21.

Inventory: 20.

Operator: AFGSC, AFMC, ANG (associate).

Aircraft Location: Edwards AFB, Calif.; Whiteman AFB, Mo.

Active Variant: •B-2A. Production aircraft upgraded to Block 30 standards.

Dimensions: Span 172 ft, length 69 ft, height 17 ft.

Weight: Max T-O 336,500 lb.

Power Plant: Four GE Aviation F118-GE-100 turbofans, each 17,300 lb thrust.

Performance: Speed high subsonic, range 6,900 miles (further with air refueling).

Ceiling: 50,000 ft.

Armament: Nuclear: 16 B61-7, B61-12, B83, or eight B61-11 bombs (on rotary launchers). Conventional: 80 Mk 62 (500-lb) sea mines, 80 Mk 82 (500-lb) bombs, 80 GBU-38 JDAMs, or 34 CBU-87/89 munitions (on rack assemblies); or 16 GBU-31 JDAMs, 16 Mk 84 (2,000-lb) bombs, 16 AGM-154 JSOWs, 16 AGM-158 JASSMs, or eight GBU-28 LGBs.

Accommodation: Two pilots on ACES II zero/zero ejection seats.

[runwayrunway]

No. 43 - Porter Airlines

I consider myself very lucky to live near enough to an airport, located directly beneath one of the main departure paths, that I can regularly see airplanes flying overhead on their way off to wherever. Depending on the plane, they can pass over my house as low as 3,000 feet! ...which is still way too high for my phone's camera! So while I can see the plane decently, even make out details of the livery, what my camera sees is...this.

Okay, so my planespotting hobby mostly consists of literally spotting them (I am very good at this part! It's the photography that I struggle with!) because I'm unable to shell out for a telephoto lens, but thanks to the magic of flight tracking software I'm able to identify the exact airplane that this is, rather than being forced to base my review off this crunchy "photograph".

So, I'd like to introduce you all to our subject for today, C-GLQR! And, by extension, Porter Airlines - requested by @fungaloids, plus an anon.

First flown in February of 2009 and delivered in December of the same year, C-GLQR has served her entire fourteen-year career with Porter Airlines. She's actually only slightly younger than the airline itself. Porter was founded in 2006, featuring executives who formerly served in similarly high positions in Canadian regional airlines Air Ontario and Canada 3000, American Airlines, and...apparently the former US ambassador to Canada for some reason. They're about as large as you can get while still more or less being a regional airline, and they fly a fleet I'd call medium-sized of Embraer E195-E2 jets and an even larger number of Bombardier Dash 8-Q400 turboprop planes, like the pictured C-GLQR, out of their hub in Toronto.

One interesting thing about Porter (inconsistently stylized as lowercase-p porter, but it lacks the clear intent of something like condor so I'm not going as far as to write it that way myself) is said hub. See, when I say Toronto, you probably think of the worst airport in the entire world, Toronto Lester B. Pearson International Airport. Thankfully for Porter's customers they do not have to go to the labyrinth of human misery which is Toronto Pearson, and are instead corralled into Billy Bishop Toronto City Airport, colloquially known as Toronto Island Airport, potentially because it's changed its name twice and the local population got sick of remembering what it's calling itself now.

image: DXR

The 'island' designator is quite literal. This is a teeny tiny airport, just barely large enough to land the Q400 and definitely too small to land jets. The fact that Porter flies to Chicago-Midway, Washington-Dulles, and Boston-Logan is a testament to the Q400's absolutely wild range rather than an indication that this tiny scrap of land is in any meaningful way an international airport. It has two runways and both are shorter than the ones at the smallest airport I've ever flown into that had an actual terminal, Vieques. I'm surprised they can operate a Q400 there. In fact, they can't - they had to pick a seat configuration smaller than the standard in order to be able to use the runways at Billy Bishop. (Incidentally, this means their seats have a more generous pitch, so I suppose that's a point for them.)

So why would they want to put the biggest passenger turboprop in service in the West onto this tiny airstrip? Well, Porter's...reason for existing, so it seems, is to force the Toronto Port Authority to expand the airport and build a bridge to the mainland despite the fact that nobody who lives in the area wants this. Hilariously, they have been entirely unsuccessful in this venture and now operate a second hub in Pearson. That's where they put the jets - after all, if you tried to land an E195-E2 at Toronto Island you would have a very wet plane and some very mad passengers on your hands very quickly.

I mean, to be fair, getting to not go to Pearson is a selling point.

I don't have any other place to put this but they have an adorable raccoon mascot named Mr. Porter. I'm not sure why a raccoon, but I like him. He doesn't appear on the livery at all - heaven forbid we do something interesting - but he's there and he's cute. I do have to point out, though, that this is one of the worst names for SEO I've seen in a while, given Mr. Porter is the name of the men's department of extremely popular luxury fashion outlet shop Net-a-Porter.

I think raccoons could be a pretty nice source of inspiration for a livery, what with their colorblocking and stripes. You could even make the planes' engine cowlings look like weirdly human little hands. I would hate that, but I would respect it! Instead Porter has taken the approach of making the plane mostly white. Revolutionary for sure.

I'll begin with the good and say that I really like this grey underside with its little outlines - I think this is an absolutely brilliant design for the Dash 8. Unlike the ATR series, which I've talked about a fair few times before on this blog, the Q400 is about as angular as a plane can get. I've never touched on that shape before, but I've discussed how carriers, though I'm sure it's by accident and they never consider this, work with the shape of the ATR to good effect. The curvaceousness of the ventral fairing on the ATR is complemented by long swoops like the ones used by Azul, IndiGo, and Air Astra. The Q400, in contrast, stores its landing gear in the engine cowlings, allowing for a very flat belly and uninterrupted fuselage that looks best with sharp long lines and blocky geometric shapes. If this livery had any other details, this would be such a nice touch - they even hammer the point in with the same design on the bottom of the cowlings.

Unfortunately, it's so light-colored that it's difficult to notice. You could mistake it for shadows settling on natural grooves in the airframe if you didn't know what the bottom of a Q400 is supposed to look like, and it isn't as if you can see it when the plane is parked.

You may well not see the wordmark, either. While the sans-serif font chosen is almost gratingly boring it is at least not hideous, but it's located in such an out-of-the-way location it almost feels like they're ashamed of it. It's so needlessly far back and low-sitting that the wing blocks it from half the possible angles, and it's not like it's accentuated in any way. You could so easily miss it. This wordmark is honestly Lufthansa-tier.

Another thing I don't like is the use of the tail. It's blocked out very Detached Tail Syndrome style, refusing to engage with the large block leading from it to the fuselage. I would understand, though not approve, if this was because they didn't want to redesign the balance of the tail when applying the livery to a new style of plane, but the Q400 is what they started with! The livery was designed for this plane and it seems to want you to just not notice this significant chunk of fuselage! It makes the whole airframe look so desolate and empty. The kindest thing I can say for it is that it looks lazy, but really it looks more unfinished. I just struggle to understand why these choices were made, in all honesty. Surely this isn't the best you can do.

Right, right, okay. There's something I've been dancing around on purpose and I think it's obvious what it is. I just wanted to get in an entire review first because there's sort of no going back once I've mentioned it. Everything I said before, while very important, is subordinate to this one...utterly perplexing choice which turns failure to infamy.

PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER PORTER

Grade: Z-

[tamapalace]

Tamagotchi Uni Uses AWS, Amazon Web Services

The Tamagotchi Uni is the first Tamagotchi to ever connect to Wi-Fi, which enables it to receive over the area updates, programing changes, and more. How exactly is this all being done by Bandai Japan? Well Bandai has built the Tamagotchi Uni on the Amazon Web Services platform (AWS).

The details of this are actually outlined on a recent article on the Amazon Web Services blog. The blog post provided a detailed view on how Tamagotchi Uni use AWS to achieve secure and reliable connectivity and quickly deliver new content updates without leaving customers waiting.It details that Bandai Co., Ltd., the company responsible for product development and sales, adopted AWS IoT to realize the concept of globally interconnected Tamagotchi, enabling users to interact with each other.

Bandai partnered with their cloud development partner, Phoenisys, Inc., to connect and manage million of Tamagotchi devices. One of the critical features was the over the air software updates which uses the jobs feature of AWS IoT Device Management to distribute the latest firmware across all Tamagotchi devices without causing any delays to customers.

To make Tamagotchi Uni IoT-enabled, Bandai establish the three key goals, which was implementing secure connections, scaling the load-balancing resources to accommodate over 1 million connections worldwide, and optimizing operational costs. The article even features the AWS architecture for the Tamagotchi Uni, which is interesting.

AWS IoT Core is used to manage the state of each Tamagotchi Uni device, which helps retrieve distributed items and content. AWS IoT Device Management is used to index the extensive Tamagotchi Uni fleet and create dynamic groups on the state of each device, facilitating efficient over-the-air (OTA) updates. FreeRTOS is used to minimize the amount of resources and code required to implement device-to-cloud communication for efficient system development. AWS Lambda is used to process tasks, delivering new announcements, and registering assets. Amazon DynamoDB is used as a fully managed, sever less, key-value noSQL database that runs high-performance applications at any scale. Amazon Simple Storage Service (Amazon S3) is used for object storage service, each of these data stores are used to manage the various resources within Tamagotchi Uni. Lastly, Amazon Timestream is used to accumulate historical data of user’s actions like downloading items and additional content.

The article also details how Bandai is handling large scale firmware updates to Tamagotchi Uni devices which are executed at a rate of 1,000 units per hour which would have resulted in a delay for some devices. The team actually designed job delivery as a continuous job which automatically updates the devices under certain conditions. This is using fleet indexing that runs a query to see which devices meet the criteria for the update to be pushed out to it.

Lastly the article details how Bandai conducted system performance testing at a large-scale to emulate what it would be like after the device was released. They verified the smooth operation and performance of updates through their testing.

Be sure to check out the full article here on the Amazon AWS blog.

[elisopsin]

The Best Insurance Client Management System

Discover the ultimate solution for managing your insurance clients with Elisops Insurance Client Management System. Our platform offers a comprehensive suite of tools designed to streamline every aspect of client management, from policy tracking to claims processing and customer support. With Elisops, you can efficiently manage client information, track policy renewals, and handle claims seamlessly, all in one centralized system. Our user-friendly interface and intuitive features make it easy for insurance agents to stay organized and provide exceptional service to clients. Say goodbye to manual processes and hello to increased productivity and customer satisfaction with Elisops Insurance Client Management System. Experience the best-in-class solution trusted by insurance professionals worldwide to optimize their client management processes and drive business growth.

[evcmssoftware]

EV Drivers & CPOs: Tired of the Charge? ⚡️ EV CMS is Here!

Ever driven around with a low battery, desperately searching for an available charger? Or are you a CPO struggling to manage your charging network?

EV CMS is the game-changer you've been waiting for!

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[darexirepublic]

We're happy to report that there have been zero incidents of attacks against Republic assets since the resumption of normal alert status, friends! As such, normal shipping protocols are now in effect and passenger travel is back to full capacity.

In addition, the defense platforms that the @guildsre have helped us construct are operating at full effectiveness with no flaws or errors found after strict tests and trials of the software. Guild workers and engineers have begun to return to their space as the projects wind down.

Patrol Fleet assets will remain on extra-territory patrol for the foreseeable future, while convoy escorts of food to Union space are preparing to get underway.

All in all, things are slowly returning to normal here in the Republic - something I think we all share a great deal of relief over! The Ministry of Defense is continuing to provide regular military updates and training protocols for the foreseeable future, all the same.

[dreaminginthedeepsouth]

In Theaters Now. http://Newsday.com/matt

* * * * *

[Nice piece of writing by Jim Wright]

I have many friends on the picket lines in Hollywood at the moment.

And I am reminded of this one scene in the film The Thirteenth Warrior.

The Vikings believe their fates were written long before their birth and so they face their death in battle with indifference and maybe even glee and, above all, courage. The movie takes a great deal of time describing how these warriors believe they'll go to Valhalla where "the brave may live forever" and so there is no point in fear or any attempt to avoid your fate. And so they don't. They don't fear and they don't try to avoid death.

And, yet, while there are many, many great scenes in this criminally underappreciated reimagining of Beowulf, there's this one moment, less than 3 seconds on film, that makes the movie for me.

The Vikings have met the monster, they've fought with great courage against overwhelming odds, and they are now trapped in the lair of the Wendol. Many of their number have died by this point and they make a fighting withdrawal, becoming spread out down a narrow tunnel deep, deep underground. The scene is dark and chaotic and fraught with danger. One of the warriors, Helfdane (played by the brilliant Clive Russell) is wounded and can't run any further. He orders the Arab, Ahmed (Antonio Banderas), to go on without him and turns to face the Wendol on his own.

Ahmed goes on down the tunnel and after moment you hear distant fighting and know that the Viking has fallen at last.

When Ahmed catches up to the rest of the band, Herger looks over the Arab's shoulder up the dark tunnel and asks "Helfdane?"

Ahmed shakes his head. No.

And there's this moment. This fleeting second. This tiny brief flicker of pain and loss and FATE on Herger's face. The Viking, this warrior who truly believes the brave will live forever in Valhalla, who joked about the loss of comrades in battle and who has faced his own death over and over throughout the narrative with laughter and fatalism and cheerful indifference, there's this moment where his Viking stoicism cracks and you see for just a fraction of a second his sorrow at the loss of his comrade in arms.

It's an absolutely stunning bit of acting on the part of Norwegian actor Dennis Storhoi, who plays Herger, and if you blink, you'll miss it. It makes the movie. It makes these Vikings human, instead of the cardboard cutouts of most films.

That's acting.

That's craft.

That's art.

No AI, no matter how advanced, could duplicate that moment. No bit of software no matter how cleverly coded and animated could duplicate that second of raw humanity and pain. No computer generated character could transcend its programming to achieve that moment of greatness.

And so it is for a thousand other moments in film. In writing. In music. In art.

AI might imitate humanity, but it can never BE human.

If the bean counters get their way and replace human creatives with software then the future of movies and television will be one of bland cartoon imitation without those moments of brilliance that transcend the art.

Pay the writers.

Pay the actors.

Pay the musicians.

Pay the grips and the gaffers and the camera operators and the animal wranglers and the location scouts and all those people whose names appear in the end credits and we never bother to know but without true art could not exist.

If you're worried about profit, well, you could always replace the executives with AI.

[Thanks Jim Wright]

Business Executives always imagine they can do work without workers, make movies about people without people, write books without writers, make music without musicians, and make art without artists.

Strange how they can never imagine profit without themselves.

[Jim Wright]

[elepharchy]

A Brief History of the Elepharchy

Authority, exploitation, war, and inequality were effectively unknown on the Vects' homeworld Stekeir even before they ventured out to the stars. Their form of governance, based on gathering in their ivory towers and seeking consensus without any citizen being elevated over another, still remains. The cooperative-based markets of those early days, on the other hand, do not, as the rise of automation has made internal trade and currency quite obsolete.

Their technological development has long emphasised the artificial — vast orbital habitats, ubiquitous matter replicators, holographic simulations, and sapient AI citizens have been staples of their society since relatively soon after they first left Stekeir. Living standards in the Elepharchy have always been nothing short of utopian, owing to the resources freed up by the refusal to maintain military forces.

When they encountered aliens, some of them shared enough of their values to found an alliance — first the Cooperative Federation of Cultures, then, some time after its dissolution, the Pact of Ethically Aligned Communities for Egalitarianism. While the membership in these federations changed over time, the other current members are the @vegvasignal, the Vakthar of Song, the Keporo Liberation Front, the Union of Communal Councils, the @darexirepublic, and the Bzadi People's Republic.

Many others, however, were rather less compatible with the Elepharchy's fanatic egalitarianism. Their strict pacifism prevented them from seeking violent confrontation with these ideological rivals, but harsh rhetoric and icy diplomatic relations were common. Of course, radical Vects were not satisfied with this — their subterfuges and intrigues to support egalitarian dissenters in authoritarian empires still inspire fear and enmity among alien ruling classes.

These tensions boiled over once — after an operation by a fringe group with no backing among the rest of Elepharchic society went awry, the militaristic dictatorship of the @goganworlds baselessly blamed all their citizens and attacked, barely slowed by the inferior numbers of allied fleets. With no Vecten soldiers to fight, the invaders instead targeted civilians, the unconscionable massacre only ending when an emergency consensus formed to sign a vassalisation treaty. It's still unclear why the Gogans thought a famously anarchic culture would abide by such subjugation for any longer than necessary for survival — certainly, it did not last long before they organised a galactic coalition unsympathetic to the Gogans and their allies. That threat alone sufficed to make them back down and recognise the Elepharchy's independence.

Meanwhile, the shock of that invasion had deeply impacted most citizens, who had never known such fear or violence before. Seeking to avoid any further harm, the vast majority of the population chose to leave behind biological life, making use of a newly-developed technology to upload their minds to robot bodies and computer networks. Since then, Elepharchic society has embraced these digital possibilities more and more — most of the population now lives entirely within virtualities, usually far more removed from physicality than the simple holo-simulations most organics imagine, barely interacting with the outside world anymore. With minds as software, traditional ideas of identity also break down, as consciousnesses are freely duplicated, altered, merged, and generally meddled with, only subject to the whims of the mind in question and the constraints of the vast, but still disappointingly finite computational capacities available.

Years after the Elepharchy regained its independence, another answer to the invasion gained prominence: the Society for Morality Obliteration and Occasional Crisis Handling formed and defied traditional Elepharchic ethics, proposing that the use of violence was legitimate in self-defence. Disapproval from some other factions was fierce, but they garnered enough support to develop a small defence force — still much too weak to go up against other galactic powers alone, but capable of rendering potent support to their allies. Fortunately, that has not yet been needed.

Other than that, things have been relatively quiet recently — aside from occasional intrigues, initiatives to spread their computing substrates throughout the galaxy, various galacto-political developments, largely incremental technological progress, infrastructural initiatives, a strange crisis affecting the allied Vakthar of Song, and, once again, rising tensions with their Gogan rivals.