Maersk and IBM Introduce TradeLens Blockchain Shipping Solution

COPENHAGEN, Denmark and ARMONK, N.Y., Aug. 9, 2018 /PRNewswire/ — In a follow up to their January announcement, A.P. Moller –Maersk (MAERSKb.CO) and IBM (NYSE: IBM) today announced the creation of TradeLens, jointly developed by the two companies to apply blockchain to the world’s global supply chain. TradeLens is the result of a collaboration agreement between Maersk and IBM, a blockchain-enabled shipping solution designed to promote more efficient and secure global trade, bringing together various parties to support information sharing and transparency, and spur industry-wide innovation.


As part of the TradeLens early adopter program, IBM and Maersk also announced that 94 organizations are actively involved or have agreed to participate on the TradeLens platform built on open standards. The TradeLens ecosystem currently includes:

  • More than 20 port and terminal operators across the globe, including PSA Singapore, International Container Terminal Services Inc, Patrick Terminals, Modern Terminals in Hong Kong, Port of Halifax, Port of Rotterdam, Port of Bilbao, PortConnect, PortBase, and terminal operators Holt Logistics at the Port of Philadelphia, join the global APM Terminals’ network in piloting the solution. This accounts for approximately 234 marine gateways worldwide that have or will be actively participating on TradeLens.
  • Pacific International Lines (PIL) have joined Maersk Line and Hamburg Süd as global container carriers participating in the solution.
  • Customs authorities in the Netherlands, Saudi Arabia, Singapore, Australia and Peru are participating, along with customs brokers Ransa and Güler & Dinamik.
  • Participation among beneficial cargo owners (BCOs) has grown to include Torre Blanca / Camposol and Umit Bisiklet.
  • Freight forwarders, transportation and logistics companies including Agility, CEVA Logistics, DAMCO, Kotahi, PLH Trucking Company, Ancotrans and WorldWide Alliance are also currently participating.

TradeLens uses IBM Blockchain technology as the foundation for digital supply chains, empowering multiple trading partners to collaborate by establishing a single shared view of a transaction without compromising details, privacy or confidentiality. Shippers, shipping lines, freight forwarders, port and terminal operators, inland transportation and customs authorities can interact more efficiently through real-time access to shipping data and shipping documents, including IoT and sensor data ranging from temperature control to container weight.

Using blockchain smart contracts, TradeLens enables digital collaboration across the multiple parties involved in international trade. The trade document module, released under a beta program and called ClearWay, enables importers/exporters, customs brokers, trusted third parties such as Customs, other government agencies, and NGOs to collaborate in cross-organizational business processes and information exchanges, all backed by a secure, non-repudiable audit trail.

During the 12-month trial, Maersk and IBM worked with dozens of ecosystem partners to identify opportunities to prevent delays caused by documentation errors, information delays, and other impediments. One example demonstrated how TradeLens can reduce the transit time of a shipment of packaging materials to a production line in the United States by 40 percent, avoiding thousands of dollars in cost. Through better visibility and more efficient means of communicating, some supply chain participants estimate they could reduce the steps taken to answer basic operational questions such as “where is my container” from 10 steps and five people to, with TradeLens, one step and one person.

More than 154 million shipping events have been captured on the platform, including data such as arrival times of vessels and container “gate-in”, and documents such as customs releases, commercial invoices and bills of lading. This data is growing at a rate of close to one million events per day. Traditionally, some of this data can be shared through the EDI systems commonly used in the supply chain industry but these systems are inflexible, complex, and can’t share data in real-time. Too often, companies must still share documents via email attachment, fax and courier. TradeLens can track critical data about every shipment in a supply chain, and offers an immutable record among all parties involved.

“TradeLens uses blockchain technology to create an industry standard for the secure digitization and transmission of supply chain documents around the world,” commented Peter Levesque, CEO of Modern Terminals. “This initiative will generate tremendous savings for our industry over time while enhancing global supply chain security. Modern Terminals is pleased to participate as a Network Member in testing this exciting shipping industry innovation.”

“As a global logistics provider, CEVA sees a unique opportunity in TradeLens, joining forces with IBM, Maersk and other actors from our industry to promote global standards around an open and neutral solution, delivering on the promise of blockchain. It is an important step in our relentless journey to deliver increased value to all our customers and making business flow,” said Christophe Cachat, CIO of CEVA Logistics.

“We believe blockchain can play an important role in digitizing global shipping, an area of the global economy that moves four trillion dollars of goods every year. However, success with the technology rests on a single factor –bringing the entire ecosystem together around a common approach that benefits all participants equally,” said Bridget van Kralingen, senior vice president, IBM Global Industries, Solutions and Blockchain. “Our work with Maersk and other enterprises in the shipping ecosystem has shown that blockchain can be used to form a strong, connected network in which all members gain by sharing important data and that together we can transform a vital part of how global trade is conducted.”

Joint collaboration model to maximize industry adoption

Since announcing the jointly developed solution to digitize global trade in January 2018, and based on feedback from various members of the global supply chain ecosystem who would like to adopt the technology, IBM and Maersk have modified the go to market model and will now deliver their solution through an extension of their pre-existing collaboration agreement instead of a joint venture.

“Our joint collaboration model allows us to better address key feedback from ecosystem participants while ensuring TradeLens interoperability and data protection among Maersk, IBM and all ecosystem participants,” said Mike White, TradeLens leader for Maersk. “We strongly believe this will maximize industry adoption.”

Standards discussions are actively underway with and work to align the TradeLens APIs with UN/CEFACT standards is in progress. The TradeLens APIs are open and available for developer access and feedback from participants in the platform.

The TradeLens solution is available today through the Early Adopter Program. TradeLens is expected to be fully commercially available by the end of this year.

For more information about TradeLens and what ecosystem participants are saying about this solution, please visit:

About Maersk

A.P. Moller – Maersk is an integrated container logistics company working to connect and simplify its customers’ supply chains. As the global leader in shipping services, the company operates in 130 countries and employs roughly 76,000 people.For more information about Maersk, visit or follow us on Twitter at @maersk.

About IBM

IBM is the leader in open-source blockchain solutions built for the enterprise. As an early member of Hyperledger and active contributor to the Hyperledger Fabric and Stellar blockchain projects, IBM is dedicated to advance cross-industry blockchain technologies supporting the development of openly-governed transactional business networks. IBM has worked with more than 400 clients across financial services, supply chains, IoT, risk management, digital rights management and healthcare to implement blockchain applications. For more information about IBM Blockchain, visit

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Mining Pool of Hyundai-Related Blockchain Platform HDAC Suffers Hack

The mining pool of HDAC, a Korean blockchain-based IoT platform and issuer of the Hyundai-DAC token (DAC), has been hacked. This forced the company to temporarily halt withdrawals, TokenPost reported Thursday, May 24.

HDAC’s founder Chung Dae-sun is the nephew of the CEOs of Hyundai Group and Hyundai Motors, the globally renowned car manufacturer. HDAC’s ICO was launched in 2017 by a conglomerate that includes Dae-sun’s software and construction firm Hyundai BS&C and its fintech and blockchain subsidiary HyundaiPay.

According to TokenPost, HDAC’s mining pool server was breached by attackers who gained access to the pool’s internal system. In the wake of the hack, HyundaiPay told TokenPost that:

“The HyundaiPay team does not intervene in the operations of the [DAC token] mining pool. HyundaiPay’s servers and the HDAC blockchain itself are not impacted by the breach… not all of the [299 mining pool] participants have been affected. While HyundaiPay cannot provide exact details in regards to the reach of the hack, the team estimates that the vast majority of miners have been affected.”

Although HyundaiPay states that it is not involved in the DAC token mining pool, according to TokenPost it is one of the official developers of the HDAC platform, which aims to use its blockchain-based IoT technology to improve security for smart factories and homes, among other IoT-related applications.

The HDAC team suggested in a recent interview that the Hyundai-DAC token “could be used to pay for a car rental, toll roads, car parking fees, and gas.” They explained that the platform’s “family ties” to the internationally renowned Hyundai Motors are helping initial growth, as well as influencing the project.

Porsche came out in February of this year as “the first” car manufacturer to test blockchain systems for use by drivers, as well as for driverless cars. Earlier this month, Cointelegraph reported on the launch of the Mobility Open Blockchain Initiative (MOBI), which involves thirty participants, including BMW, GM, Ford, Renault, Hyperledger, IBM and IOTA.

Ford has also filed a blockchain patent this year aiming to influence driver behavior by using the exchange of crypto tokens to facilitate traffic flow between cars.


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DPA GUI hangs and crashes when tries to Delete Smart Groups

Article Number: 499956Article Version: 3 Article Type: Break Fix

Data Protection Advisor 6.3

Unable to delete smart group. After clicking on the smart group, the application server (GUI) hangs and crashes after a while.Error message while deleting the smart group: Error 12002, and the GUI hangs for few minutes and then it crashes .

Server log:

2017-05-05 10:32:05,583 ERROR [com.emc.dpa.command.nodes.DPASmartGroup] (Thread-3988 (HornetQ-client-global-threads-296458697)) Failed to generate smart group children, please check configuration: com.emc.apollo.common.exception.ApolloException: The Object Type with the name ‘object_name’ was not found (exception.name_not_found)

2017-05-04 10:32:25,515 ERROR [com.emc.dpa.command.nodes.DPASmartGroup] (Thread-1855 (HornetQ-client-global-threads-296458697)) Failed to generate smart group children, please check configuration: com.emc.apollo.common.exception.ApolloException: The Object Type with the name ‘object_name’ was not found (exception.name_not_found)

Listener log shows:

<node version=”1″ type=”ExternalSmartGroup”>


<link rel=”self” href=”“/>

<name>delete me</name>

<displayName>delete me</displayName>

<globalName>Groups:Smart Groups:delete me</globalName>




For some reason DPA try to generate smart group children when we delete that smart group (In theory that can be if that on demand smart group).

Smart group fail to run and deletion process broken.

In this case we applied the below workaround and able to delete the smart group.

  • Go to “Edit Smart Group” window
  • Click on “Select Frequency”
  • Select “Once a day at”
  • Save Smart Group
  • Delete Smart Group

Please contact Dell EMC Technical Support for further details or information.



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Navy officer: ‘We would have preferred Egypt did not have German submarines’

A senior Israeli Navy officer commented at a military correspondents’ briefing Monday on the German submarines Israel purchased from German firm ThyssenKrupp, which stand at the heart of a criminal investigation into both Prime Minister Benjamin Netanyahu and several of his confidants.

It marked the first time a senior officer spoke on the matter. In fact, the briefing was called to discuss the commencement of construction in Germany on the new Sa’ar 6-class corvettes, which are slated to arrive at the start of the next decade and are intended to defend Israel’s natural gas offshore rigs.

The officer spoke frankly on the Navy’s position, at least as it pertained to the deal reached between Germany and Israel on the sale of advanced submarines, as part of which Israel irregularly waived an exclusivity clause, thereby allowing ThyssenKrupp to sell four similar submarine to Egypt—according to publications not confirmed by the Navy.

The officer said the Navy's position was that all of the submarines procured from ThyssenKrupp were necessary (Photo: Reuters)

The officer said the Navy’s position was that all of the submarines procured from ThyssenKrupp were necessary (Photo: Reuters)

“Despite the fact Egypt is not part of the circle of threats Israel faces,” the officer said, “I would have preferred they did not have German submarines similar in capabilities to ours, as they comprise a significant improvement.”

The officer also stressed that while the Egyptian army had indeed been building up its force in the past decade, it was not considered a direct threat to Israel.

Yedioth Ahronoth uncovered this past July that in 2015 President Reuven Rivlin communicated the Israeli defense establishment’s concern to Germany over ThyssenKrupp’s intentions to sell submarines to Egypt.

German Chancellor Angela Merkel responded to Rivlin’s reservations by noting that Israel had already authorized the deal with Egypt to move forward—without the defense establishment or the president being made aware of the fact.

In a different meeting, German officials claimed that the person who authorized the exclusivity clause’s waiver was attorney Yitzhak Molcho, former envoy on diplomatic matters to Prime Minister Netanyahu who may soon face indictment for his part in the submarine affair—involving alleged impropriety by senior Israeli officials in the submarines’ procurement.

Molcho, PM Netanyahu's confidant, may face indictment for his role in the submarine affair (Photo: Ohad Zwigenberg)

Molcho, PM Netanyahu’s confidant, may face indictment for his role in the submarine affair (Photo: Ohad Zwigenberg)

Responding to a question on the number of submarines Israel needed, the officer—the person most knowledgeable on the matter—said, “The minimal number is five and the optimal number is six.”

He further elaborated the optimal number of six submarines would allow five submarines to be active in operations at any given time, while one underwent maintenance work.

In any event, the officer stressed, “no one intended for us to have nine submarines”—giving credence to reports that the Navy intended to procure three submarines to gradually phase out of service three existing subs, rather than expand their cadre.

“The (submarine probe) affair is present and we aren’t ignoring it,” the officer added. “We’re speaking to our people about it, but have no active role. The only question we ask ourselves is whether the submersibles are truly needed and whether they fit our operational needs. The answer is unequivocally yes.”

“The affair has an impact (on the Navy) by its mere existence, but we continue to carry out our duties with enthusiasm,” the officer further clarified.

Planning work on the new submarines was back underway with ThyssenKrupp, the officer said (Photo: AFP)

Planning work on the new submarines was back underway with ThyssenKrupp, the officer said (Photo: AFP)

On the advancement of the submarines’ procurement, the officer said the Navy had resumed planning work on the three new subs with ThyssenKrupp’s shipyards, following the German corporation’s announcement that the deal was suspended due to the suspicions aroused relating to its completion.

Replying to a question regarding former MK Erel Margalit’s claims that the submarines’ blueprints were stolen in a cyber attack on ThyssenKrupp, the officer said he was unfamiliar with such an occurrence.

On the topic for which the press originally convened—the Sa’ar 6-class corvettes—the officer divulged that four such defensive ships were purchased, along with dozens of interception missiles belonging to the naval Iron Dome system.

Each ship will also be able carry a payload of precision-targeted offensive missiles with ranges of dozens of kilometers, as well as electronic and cyber warfare systems and an enormous radar dish.

The first ship, slated to arrive in 2020, will patrol the waters around Israel’s gas rigs during routine operations. In emergencies, however, a ship will be stationed near each rig to defend them against Hezbollah’s own precision-targeted missiles.


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Cyberwarfare is taking to the skies, aboard drones

Uber uses a master algorithm to determine how much money its drivers make—and women are ending up with less.

The gap: In a study released today of over 1.8 million drivers on the platform, women were found to earn $1.24 per hour less than men. Women also earned $130 less per week on average, in part because they tend to drive fewer hours.

The cause: The study, which was carried out by researchers at Stanford and Uber and has not undergone peer review, attributed the difference in pay to fact that male Uber drivers:

—Are more likely to drive in higher-paying locations

—Drive faster

—Take on trips with shorter distances to the rider

—Chose to drive longer trips

All of these are variables in the formula Uber uses to calculate driver wages, and the study showed they all tilted in men’s favor (the study claims men earn $21.28 an hour, on average). Women also have higher turnover on the platform, and more experienced drivers tend to get higher pay.

Though it wasn’t covered in the study, one reason women may avoid higher-paying areas is that they don’t feel safe—they may opt not to drive late at night in certain places, for instance, or stay away from neighborhoods that are considered dangerous.

Closing the gap: The study shows there’s a persistent disparity in pay by gender, and Uber may have a hard time fixing it. Stanford economist Rebecca Diamond, one of the paper’s coauthors, says the researchers considered recommending taking speed out of the equation, for example. But as she says, “both riders and drivers would prefer to arrive at the destination sooner.”

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When Reconnecting to Disconnected Published Desktop, Session Hangs on the “Welcome” Screen For a Few Minutes

DisableGPCalculation, to avoid the GPO recalculation during the re-connections and give the user the best possible experience:


Name: DisableGPCalculation


Data: 1

Note: For the first time this registry key was intrudced to XenApp 6.5 Hotfix Rollup Pack 2 ( . Since then, it has been added to all the Hotfix Rollup Packs, for XA 6, 6.5 and in the XA/XD 7.X.


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Russia’s startup-style approach to cyber warfare is why it’s so good with fake news

If you’re going to build a self-driving delivery vehicle from scratch, why include space for a dumb human? Well, that’s what Silicon Valley startup Nuro thought.

What is it? A van. That drives itself. And hauls loads. But seriously, it’s designed to specialize in low-speed, local, and last-mile deliveries. And Nuro did decide to scrap human-friendly things like seats to maximize storage space.

Under the hood: The van weighs 1,500 pounds—most of that is battery packs that are hooked up to an electric motor—and uses lidar, cameras, and radar to navigate. The point of its glass windshield? To keep other drivers from freaking out.

But: Nuro must convince regulators to approve its vehicles for use on the roads. Most states require a safety driver, so a vehicle without a human, or seatbelts, or a steering wheel will need a special exception before it hits the roads. Of course, assuming Nuro takes care of all that, it will still need to find customers willing to have it deliver things.

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Maersk needed 10 days to recover from NotPetya attack fully

Maersk was forced to fully reinstall its IT systems after infamous NotPetya attack

Maersk needed 10 days to recover from NotPetya attack

The chairman of the logistics giant Maersk, Jim Hagemann Snabe, announced the full extent of the damages caused by the ransomware epidemic in the World Economic Forum. The company was hit by NotPetya[1] virus last summer. The cyber assault cost $250-$300 million and required 10 days to recover fully.

Due to the ransomware attack in June 2017, Maersk’s entire IT infrastructure had to be shut down. 4000 new servers, 45,000 new PCs, and 2500 applications had to be reinstalled in the short period.

Snabe came from an IT industry and was expecting the full operation to last around six months. It is remarkable that the employees and partners managed to achieve the goal in just ten days, however.

While the work was on-going, the entire company had to process extensive amounts of shipping containers manually. Considering that Maersk operates in 121 countries, serving 343 ports, the task required tremendous efforts. While operating manually, the company managed to keep up with 80% of their typical workload.

Considering the damages caused by the cyber attack, Maersk chairman gave credit to “human resilience” which made it possible to overcome the dangerous ransomware strike.

“Basically average” cybersecurity management is not enough for companies

The damage caused by NotPetya was enormous and proved that businesses have to take more responsibility and put more effort into cyber security. Snabe claims that they had “basically average” cyber security management; however, the attack was a “wake-up call” to think about higher security standards.

Therefore, he urged global organizations, technology companies, and law enforcement to cooperate and create a more secure digital world. He explained that being good at cybersecurity can transfer into a competitive advantage. No matter how big or small the organization is – the virtual security could be breached at any time if no proper measures are undertaken.

However, human resilience is still an issue. Though, Snabe told that Maersk would be more digitalized in the future:

The next level of dependency is everything will be digital — all the documents will be digital, the boats will be autonomous, and hence the criticality of the infrastructure becomes even more urgent, and you cannot overcome with human resilience anymore.

NotPetya affected multiple high-profile organizations in 2017

Maersk was not the only giant which was affected by the treacherous ransomware. Similarly to Merck, FedEx[2] was hit with $310m bill, while TNT and WPP restrained themselves from revealing their losses.

NotPetya, a variant of Petya ransomware[3] that emerged in March 2016, started spreading mid-last year and was suspected of infecting IT infrastructure in Ukraine. Malware used NSA exploit EternalBlue[4] to penetrate Microsoft Windows machines.

NotPetya ransomware caused the worldwide hoax in June. Malware hit hundreds of organizations and companies in the United States, Russia, France, and the United Kingdom. However, the biggest damage was done to Ukraine.

UPDATE: Russia is accused of being responsible for the cyber attack in June

Security researchers assume that NotPetya attack was created and held by Russia in order to target organizations in Ukraine.These countries have a tense relationship, so political reasons seem legit to arrange a cyber attack too. But Russia did not accept responsibility.

However, Central Intelligence Agency (CIA) announced that the attack was held by Russian military hackers[5] in January 2018. The attack is said to be a part of “hybrid warfare” that combines traditional military aggression with cyber attacks to dominate in the country.

According to the investigation, Russian hackers used “watering hole” attack to infect the specific website that provides updates to M.E. Doc – one of the two accounting programs used by Ukraine companies.

Additionally, attackers hacked into industrial control system networks to cause havoc in the country. Finally, they used a ransomware-type cyber threat to camouflage state-based cyber attack. Typically, demands to pay the ransom for data recovery are held by individuals or hacking groups.


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Drive Into the Digital World

EMC logo

Just over a year ago, we organized a big customer event in Volvo’s capital of Gothenburg to discuss the ways in which technology is creating a better world for all of us. Technology is without a doubt an enormous contributor to making our lives healthier, more agreeable and prosperous. Driverless cars are a great example to demonstrate this trend. For telcos and service providers, opportunities to add value abound.

The Human Factor

Technology has always played a major part in the development of cars. Electronics gave us ABS security systems, airbags, four-wheel drive, electronic fuel injection, power steering and many more innovations that have made life on the road safer and more comfortable. Connected cars and driverless vehicles are now taking this evolution to a higher level. They no longer target just the car, they seek to erase human error from the driving process.   Just prior to our Gothenburg event, Volvo had announced the ‘Drive Me’ experiments it was starting with autonomous vehicles. Since then, several families have begun to test these cars. The purpose: collect data from these test SUVs to refine the system that will eventually be launched on Volvo’s production cars within the next few years.

Many people still resist the notion of a driverless vehicle. They cannot imagine not being in the driver’s seat or handing over the reins to a robot. The prospect of no longer owning a car, but sharing one with other people, abhors them. Fortunately, technological innovations do not wait for the approval of customers. In the 19th century, horsemen did not ask for cars, all they wanted was faster horses. And there’s another compelling reason why we would do well to invest in connected, autonomous vehicles: every year, 1,25 million people worldwide die in traffic accidents. This is 20 times more than the number of casualties from military conflicts. Though the number of auto-related deaths had declined for many years, the popularity of texting and smartphones have produced a recent uptick in the number of accidents. I am convinced that eventually everyone will warm up to the idea of being chauffeured around, allowing them to spend their driving time in different ways. Working, for instance, or enjoying in-car entertainments systems. A big surge in human productivity would be enabled!

Scaling Technology

The possibilities technology delivers to the driving experience are limitless, and a number of interesting projects are currently in testing. The French city of Montpellier has installed IoT devices in a number of parking lots, so people can more quickly find a spot to park. As a result, people now spend less time driving around blocks in search of a free parking space. This not only helps them save time and fuel, it also reduces congestion and pollution within the city center.  This is a great example of how emerging technologies such as IoT and Connected Cars interlock and strengthen each other.

The secret to success lies in scaling these experiments up from a few simple parking spaces to a system that encompasses an entire city. The investments will naturally be huge, but so will the rewards. At the recent Gartner Symposium in Barcelona, analysts compared these initial trials to cooking: feeling comfortable making a meal for the family does  not mean you can just as effortlessly prepare a meal for 100 guests. But over time, these experiments will scale bigger and we will all reap the benefits.

Technology Pushes Technology

It’s amazing to see how technology leads to innovations that in return put pressure on technology. As more connected cars begin to exchange data, the current cloud computing model will find itself challenged. All data will not be able to be processed in a central location, and this has given rise to Edge Computing, as I have explained in a previous blog. If a car approaches an obstacle, an immediate decision needs to be made. Even using the fastest communication lines and infrastructure possible, it doesn’t make sense to send data back and forth to a central system. Processing the data should be done very close to the data source, at the edge.

As technology is so crucial to both connected cars and autonomous vehicles, there is plenty of room for telcos and service providers to add value to these emerging solutions. Telecom providers are speeding the development of 5G, the only standard that can cope with the huge amounts of data traffic that will be exchanged by all these computers-on-wheels. Service providers have a multitude of services they can develop. After all, the zetabytes of data that sensors capture will need to be stored, processed and protected. Companies offering Data-Lakes-as-a-Service have a golden decade ahead of them, and analytics skills are certain to be in great demand. Ecosystems are already forming between complementary solutions and partners, but this is just the beginning.

Connected cars and autonomous vehicles will change the face of our cities for the better in the near future. They are also poised to provide limitless possibilities and opportunities for technology partners. I am convinced we will be pleasantly surprised by new developments in this area. If you think we have already seen everything, it is time to reconsider. Thus far, we have barely scratched the surface.


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