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thehopefuljournalist · 9 months

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This article isn't solely about the environment, but some of the things there are, so I'll summarize them for you :)

Bhutan and India boosted tiger numbers

According to Bhutan's latest tiger census, tigers have increased their population from 103 to 131 since 2015 - which is a rise of 27 per-cent.

This follows the country's major interventions to help the wild tiger population, including community based tiger conservation programmes, habitat improvement and human-wildlife conflict management projects.

Tigers are, of course, still at risk, but Bhutan's dedication to help and preserve their population is inspiring.

India has also reported a six pre-cent rise in their wild tiger population since last year. The country is believed to be populated by 3,682 tigers now.

Germany’s €49 travel pass

A part of a green new policy in Germany, a €49 (£42)-a-month pass allowing unlimited travel on buses and trains in Germany.

This will result in about 25 per-cent rise (per year) in the numbers of people choosing public transport instead of cars - a low carbon way of transport (according to the national rail operator Deutsche Bahn (DB)).

The Deutschlandticket launched on 1 May as a plan to lower the cost of living and encourage people to take the train instead of driving.

It seems to already have some great results: The Association of German Transport Companies says that almost 10 million people had used the pass by the end of June. DB has also said that trains to holiday destinations were busier this summer.

UK crop yields rose despite a fall in fertiliser use

New data from the UK’s Department for Environment, Food and Rural Affairs (Defra) revealed that UK crop yields rose last year, despite a sharp decline in fossil fuel fertiliser use. Many believed that these fertilisers were necessary, but this data proves that belief wrong.

According to Defra, wheat, barley, oilseed rape and sugar beet yields rose by 2.4 per cent in 2022, while fertiliser use fell by a reported 27 per cent.

These artificial fertilisers are made using natural gas, and because the prices soared in 2022, following Russia's invasion of Ukraine, farmers had to either use much less of them, or embrace more natural alternatives.

England’s plastic bag charge was hailed a success

Since the government in England forced supermarkets to charge 5p a plastic bag, there's been a 98 per-cent reduction of single use plastic bags.

That’s according to figures from the Department for Environment, Food and Rural Affairs, which introduced the charge in 2015, then increased it to 10p in 2021.

Environmental campaigners welcomed the figures, but urged the UK government not to row back on other green policies, including a deposit return scheme for plastic bottles and rules to make plastic producers contribute to clean-up costs. Both policies have been delayed until 2025.

Have a good weekend everyone!

Let me know, what good news have yo read or heard about lately?

#climate change #climate #hope #good news #more to come #climate emergency #news #climate justice #hopeful #positive news

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mariacallous · 1 month

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Out of sight, out of mind. That’s the fate of global shipping, even though all of us depend on it for our daily supplies. Everything from bananas to toilet paper to iPhones travels by sea at some point. But we only pay attention when something goes wrong, whether that happens in the Red Sea, the Suez Canal—or underneath what used to be Baltimore’s Francis Scott Key Bridge. This week’s accident, which occurred when the container ship Dali lost power and headed straight into a support pillar, has delivered a reminder of the sheer overlooked scale of the shipping industry—and how unprepared many systems are to handle it.

Part of this is the massive size of today’s container vessels themselves. A few minutes before 1:30 a.m. on March 26, the Singapore-flagged container Dali issued a mayday call, which allowed construction workers on the Key Bridge to get a few cars to turn around. Down below, the Dali appeared to have engine problems; camera footage shows its lights flickering before smoke emerges and it hits the support pillar. Within seconds, the bridge collapses into the water. Some of it collapses onto the Dali, too, and with the bridge, cars plunge into the water. At the time of writing, six people are unaccounted for and presumed dead.

Now lots of ordinary citizens around the world are discovering marine websites such as vesselfinder.com and marinetraffic.com, which track merchant vessels. They will have learned that the Dali has a gross tonnage of 95,128 tons, a summer deadweight of 116,851 tons, and that it’s 300 meters (nearly 1,000 feet) long.

When it struck the Key Bridge, the Dali had 4,679 TEU (20-foot-long shipping containers) onboard and was crewed by 22 Indian seafarers, who had been joined by two pilots from Baltimore. Merchant vessels are predominantly crewed by relatively tiny staffs that are usually made up of people from India, the Philippines, Indonesia, Vietnam, Russia, and Eastern European countries. Indeed, it has been decades since it was common for Western Europeans and Americans to go to sea. Today’s seafarers are skilled, but they do hard and lonely work with long absences from home—and when disaster strikes, shipping can be extremely dangerous. Earlier this month, a Houthi attack in the Red Sea cost the lives of three seafarers—two Filipinos and one Vietnamese.

All this is in service of the goods that make our lives so convenient—and which require a vast and largely invisible ocean network to support.

Just consider the arrivals, off-loading, loading, and departures at the Port of Rotterdam, which is merely the world’s 10-busiest container port. Last year, Rotterdam handled 13.4 million TEU at its 14 terminals. That’s 36,712 TEU every day of the year. In the afternoon on March 26, 149 ocean-going ships were docked in Rotterdam, where cargo containers were being offloaded and new ones added. Another 132 were about to arrive, and another 161 had just departed. The expected arrivals included the Ever Living, a sister to the ill-fated Ever Given, of Suez Canal fame.

At a length of 335 meters (nearly 1,100 feet), width of 45 meters (145 feet), and with a deadweight of 104,653 tons, the Ever Living is almost as massive as the Ever Given. But only almost. With a capacity of nearly 10,000 TEU, it’s very similar to the Dali. The Ever Given, by contrast, has a capacity of just over 20,000 TEU, and it’s not even one of the world’s largest container ships.

Indeed, these days, the world’s fleet of ultra-large container vessels (ULCVs)—vessels of more than 14,500 TEU capacity—features a growing number of beasts that can transport 23,000 TEU and more. The MSC Irina, for example, can carry an astounding 24,346 TEU. Today, in fact, the Dali’s capacity of 10,000 makes it a midsize box ship. Compare that to container ships in 1972, when construction began on the Key Bridge: Back then, the largest container ship in the world had a capacity of a mere 2,984 TEU.

The shipping industry keeps making things more efficient—and thus more cost-effective and more attractive. It’s thanks to shipping that it has made so much sense to build a globalized economy: It’s so cheap to ship goods globally that people in wealthy nations can have them made elsewhere, transported across a few oceans, and still pay less than if they were made at home.

But the massive ships come with equally massive logistical demands. Ports have to be expanded to be able to receive and service them. The port service, for example, involves higher cranes with a wider reach: just imagine 24,000 containers stacked upward and sideways. The ports also need larger storage facilities to hold such vessels’ cargo until it’s picked up by trucks. The financial picture involving ULCVs is clear on the vessel-owner side, because buying a ULCV eventually pays off.

Ports are usually public-private partnerships, which means that investment often involves the taxpayer. The Port of Virginia in Norfolk, which the Dali had left just before its ill-fated call at the Port of Baltimore, has just allocated $1.4 billion to widen the port to make it accessible for two-way ULCV traffic. Norfolk is also currently being dredged to the tune of $450 million, after which it’s expected to have the deepest and widest channels on the east coast of the United States.

“This is a true advantage for anyone delivering to or from America,” said Stephen A. Edwards, the CEO and executive director of the Virginia Port Authority, in an interview with World Cargo News. “Our wider channel sets The Port of Virginia apart by allowing for consistent vessel flow, increasing berth and container yard efficiencies, and further improving harbor safety.” It’s a competitive marketplace, and lots of Chinese ports are already set up for ULCVs. Ports and countries that can’t afford ULCV-worthy expansion are out of luck.

And as the Dali has taught the world, accommodating large vessels is not just about ports. They traverse oceans, sail under bridges, and sail through canals. Imagine if the Ever Given or another ULCV were to strike a bridge. Even a sturdier bridge than the Key Bridge (which received a rating of “fair” during its most recent federal inspection) would struggle to withstand such a blow.

Such calamities happen very rarely. It would be extraordinarily expensive for cities and countries to strengthen bridges and other infrastructure that a massive container ship might hit. The Dali’s crew and pilots appear to have tried their hardest to steer the ship away from the Key Bridge when the power supply failed, and they issued a mayday call to alert authorities to the fact that the ship was approaching the bridge. This, though, is unlikely to be the last time that machines fail man.

Even as ships get bigger and bigger, with more and more sophisticated technology, the human brain and hands are an indispensable backup. Giving crews a few more tools with which to manually counteract technology may be the best way of avoiding another Key Bridge disaster.

Shipping—an industry that involves ratings, officers, stevedores, crane operators, ship managers, insurers, and many others—goes on delivering your favorite consumer goods around the clock. It remains a miracle that mishaps involving their floating fortresses occur so rarely.

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rideboomindia · 11 months

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http://www.rideboom.com/india

RideBoom the unique ride share app can help you and your business to cut on the travel cost.

The country like India after covid the economy is booming and where the demand still very high for the travel, travel managers face an increasing challenge to balance cost savings without sacrificing the employee experience.

RideBoom can save the money and time not only for the daily travel but for the corporate travel as well.

RideBoom can help you manage travel budgets while providing an elevated experience tailored to the business travel needs.

Pre-book your car whenever you have a late night shift. Our partner driver will be there to pick you up and drop you off at home in a safe and secure car. Every business needs to move with times. RideBoom will help your business to move fast at low cost.

We are able to accommodate all requests and are able to fulfill a range of businesses and company travel transportation needs and at a very low-level costing. RideBoom has an affordable ride for every business need. Use the RB Eco option as a cheaper option for your daily business travel. Staying or finishing late at night don’t worry RideBoom will provide you with secure and safe cars around the clock. You can choose a Ride now or Ride later option. Boost your business with RideBoom.

One Account For All Company Travel, Easy To Monitor

Once you are registered as a corporate client you are able to access our web portal admin panel. From there your staff member who looks after your company travel accounts is able to request either ride now or ride later trips.

You can view the types of cars available in your area and select the car that best suits your needs. You can also request delivery drivers to collect the parcel from your doorstep or warehouse and track the car on the map in-app.

We run monthly billing cycles to clear all accounts.

· Save money on travel bills.

· Book and manage your bookings.

· Track your drivers.

· Affordable billing solutions.

· Select your own cars and drivers.

· Very affordable parcel delivery.

Let’s RideBoom your business.

For more info www.rideboom.com/india

#rideboom #delhi airport #rideboom india #rideboo app #travel #taxi app #taxi driver

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booktaxionline · 4 months

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Chandigarh to Shimla Taxi Services: How to Travel in Comfort and Style

Shimla, the queen of hills, is a charming tourist destination in India. It is famous for its scenic beauty, colonial charm, and pleasant climate. Shimla is a perfect place to relax, rejuvenate, and explore the Himalayan culture and heritage.

But how do you reach Shimla from Chandigarh, the city beautiful? Chandigarh is the nearest major city and airport to Shimla, and the distance between them is about 112 km. The road journey from Chandigarh to Shimla takes around 3 to 4 hours, depending on the traffic and weather conditions. There are various modes of transport available from Chandigarh to Shimla, such as buses, trains, and flights. However, the most convenient and comfortable option is to book a Chandigarh to Shimla taxi service.

A Chandigarh to Shimla taxi service will give you the flexibility to travel at your own pace, stop at your desired locations, and enjoy the scenic views along the way. Moreover, you can also avoid the hassle of finding a parking space, carrying your luggage, or sharing your seat with strangers.

But why should you choose OneNess Taxi for your Chandigarh to Shimla journey? What are the benefits of booking a taxi service with OneNess Taxi? Here are some of the reasons why OneNess Taxi is the best choice for your Chandigarh to Shimla trip:

Safe and Experienced Drivers

Your safety is our top priority. Our drivers are not only experienced but also well-trained to drive safely and smoothly on the busy roads between Chandigarh and Shimla. With their knowledge of the routes and driving skills, you can sit back, relax, and enjoy the journey.

Punctuality Matters

We value your time, and our commitment to punctuality sets us apart. When you book Chandigarh to Shimla Taxi with OneNess, you can be sure that your ride will arrive on time. We understand that a seamless journey begins with punctuality.

Comfortable and Clean Vehicles

Our fleet consists of a variety of vehicles to cater to your specific needs. Whether you're traveling solo, with family, or in a group, we have the perfect vehicle for you. Our cars are not only comfortable but also meticulously cleaned and sanitized, ensuring a safe and hygienic environment for your journey.Affordable Pricing

Worried about the cost of your journey? With OneNess Taxi, you can enjoy the best of both worlds – quality service at affordable prices. We offer transparent pricing with no hidden charges, making your Chandigarh to Shimla trip not only comfortable but also budget-friendly.

Customer Service

The customer service of OneNess Taxi is another factor that can make or break your experience. You should look for a taxi service that has a friendly, courteous, and professional staff, who can assist you with any queries or issues. You should also look for a taxi service that has a 24/7 helpline, and a responsive and helpful customer support team. You should also share your feedback and ratings after your trip, and appreciate the good service or report any problems.

OneNess Taxi takes pride in offering top-notch Chandigarh to Shimla taxi services that prioritize your comfort, safety, and convenience. With experienced drivers, well-maintained vehicles, and affordable pricing, we ensure that your journey becomes as memorable as your destination.

So, why worry about the hassles of public transportation or the stress of driving on unfamiliar roads? Choose OneNess Taxi for a seamless and enjoyable journey from Chandigarh to Shimla. Book your ride today and embark on a road trip filled with scenic beauty and unforgettable moments!

#Chandigarh to Shimla Taxi #chandigarh to shimla cab #chandigarh to shimla taxi services #chandigarh to Shimla Cab Services #taxi #taxi driver #travel #taxi service #taxi near me #airport taxi #book taxi online #bookonlinetaxi

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deotravels · 6 months

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Same day Delhi Local Tour

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ishika-blogging · 9 months

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Micro Outlook: Navigating daily life through a micro eco view

Microeconomics is a side character in our life which actually also is the main character, just usually unnoticed. Let me share a little slice of my day with you. This one day, a beautiful morning, it rained so beautifully and it was such a beautiful weather. The sound of rain, the earthen smell, and the cool breeze. Everything about the weather was pointed towards absolute perfection. I just wanted to go to the balcony and snuggle in my bed, do nothing and just observe the weather. But oh, to my realization, it was Tuesday. A regular working day. Which meant that I had classes. I halfheartedly had to get up to get ready and go to my classes. Guess what that was? You’re sweet to notice if you realized what this was, but you’re still sweet if you did not. Getting a good sleep was my opportunity cost here. Just for the record, I absolutely had a great time getting up and going to classes (sarcasm intended). So, moving on, when I was on my way to the university, we were struck in the traffic due to the rain. I love rain, but the traffic and roadblocks are the worst part about it. Well, I decided to plug in music to not pay attention to that. Just as I was about to, I heard a group of people talking. I wasn’t eavesdropping, they just talked loud enough for several people to hear. They were discussing about how the price of tomato would go lower by the end of September since its gotten very high and the government would interfere and put a price ceiling on the high prices soon. These were the adaptive expectations they set. Adaptive expectations are always set by people about a lot many other things too, this was just a part of what I witnessed.

After I got done with the classes, when I was on my way home my father stopped at the gas station to fill up the car. I had nothing much to do so I just sat and thought about how high the price of petrol was. INR 96 per liter, the inflation is insane! I couldn’t help but think about how many people would switch to public transport and how the car sales would have gone down as petrol and car are complement goods. I don’t even know how, that just came to my mind because like, I’m usually not that political about stuff. And since we are on the topic, I also realized that there are only a few companies in the oil industries in India so they all cooperate and act as oligopoly. After getting the car all filled up, I reached home, freshened myself up and had my lunch. I rested for a bit and then got up because- well I had an assignment due. I didn’t really want to put it off till the last minute because my luck could fail me anytime. And a little bit of overthinking here. Well, let’s look at it objectively. The assignment might just not upload, or worse, my internet could not work. Anything could happen. So after working on my assignment, I decided to surf on the internet a little bit. Just for fun, I looked up the concert tickets for a BTS concert, and the front row prices had me a little zoned out for a while. I was a little surprised. Let’s just say- the prices were very high for me to even dream about attending a concert at this age, in the front row and in a different country because the tour didn’t include our country yet. I wondered if it takes time for front row tickets to sell but then to my surprise I found out that even these high priced tickets were sold out within seconds of the ticket release. Yes, seconds of the ticket release. Even the tickets which were purchased and sold for even higher prices by people to earn profits were sold. And let me tell you, these prices set by people who black marketed the tickets were absurd. No matter how high the prices went, people were ready to buy the tickets. I mean, the band does make good music, so I guess the hype is reasonable. We can say that the tickets here would be considered as Giffen goods. Well, I consoled myself with the typical “I’ll go when I will start to earn myself” and shut down my laptop; no use to being delusional.

It was evening by the time I did all the work and finished my work. I decided to go out and take a walk. I called up my friends and we hung out together for the evening talking to each other for a while. I was really craving for dumplings and my friends wished to eat something as well so I suggested that we all go and eat something. When we reached the food outlet, there was the common dilemma of choosing what to eat apart from the dumplings as there was a lot of other choices. We took our time and finally decided upon three things- dumplings, chili potato and noodles. But we realized that we could have two things out of the three, given the limited amount of money we were carrying since it was a spontaneous plan. We had to make a choice. We chose dumplings and noodles. There was a trade-off between the three options and we sacrificed chili potato to get dumplings and noodles since we had limited resources (money) with us. Had we carried more money, we could have purchased all three of them of course. Then we finally ate. Initially, I enjoyed the dumplings a lot since I was craving for them. And so everyone ate and agreed on getting one more plate of the dumplings. But by the end of second plate of dumplings, I was really full, there was a huge difference between the satisfaction I got after the first bite and the last one. I didn’t derive as much satisfaction as I initially did. It was due to the Law of diminishing marginal utility here. We ate and then walked our way back till we parted our way homes. At the night, my mother was getting ready to go to the market to purchase groceries and asked me if I wanted to tag along. I had not gone out with her to the market in a while and I could also help her pick up the bags as they can get kind of heavy. So, I agreed and went with her. Vendors from all walks of life set up their stalls. There was a hustle and bustle all around and there were a lot of stalls. And on the stalls were people bargaining and purchasing. There was demand and supply of different commodities. We noticed that the stall of Apples had a lot of crowd. I soon got to know that it was because the prices of the Apples had recently gone down, so people wanted to purchase them. As price was less, it affected the demand and the quantity demanded for apples was high. As we went further, we saw the stall of tomatoes. The price for tomatoes was very high. I did hear that it had gone up, but I didn’t know that it had gone up THAT high. My mom tried to bargain but the tomato seller clearly refused. The price was the same everywhere and no vendor was ready to sell it below that price. Since the tomato sellers set up a competitive market, there wasn’t much impact if one buyer didn’t buy their product since there were numerous others who would buy at that price since tomato is essential in most of the food items. After a while, we were met with a friend of my mom’s in the market. They both started talking and discussed about various stuff. They also mentioned how the tomatoes have become absurdly costly to which her friend said that the tomatoes have become so costly that she doesn’t buy much tomatoes and uses the packed and readymade tomato puree available in the market. Tomato and the readymade tomato puree are substitute goods so as the prices of the tomatoes increased, people started using the readymade puree as a temporary substitute and demand for it increased. When I reached home, I was a little tired and so I had my dinner and then I head to my bed to sleep.

As we explore our daily lives, microeconomics concepts influence our choices and decisions quietly. From seemingly ordinary to the bigger scale, these concepts paint a vivid picture of the world we inhabit. From the moment we wake up to the time we lay our heads down on the bed at night, economic concepts are unnoticeably and quietly at work, influencing the choices we make and the outcomes we experience.

#economics #microeconomics

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trainsinanime · 2 years

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How to power trains

This is a topic that comes up a lot lately around the world. The discussion is the loudest in North America, because their existing solutions suck. But you will find it everywhere. So then, how does a train get powered? What are the options? Note that as this is Tumblr, I’m not planning to be neutral; I have opinions and I’m going to make this your problem.

Steam

[Picture: A class 99.23-24 narrow gauge steam locomotive of HSB leaving Drei Annen Hohne station]

The oldest method, and somewhat of a misnomer; the power comes from coal, oil or sometimes wood, which you burn to boil water, which creates the steam. You can technically create the steam any way you like, and there’s some fun oddities in history like the time the Swiss fitted two steam locomotives with electric heaters; but burning either wood or fossil fuel is the only thing that’s ever been used outside of trial operations.

Either way, it’s inefficient and requires way too much maintenance, so it’s gone now outside of tourist railroads. It also creates a lot of harmful emissions. That wasn’t important when it was replaced, when people in power were (even) more tolerant of those emissions, but it’s still notable.

Diesel

[Picture: A class 218 diesel locomotive pushing a regional train out of Oker station in the snow.]

In many ways the modern day default, and the easiest to explain to people who have a car: It’s just a thing with a big engine inside, and that engine turns the wheels. Sometimes you’ll hear terms like „diesel-electric“, but don’t let that confuse you, that’s just about how the power gets to the wheels. It’s still just diesel fuel that’s being burned to create all power.

Diesel locomotives require fairly low maintenance and no dedicated infrastructure. You just need to refuel them every now and then, but diesel fuel can be transported very easily – including by railroad – so that’s not a problem.

The first problem is that if you have a lot of trains, you need a lot of diesel, and that stuff costs real money; especially when oil prices go up. The second big problem is that they create emissions. There are those emissions that are immediately locally harmful, like soot, nitrous oxide and carbon monoxide. These days you can control those pretty well with filtering. But there’s also carbon dioxide, which is „only“ harmful on a global long-term scale by creating global warming. You can only reduce that by burning less diesel fuel to begin with.

For this reason, all diesel locomotives in the world need to be replaced very soon. Technically they need to be replaced right now, immediately, but „very soon“ is definitely the second-best thing. So what do we replace them with?

Electricity from outside

[Picture: A red swiss class Re 4/4 II electric locomotive outside Zurich main station]

The great thing about a train is that you know where it’s going to be in advance, down to the millimetre, and so you can do lots of stuff that you can’t do on roads; for example, you can put copper contacts next to where the train will be, and provide it with electricity that way. The default nowadays is to put a wire over the train. Then you just need to put a thing on the train that gently touches the wire, the so-called pantograph. The electricity flows through that, through a lot of electrical and electronic equipment into motors, and then back out through the wheels and the tracks.

This is technology that is rock-solid and has been well established since around 1900. It’s what is used for all high speed trains going over 200 km/h (125 mph), and all good high speed trains below that line as well. (British folks: Fight me.) All the highest capacity commuter rail lines, and many of the highest capacity freight lines use this technology as well. It is used for the world’s tallest double-stack container trains, in India. It is also used for the world’s longest rail corridor, the Trans-Siberian railway, which reaches almost 10,000 km (around 5700 miles) through mostly empty space.

There are basically only advantages to this. The locomotive is lighter and requires way less maintenance. But since it can have basically as much power as the power grid provides, it can also be much more powerful. All the most powerful locomotives in the world are electric, it’s not even close. Even the US, with its big diesels and big historic steam locomotives, the most powerful locomotive is an ugly electric unit used to haul commuter trains from New Jersey to New York.

[Picture: The most powerful locomotive in North America, a Bombardier ALP-46A of New Jersey Transit, pulling into Newark Penn Station.]

Also, the trains are much less noisy, though that may not help that much; on modern freight trains, it’s the freight cars that generate the most noise, not the locomotive.

In terms of emissions, your emissions are as good or as bad as the electricity you buy. Obviously if you buy coal power, it’s going to be bad, but electric power also allows you to buy renewable energy instead, which drops your emissions to zero. Electric trains can also generate energy themselves when braking, and use that to power other trains on the same network.

The main downside is that you need to have the wires, and lots of them, over long distances. They need maintenance, too; not a lot, but unlike a diesel locomotive that comes to your shop, you’ll have to go out there, which is annoying. NIMBYs will hate them, because there’s suddenly a wire in the sky and if you squint just right you can even see it. Some of them also believe esoteric shit about harmful energy fields. But the really big problem is that you need to put the wires up in the first place, and someone needs to pay for that.

This is the main reason why there’s so little railroad electrification in North America. People will say things like „It won’t work because of low traffic volumes and not enough people live there“, but that’s bullshit, it clearly works in Siberia. They will say “it won’t work for tall double-stack container trains”, but it already does, in India. What is true is that putting the wires up is probably not economically viable for a privately owned railroad, unless someone else pays them for it. Which raises some interesting questions, such as „should we pay them for it?“ or „should railroads be privately owned in the first place?“

But do note that we see the same sort of questions all around the world, including for branch lines in Germany or something. The US is the most extreme example, but it’s not actually unique in the western world. (And yes, that definitely only applies here and totally not on any other topic we might be talking about.)

Now let’s assume we don’t want to pay for it. What are the other options?

Batteries

[Picture: An austrian class 1063 electric locomotive refitted with batteries, at a Berlin train exhibition, from an experimental project that, if I recall correctly, ended up not working out.]

Everybody loves an electric car, full of batteries. Couldn’t you do that with a train as well? It turns out the answer is yes, as long as it’s a small light train. This has been a thing for way longer than you would probably guess. The first ones were introduced in 1909. This idea fell by the wayside for a couple of decades, but has come back now that car makers are doing their best to improve battery technology. Modern battery trains are capable of charging their batteries from overhead lines, and then use the batteries once the overhead wires stop. This approach is rapidly becoming the norm for newly designed streetcar lines, to get NIMBYs to shut up about ugly wires. It’s also becoming a topic for regional branch lines, where a number of such trains have been ordered, and service is going to start soon.

The main problem with this is that you need batteries, which are, despite the best efforts of car manufacturers, still expensive and heavy. Trains are good at carrying heavy stuff, but still, lighter trains will always need less energy. Range is also an issue. You can get basically arbitrary range by putting as many batteries as you want in a train, of course, but there comes a point where your train is mostly just batteries.

Battery electric trains seem most useful for branch line situations, where they can probably save some money, and where you know in advance that only these trains will travel on that line, and that these trains will only travel on that line. Then you can optimise the line and the train for each other and be relatively happy. But if you have more mixed services, then things look different. And if service levels increase, then there comes a point where normal overhead wires become cheaper, and that point comes pretty quickly since batteries are so expensive.

There is some thought given to batteries in freight trains. It can work for slow speed situations, where a train needs to move a few freight cars just a couple of kilometres (a couple of miles) to a customer. For long distance, it doesn’t seem viable yet. There are experiments with battery electric long-distance freight locomotives in the US, but the goal here is not that these will haul the entire train. Rather, they will provide extra power for the diesel locomotives around them when going uphill, and store excess energy from braking when going downhill.

Even if it becomes possible to build a battery-electric locomotive capable of hauling freight trains over long distances—probably a very long and heavy one—there is a question of whether we should. It might make more sense to use the batteries that this would take to instead build electric cars, or buffer batteries that stabilise the electric grid, and run the locomotives on wires.

Hydrogen

[Picture: An Alstom Coradia iLint hydrogen train, class 654, at an exhibition in Berlin where it was impossible to get a good photo without someone running in front.]

Hydrogen is the big other option, and the one that is getting the most attention right now, because it’s a cool word with a „y“ in the middle. That’s just neat.

You can use hydrogen in a lot of different ways. You can, for example, burn it in something like diesel engine, after you’ve modified it slightly, but that’s not super efficient. More efficient is a fuel cell, which generates electricity, which then turns the wheels.

From a chemical point of view, a fuel cell with a hydrogen tank is about half a battery: You have one material for the reaction, and the stuff it reacts in. The other material that reacts, the oxygen, is something you just get from the air. Carrying only half of the reactants is obviously much less weight than carrying both of them in a battery, so there are a lot of benefits over that technology.

The first prototype hydrogen trains already exist. This technology has a lot of benefits: Like diesel, you can store a lot of it on the train, and while it’s more difficult to handle and transport than diesel fuel, it’s still relatively easy. You need relatively little infrastructure, just the refuelling station. The only emission that a fuel cell generates is water.

But there are also downsides here. For one, apparently you can’t easily alter the power output of a fuel cell, at least not as quickly as a train needs, so the prototype trains actually have small batteries that get charged by the fuel cell. That increases the cost. Fuel cells also don’t last forever, so they need replacing. Current estimates are that they’ll last about eight years. This increases maintenance cost.

The really important problem, though, is: Where are we going to get all the hydrogen? It’s technically the most common element in the universe, but basically of it is bound in useless non-burning forms like water. To use it, we need to generate it from other chemicals like water or methane somehow.

Sadly the best, cheapest technologies we have for generating hydrogen also require fossil fuels, and generate a lot of carbon dioxide along the way. That’s exactly the kind of thing we want to get rid of in the first place!

The main hope everybody has is „green hydrogen“. You can create hydrogen from water through electrolysis, which requires a lot of electric energy. If you use renewable electric energy, then you get hydrogen without any CO2 emissions, and your train won’t generate any CO2 emissions either. That’s very nice.

However, it’s going to be way less efficient than just feeding the renewable electric energy directly into the locomotive through a wire, which is a problem. Just like with batteries, there is some crossover point where hydrogen is cheaper than electric wires, and after that wires are much cheaper.

A related question here is similar to the one for batteries: Let’s assume we had all that green hydrogen to begin with. There are plans to put lots of solar panels in the African desert, for example, and use that to generate hydrogen, and ship that to Europe (or the US I guess). Obviously, it’s always a bit questionable when European politicians say things like, „we should use the resources of Africa for ourselves, the people there aren’t doing anything with it“.

But even if we put that aside (though should we?), is this really the best use for that hydrogen? Hydrogen-based processes are also the only realistic option for getting rid of carbon dioxide emissions in the chemical industry, steel production and so on. The whole highway trucking industry also firmly believes that hydrogen is their only option, but whether that’s true is a whole other question. It seems likely that in the future, green hydrogen is going to be in high demand all over the world. Using it in the one place where there’s a really simple, more efficient solution, is highly questionable.

Conclusion

Putting more wires in the sky is easy, proven, and the most efficient solution by far. It can and does work everywhere, including in all the places where people are saying „it can’t work here“. The downside is the initial investment. That is a real downside, but it’s money we should be spending. Battery trains have their place, but it’s a very small place at best. Hydrogen is probably not ideal.

#train #railroad #locomotive #trains #railroads #railways

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hariompackersmovers · 9 months

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Hariom Packers and Movers Meerut

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#packers and movers amritsar

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puchkoo · 1 year

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When two people are driving in the same direction, a car pooling app links them and enables them to split the cost of transportation and journeys. One of the greatest intercity carpooling applications is Puchkoo, where you can easily give a ride and find one without any hassle. With this ride sharing app India, you may avoid contributing to traffic congestion and pollution while also getting to your destination faster than you could by driving alone.

#ride sharing app india #car pool app #sharing car app

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packersandmovershhp · 3 months

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Car Transportation Service in India

Carbikemovers offers reliable and efficient car transportation services in India. With a focus on safety and professionalism, they ensure seamless transportation of cars to any destination. Trust Carbikemovers for a hassle-free experience, whether moving locally or across long distances. Your car is in good hands with Carbikemovers. Click on the given link to learn more. http://tinyurl.com/hdutpswr

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packersmoversharidwar · 1 year

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Hardware International Packers and movers

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thebookbillboard · 1 year

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Qala - Movie Review

Directed by Anvita Dutt Guptan, and produced by Clean Slate films, Qala is a movie based on the life of a successful singer who is troubled by her past. The costumes, songs, movie sets, cars, cameras, homes practically everything in this movie transports you to the India of the late 1940s.

The movie is dark and carries a depth that keeps you in its hold during its 120 minutes of screen time. Tripti Dimri as Qala, is simply wonderful in her role – she is a girl who comes across as a subtle and soft-spoken person who you would easily ignore in a room but behind her innocence is a woman who knows what she wants and will not shy away from getting it no matter what it takes. Her mom, Urmila, played by Swastika Mukherjee is a strong presence in Qala’s life as well as on the screen. She has a domineering influence on Qala, who wants to please her mother at all costs. Mother-daughter duo belong to a family of music maestros and her mother has high expectations from Qala. Almost all the mother daughter scenes take place in their heritage home in Shimla and every frame captured here is a painting in motion. Their dimly lit home, the boat ride with a renowned music artist, scenes shot in snow that seem so peaceful yet haunting, leave an impression on the mind long after the movie gets over. Equally gorgeous is the jewellery worn by Urmila, giving us a glimpse of the Himachali culture.

This movie marks the debut of the late movie actor Imran Khan’s son Babil Khan who gives a matured and restrained performance as Jagan Batwal. The actor knows what is expected of him and even when no dialogues are said, his eyes convey pain, betrayal and the foreboding look of an impending doom.

The movie touches upon gender inequality, venomous ambitions that enslave you, abusive parent child relations, casting couch in film industry and the presence of gay men in society.

But the message most strongly conveyed is that of karma, the great force that pays you back no matter what heights you reach in your professional or personal life. You have to taste the fruit of your karma, sweet or bitter, whichever it may be. You may be frustrated, sad or depressed when you took a particular step in your life, but karma doesn’t care about your intentions or your innocence. What you give is what you will get. If not today, tomorrow.

Lastly, coming to the music by Amit Trivedi, Qala is an album with meaningful lyrics, a catchy number (who hasn’t heard of Ghode pe kyu sawaar hai?) and soulful songs that you would love to hum and listen to in your most reflective moods or as you go about your day.

Overall, the movie is a beautiful piece of art, and has an old-world charm that strikes a chord within you as all movies with good stories and direction do. Surely a must-watch!

#netflix #qala 2022 #qala film #qala anvitaa dutt #anvita dutt #movies #movie review

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strangemusictriumph · 1 year

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Massive IOT (mIOT) Market - Forecast (2022 - 2027)

The market for Massive IoT is forecast to reach $121.4 billion by 2026, growing at a CAGR of 7.1% from 2021 to 2026. The Massive IoT Market is estimated to witness substantial growth over the forecast period primarily due to the growing demand for large scale Automation and machine intelligence. The rising adoption of IoT technology across various industry verticals such as manufacturing, automotive, and healthcare, is driving the market’s growth for bandwidth sensor technologies. With the traditional manufacturing sector amid a digital transformation, the IoT is triggering the next industrial revolution of intelligent connectivity and communication protocols. With the development of wireless networking technologies, especially low power networks, and the emergence of advanced data analytics, a reduction in the cost of connected devices adn indoor asset tracking, are some of the major factors driving the market. The adoption of cloud computing and cloud platform is another factor boosting the market growth during the forecast period 2021-2026.

Report Coverage

The report: “Massive IOT Market– Forecast (2021-2026)”, by IndustryARC covers an in-depth analysis of the following segments of the Massive IOT Market.

By Platform – Device Management, Application Management, Network Management, Cloud Platform and Others.

By Connectivity – Wireless, Field.

By Component – Hardware (Transmitters, Memory, Processors,Other), Software, Services.

By End User – Manufacturing, Transportation, Healthcare, Retail, Energy and Utilities, Residential, Other.

By Geography - North America (U.S, Canada, Mexico), South America(Brazil, Argentina and others), Europe (Germany, UK, France, Italy, Spain, Russia and Others), APAC(China, Japan India, South Korea, and Others), and RoW (Middle east and Africa).

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Key Takeaways

The Massive IoT Market is estimated to witness substantial growth over the forecast period primarily due to the growing demand for large scale Automation. The rising adoption of IoT technology across various industry verticals, such as manufacturing, automotive, and healthcare, is driving the market’s growth.

North America is holding a strong grip in the market, due to the growing role of IoT among the significant revenue-generating end-user industries of the region, driven by the deployment of connected cars, smart facilities, smart energy projects, home automation, and a focus on smart manufacturing.

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Massive IoT Market Segment Analysis - By Platform

The Industrial Internet of Things is the biggest and most important part of the Internet of Things now but consumer applications will catch up from a spending perspective. The growing demand of industrial automation and the penetration of industry 4.0 has boosted the Massive IoT market. The device management of the massive IoT has the largest market growth in the market, as the industrial automation includes mainly device management and machine to machine communication. For instance in March 2020 Cisco and Microsoft announced a partnership for seamless data communication between Cisco IoT and Microsoft Azure IoT cloud.

Massive IoT Market Segment Analysis - By End User

The current and future IoT applications with respect to their requirements and then identify the feasible connectivity technologies for each application category. Massive IoT has played a major role across a variety of verticals by generating new revenue streams and other benefits, such as improved quality. The transportation market is also growing rapidly with the penetration of Massive IoT and the market has already invested $78 billion, just as is the case for the IoT manufacturing market. The main use case in transportation is freight monitoring, remaining a key driver in the market during the forecast period of 2021-2026.

Massive IoT Market Segment Analysis – By Geography

North America is holding a strong grip in the market with 37% share in 2020, due to the growing role of IoT among the significant revenue-generating end-user industries of the region, driven by the deployment of connected cars, smart facilities, smart energy projects, home automation, and a focus on smart manufacturing. The rapid implementation of the digital era across industry verticals and technological advancements have further boosted the growth of IoT in this region. The Massive internet of things (MIoT) market is highly competitive to the presence of many large and small enterprises in the market operating in the domestic as well as in the international market. APAC is an industrial hub of many verticals that makes it the fastest-growing.

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Massive IoT Market Drivers

Technological Advancement

Industry 4.0 and Massive-IoT are at the centre of new technological approaches for the development, production, and management of the entire logistics chain, otherwise known as smart factory automation. The massive change in manufacturing due to industry 4.0 and the implementation of IoT requires enterprises to adopt the smarter way to advance production with technologies that reduce industrial accidents caused by a process failure. This is changing the way industries approach the machines to improve efficiency and reduce downtime. This development in connectivity will lead to a larger base of individuals interested in purchasing IoT devices. The boost in the development of high-speed wireless network technology and the number of devices enabled with this technology are increasing rapidly with the penetration of MIoT. These changes in the industry vertical will be driving the market during the forecast period of 2021-2026.

Technology-enabled solutions to the healthcare organizations

During this Covid-19 pandemic, the vendors are taking this as an opportunity by offering emerging technology-enabled solutions to healthcare organizations. For instance, during the early stage of Covid 19 when the virus was infecting people of Shanghai the Shanghai Public Health Clinical Centre (SPHCC) has utilized the California-based connected health start-up Viva LNK’s continuous temperature measuring device to monitor COVID-19 patients, which reduces the risks of doctors and the nurses being infected by the virus.

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Massive IoT Market Challenges

Security and the Pandemic

Massive IoT has opened serious security breaches that have drawn the attention of top line tech firms and government agencies across the world. The hacking of industrial Instruments, drug infusion pumps, cameras, and even assault rifles are signifying a security nightmare being caused by the future of IoT. Due to the recent outbreak of Covid-19 IOT investment and deployments have certainly slowed down. However, with major disruptions in global healthcare and supply chains, governments, hospitals, and logistics providers are heading to react quickly for a more connected world that could help better address the current crisis and mitigate future ones. The Covid 19 has done major damage to the Massive IoT market by shutting down the industries and ruining the economy. These factors will be restraining the market during the forecast period.

Massive IoT Market Landscape

Product launches, acquisitions, and R&D activities are key strategies adopted by players in the Massive IOT market. The Massive IOT market is dominated by major companies such Vates (US), Science Soft (US), HQ Software (Estonia)CISCO (US), Huawei (China), Bosch (Germany), SAP (Germany).

Acquisitions/Technology Launches/Partnerships

In March 2020, Microsoft & Cisco Systems announced a partnership to enable seamless data orchestration from Cisco IOT Edge to Azure IOT Cloud. This partnership will be providing the customers a pre-integrated IOT edge-to-cloud application solution.

In January 2020, IBM Corporation announced a collaboration with Sund & Bælt, which owns and operates some of the largest infrastructures in the world, to assist in IBM's development of an AI-powered IOT solution designed to help prolong the lifespan of aging bridges, tunnels, highways, and railways.

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#Massive IOT (mIOT) Market #Massive IOT (mIOT) Market price #Massive IOT (mIOT) Market share #Massive IOT (mIOT) Market trends #Massive IOT (mIOT) Market report #Massive IOT (mIOT) Market forecast #internet of things

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usafphantom2 · 2 years

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India offers Tejas light combat jet to Egypt 🇪🇬

Fernando Valduga By Fernando Valduga 07/09/2022 - 19:12 in Military

Given that Egypt is looking for new training aircraft, India has offered to set up production facilities in Egypt for the Tejas Mk1A light combat jet.

The Egyptian Air Force (EAF) wants a new training aircraft to replace its old fleet and train its student pilots for the newly delivered Rafale fighters and possibly the Sukhoi Su-35 fighter.

Several aircraft manufacturers have already indicated interest in providing training aircraft, with Grob Aircraft, Sierra Nevada, Aero Vodochody and Leonardo already negotiating.

K-8E Karakorum jets of the Egyptian Air Force.

Now, the Indian state-owned manufacturer Hindustan Aeronautics Limited (HAL) has offered its LCA Tejas to be used as fighter pilot training (LIFT) for the Egyptian requirement of 70 aircraft, as it plans to retire the approximately 100 K-8E trainers made in China.

HAL has offered to set up a local production and technology transfer line in Egypt for the Tejas MK1 and is also launching its range of national helicopters such as the Advanced Light Helicopter (ALH) and the Light Combat Helicopter (LCH).

In recent weeks, several high-level commitments have taken place with Egypt, and the head of the Egyptian Air Force is expected to visit India in a few days, during which manufacturing experience, as well as the maintenance of the aircraft fleet, will be exhibited.

Egypt is looking for new aircraft to train Rafale jet pilots.

In November last year, the Head of the Air General Staff of India VR Chaudhari paid a five-day visit to Egypt to participate in the Air Power Symposium and Defense Exhibition (EDEX) in Cairo. He gave an opening speech: "Strategic air intelligence in confronting new and unorganized threats".

For about $42 million per unit, the LCA Tejas is considered a low-cost alternative to Western projects, due to economies of scale after the Indian Air Force placed an order for 83 fighters of the Mk1A variant.

HAL had previously announced that it plans to develop a hunting training variant based on the Tejas fuselage devoid of state-of-the-art sensors and avionics, but will include specific cockpit equipment for training, including Wide Area Display (WAD) to be used as an Advance Jet Trainer for new pilots.

The LCA Tejas is considered a fourth generation fighter equipped with a fly-by-wire (FBW) system and in-flight refueling capability that allows long-range missions.

Tags: Military AviationEAF - Egyptian Air Force / Egyptian Air ForceHAL - Hindustan Aeronautics LimitedLCA TejasLIFT

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Fernando Valduga

Aviation photographer and pilot since 1992, he has participated in several events and air operations, such as Cruzex, AirVenture, Dayton Airshow and FIDAE. He has works published in a specialized aviation magazine in Brazil and abroad. He uses Canon equipment during his photographic work in the world of aviation.