#Efficient Transportation Networks.

[nnctales]

Exploring the Diversity of Roads: A Comprehensive Guide to Different Types of Roads

Introduction: Roads are the arteries of a nation, connecting cities, towns, and villages, facilitating the movement of people and goods. They play a crucial role in the socio-economic development of a country. However, not all roads are created equal. They come in various types, each designed for specific purposes and conditions. In this article, we will delve into the diverse world of roads,…

[rodspurethoughts]

Revolutionary Neuromorphic Visual Sensor Accurately Detects and Predicts Moving Objects with Hidden Information

A team of researchers at Aalto University has developed a new bio-inspired sensor that can detect moving objects in a single video frame and predict their path. This smart sensor is based on neuromorphic vision technology that integrates sensing, memory, and processing in a single device. It can be used in various fields, including automatic inspection, industrial process control, robotic…

[cybereliasacademy]

Efficient Neural Network Approaches for Conditional Optimal Transport: Background and Related Work

Bayesian Inference @bayesianinference At BayesianInference.Tech, as more evidence becomes available, we make predictions and refine beliefs. Subscribe .te885d550-b746-476d-9d2b-4ad92b4d43d5 { color: #fff; background: #222; border: 1px solid transparent; border-radius: undefinedpx; padding: 8px 21px; } .te885d550-b746-476d-9d2b-4ad92b4d43d5.place-top { margin-top: -10px; }…

[satyamcargomovers]

Movers and packers in Dwarka sector-1

[reasonsforhope]

"India’s announcement that it aims to reach net zero emissions by 2070 and to meet fifty percent of its electricity requirements from renewable energy sources by 2030 is a hugely significant moment for the global fight against climate change. India is pioneering a new model of economic development that could avoid the carbon-intensive approaches that many countries have pursued in the past – and provide a blueprint for other developing economies.

The scale of transformation in India is stunning. Its economic growth has been among the highest in the world over the past two decades, lifting of millions of people out of poverty. Every year, India adds a city the size of London to its urban population, involving vast construction of new buildings, factories and transportation networks. Coal and oil have so far served as bedrocks of India’s industrial growth and modernisation, giving a rising number of Indian people access to modern energy services. This includes adding new electricity connections for 50 million citizens each year over the past decade. 

The rapid growth in fossil energy consumption has also meant India’s annual CO2 emissions have risen to become the third highest in the world. However, India’s CO2 emissions per person put it near the bottom of the world’s emitters, and they are lower still if you consider historical emissions per person. The same is true of energy consumption: the average household in India consumes a tenth as much electricity as the average household in the United States.  

India’s sheer size and its huge scope for growth means that its energy demand is set to grow by more than that of any other country in the coming decades. In a pathway to net zero emissions by 2070, we estimate that most of the growth in energy demand this decade would already have to be met with low-carbon energy sources. It therefore makes sense that Prime Minister Narendra Modi has announced more ambitious targets for 2030, including installing 500 gigawatts of renewable energy capacity, reducing the emissions intensity of its economy by 45%, and reducing a billion tonnes of CO2. 

These targets are formidable, but the good news is that the clean energy transition in India is already well underway. It has overachieved its commitment made at COP 21- Paris Summit [a.k.a. 2015, at the same conference that produced the Paris Agreement] by already meeting 40% of its power capacity from non-fossil fuels- almost nine years ahead of its commitment, and the share of solar and wind in India’s energy mix have grown phenomenally. Owing to technological developments, steady policy support, and a vibrant private sector, solar power plants are cheaper to build than coal ones. Renewable electricity is growing at a faster rate in India than any other major economy, with new capacity additions on track to double by 2026...

Subsidies for petrol and diesel were removed in the early 2010s, and subsidies for electric vehicles were introduced in 2019. India’s robust energy efficiency programme has been successful in reducing energy use and emissions from buildings, transport and major industries. Government efforts to provide millions of households with fuel gas for cooking and heating are enabling a steady transition away from the use of traditional biomass such as burning wood. India is also laying the groundwork to scale up important emerging technologies such as hydrogen, battery storage, and low-carbon steel, cement and fertilisers..."

-via IEA (International Energy Agency), January 10, 2022

Note: And since that's a little old, here's an update to show that progress is still going strong:

-via Economic Times: EnergyWorld, March 10, 2023

[alpaca-clouds]

Public Transport COULD Be Great

Americans visiting Europe, especially those more left-leaning Americans, will always be so impressed when it comes to our public transport. And it does not matter where they visit here. Netherlands? "Amazing Public Transport!" France? "Amazing!" Germany? "Amazing!" Even in the UK they will be impressed.

And I kinda get it. While once upon a time the US made a conserted effort to get people moving via train, that has been almost two centuries ago and by now they just decided that people having cars is making more companies more money, so who needs cheap public transport? And while I personally actually kinda liked the public transport on the east coast while I was visiting the US... Yeah, I am well aware that the east coast (especially the area between New York City and DC) is not quite representative for the US.

However, here is the thing: If you ask most Europeans about their public transport... Well, we'll complain as well.

Because they fucking ruined it!

See, here is the issue, in a lot of parts in Europe, at some point or another the government privatized some or all of the public transport. This hit some countries like the UK especially hard, but Germany was hit also quite a lot.

Because of that a lot of things happened that happened when you try to use capitalist logic onto something that cannot work under capitalism.

For example a lot of rails have been removed in areas where it was not "cost efficient" to run trains. Or if they have not been removed, they are at least no longer used. In Germany you will find that in the area where I am living (North-Rhine-Westfelia) we have somewhat good running public transport. Meanwhile a friend of mine is living in former East Germany. And something you gotta understand about former East Germany: After the reunification a lot of people from East Germany tried to move away from there, thinking they would do better in "West Germany". So you will find a lot of mostly empty villages and towns there. And you know what does not pay under capitalism? Right: Running trains to fairly depopulated villages and towns. So... This friend is forced to use a car all the time. Because the next train station that is actually still in use is 45 minutes by car away.

Sure, technically there is a bus running through her village... It comes 3 times a day mondays to fridays, 2 times a day on Saturday and not at all on Sunday. Also to reach the aforementioned train station, the bus connection would take her almost two hours.

Now mind you: There is a train station about 10 minutes by car from her. But that one has not been in use for almost 20 years. Because, again: It just does not pay. It is not profitable for the company, so it is no longer in use.

And here we get to the issue: Public transport is an amazing thing... But we see again and again, that it really only works in those cases where it is state-run and paid for with taxes. As soon as it is privatized it will just not work. Because, well... In general public transport really is not a thing that will be paying for itself. It is fairly expensive, and to keep it profitable you need to keep raising the prices. (As a German: Believe me, I know!)

Not to mention that company policies will lead to weird stuff happening with the trains. Here in Germany? Well, the biggest train company (that is kinda partly state-owned, but not state-run, so it is run under capitalist ideas) has promised their investors that the trains will not be as delayed as before. But given the piss-poor state in which the rail network is, this is just not feasible. So, what will they do? Simple! If a train gets too delayed they will just cancel it. Will that fuck everyone travelling over way more than letting the train delay for 20 minutes? Yeah. But they do not care. They only care about the investors.

And this is the general issue.

For public transit to work, you need to design the transit network to serve the people - and not to make money. Because it does not matter that there are only some old people left in some depopulated little town in eastern Germany or western England... Those old people deserve to be able to get from their depopulated little town to the next big shopping center and cultural center as well.

As long as you do not design the stuff with those people in mind...

Sure, it is better than no public transport. But it still sucks.

[mostlysignssomeportents]

Deb Chachra's "How Infrastructure Works": Mutual aid, the built environment, the climate, and a future of comfort and abundance

This Thursday (Oct 19), I'm in Charleston, WV to give the 41st annual McCreight Lecture in the Humanities. And on Friday (Oct 20), I'm at Charleston's Taylor Books from 12h-14h.

Engineering professor and materials scientist Deb Chachra's new book How Infrastructure Works is a hopeful, lyrical – even beautiful – hymn to the systems of mutual aid we embed in our material world, from sewers to roads to the power grid. It's a book that will make you see the world in a different way – forever:

https://www.penguinrandomhouse.com/books/612711/how-infrastructure-works-by-deb-chachra/

Chachra structures the book as a kind of travelogue, in which she visits power plants, sewers, water treatment plants and other "charismatic megaprojects," connecting these to science, history, and her own memoir. In so doing, she doesn't merely surface the normally invisible stuff that sustains us all, but also surfaces its normally invisible meaning.

Infrastructure isn't merely a way to deliver life's necessities – mobility, energy, sanitation, water, and so on – it's a shared way of delivering those necessities. It's not just that economies of scale and network effects don't merely make it more efficient and cheaper to provide these necessities to whole populations. It's also that the lack of these network and scale effects make it unimaginable that these necessities could be provided to all of us without being part of a collective, public project.

Think of the automobile versus public transit: if you want to live in a big, built up city, you need public transit. Once a city gets big enough, putting everyone who needs to go everywhere in a car becomes a Red Queen's Race. With that many cars on the road, you need more roads. More roads push everything farther apart. Once everything is farther apart, you need more cars.

Geometry hates cars. You can't bargain with geometry. You can't tunnel your way out of this. You can't solve it with VTOL sky-taxis. You can't fix it with self-driving cars whose car-to-car comms let them shave down their following distances. You need buses, subways and trams. You need transit. There's a reason that every plan to "disrupt" transportation ends up reinventing the bus:

https://stanforddaily.com/2018/04/09/when-silicon-valley-accidentally-reinvents-the-city-bus/

Even the cities we think of as motorists' paradises – such as LA – have vast, extensive transit systems. They suck – because they are designed for poor people – but without them, the city would go from traffic-blighted to traffic-destroyed.

The dream of declaring independence from society, of going "off-grid," of rejecting any system of mutual obligation and reliance isn't merely an infantile fantasy – it also doesn't scale, which is ironic, given how scale-obsessed its foremost proponents are in their other passions. Replicating sanitation, water, rubbish disposal, etc to create individual systems is wildly inefficient. Creating per-person communications systems makes no sense – by definition, communications involves at least two people.

So infrastructure, Chachra reminds us, is a form of mutual aid. It's a gift we give to ourselves, to each other, and to the people who come after us. Any rugged individualism is but a thin raft, floating on an ocean of mutual obligation, mutual aid, care and maintenance.

Infrastructure is vital and difficult. Its amortization schedule is so long that in most cases, it won't pay for itself until long after the politicians who shepherded it into being are out of office (or dead). Its duty cycle is so long that it can be easy to forget it even exists – especially since the only time most of us notice infrastructure is when it stops working.

This makes infrastructure precarious even at the best of times – hard to commit to, easy to neglect. But throw in the climate emergency and it all gets pretty gnarly. Whatever operating parameters we've designed into our infra, whatever maintenance regimes we've committed to for it, it's totally inadequate. We're living through a period where abnormal is normal, where hundred year storms come every six months, where the heat and cold and wet and dry are all off the charts.

It's not just that the climate emergency is straining our existing infrastructure – Chachra makes the obvious and important point that any answer to the climate emergency means building a lot of new infrastructure. We're going to need new systems for power, transportation, telecoms, water delivery, sanitation, health delivery, and emergency response. Lots of emergency response.

Chachra points out here that the history of big, transformative infra projects is…complicated. Yes, Bazalgette's London sewers were a breathtaking achievement (though they could have done a better job separating sewage from storm runoff), but the money to build them, and all the other megaprojects of Victorian England, came from looting India. Chachra's family is from India, though she was raised in my hometown of Toronto, and spent a lot of her childhood traveling to see family in Bhopal, and she has a keen appreciation of the way that those old timey Victorian engineers externalized their costs on brown people half a world away.

But if we can figure out how to deliver climate-ready infra, the possibilities are wild – and beautiful. Take energy: we've all heard that Americans use far more energy than most of their foreign cousins (Canadians and Norwegians are even more energy-hungry, thanks to their heating bills).

The idea of providing every person on Earth with the energy abundance of an average Canadian is a horrifying prospect – provided that your energy generation is coupled to your carbon emissions. But there are lots of renewable sources of energy. For every single person on Earth to enjoy the same energy diet as a Canadian, we would have to capture a whopping four tenths of a percent of the solar radiation that reaches the Earth. Four tenths of a percent!

Of course, making solar – and wind, tidal, and geothermal – work will require a lot of stuff. We'll need panels and windmills and turbines to catch the energy, batteries to store it, and wires to transmit it. The material bill for all of this is astounding, and if all that material is to come out of the ground, it'll mean despoiling the environments and destroying the lives of the people who live near those extraction sites. Those are, of course and inevitably, poor and/or brown people.

But all those materials? They're also infra problems. We've spent millennia treating energy as scarce, despite the fact that fresh supplies of it arrive on Earth with every sunrise and every moonrise. Moreover, we've spent that same period treating materials as infinite despite the fact that we've got precisely one Earth's worth of stuff, and fresh supplies arrive sporadically, unpredictably, and in tiny quantities that usually burn up before they reach the ground.

Chachra proposes that we could – we must – treat material as scarce, and that one way to do this is to recognize that energy is not. We can trade energy for material, opting for more energy intensive manufacturing processes that make materials easier to recover when the good reaches its end of life. We can also opt for energy intensive material recovery processes. If we put our focus on designing objects that decompose gracefully back into the material stream, we can build the energy infrastructure to make energy truly abundant and truly clean.

This is a bold engineering vision, one that fuses Chachra's material science background, her work as an engineering educator, her activism as an anti-colonialist and feminist. The way she lays it out is just…breathtaking. Here, read an essay of hers that prefigures this book:

https://tinyletter.com/metafoundry/letters/metafoundry-75-resilience-abundance-decentralization

How Infrastructure Works is a worthy addition to the popular engineering books that have grappled with the climate emergency. The granddaddy of these is the late David MacKay's open access, brilliant, essential, Sustainable Energy Without the Hot Air, a book that will forever change the way you think about energy:

https://memex.craphound.com/2009/04/08/sustainable-energy-without-the-hot-air-the-freakonomics-of-conservation-climate-and-energy/

The whole "Without the Hot Air" series is totally radical, brilliant, and beautiful. Start with the Sustainable Materials companion volume to understand why everything can be explained by studying, thinking about and changing the way we use concrete and aluminum:

https://memex.craphound.com/2011/11/17/sustainable-materials-indispensable-impartial-popular-engineering-book-on-the-future-of-our-built-and-made-world/

And then get much closer to home – your kitchen, to be precise – with the Food and Climate Change volume:

https://pluralistic.net/2021/01/06/methane-diet/#3kg-per-day

Reading Chachra's book, I kept thinking about Saul Griffith's amazing Electrify, a shovel-ready book about how we can effect the transition to a fully electrified America:

https://pluralistic.net/2021/12/09/practical-visionary/#popular-engineering

Chachra's How Infrastructure Works makes a great companion volume to Electrify, a kind of inspirational march to play accompaniment on Griffith's nuts-and-bolts journey. It's a lyrical, visionary book, charting a bold course through the climate emergency, to a world of care, maintenance, comfort and abundance.

If you'd like an essay-formatted version of this post to read or share, here's a link to it on pluralistic.net, my surveillance-free, ad-free, tracker-free blog:

https://pluralistic.net/2023/10/17/care-work/#charismatic-megaprojects

My next novel is The Lost Cause, a hopeful novel of the climate emergency. Amazon won't sell the audiobook, so I made my own and I'm pre-selling it on Kickstarter!

[shankss-magnificent-ass]

Imagine the beast pirates learning you are a criminal mastermind

Kaido: *going over a cargo manifest* we will sell these in Port Chugal, prepare them for shipment.

King: Port Chugal won't buy pirate goods anymore, the world government found out they've been trading with us, so they replaced the king there.

Kaido: That's the third distribution market I've had to change in the last month. First the Bourgeois Kingdom, then Ballywood, and now Port Chugal. How are they finding my warehouses?

Queen: we don't know at the moment, but we're working on it

You: *King's assistant* I would like to point out something that all three have in common.

King: Silence.

Kaido: let em talk, I want to hear what they have to say.

You: they were all common stops on Captain Rondow's transport route, who was captured almost three months ago by the world government.

Kaido: You think the poor bastard broke under torture?

You: It appears so, and from the other reports we're getting I'm guessing they have figured out how you conduct your exportation operation. *Hands King the reports*

King: *Skims them* we spent years building this system.

You: which means building another will be faster this time. I'm guessing how they're locating our goods is by the fact that while it's labeled under a company that doesn't have any paperwork officially filed in countries we claim it's from.

Kaido: what are we supposed to do, get a business permit?

You: yes, but actually no. Now any new businesses from any nations in your territory will come under scrutiny by the world government. So I think we should find any failing, but long-established companies, and bail them out in exchange for slipping our illicit cargo into their product distribution.

King: that... might actually work, but there's no way we can guarantee their loyalty.

You: that's why you give them a small percentage of the profits and gather blackmail material. Most rich people are sick fucks will have skeletons in their closet, you just have to look for it.

Kaido: I'll entrust the task to you, and in the meantime we'll have Yamato fill in for you with King.

King: what! No! Your son is... not great at paperwork.

Kaido: Sorry bud, but I'd like to see what they can do on their own, so I'm setting them loose.

Returns from setting up the new network seven months later

Kaido: I just got the finance report for the last quarter

You: *literally just got off the boat* Sir?

King: Your network is more efficient than what we had set up.

Kaido: you're getting promoted, so you can manage it from here.

You: But I was really looking forward to working with King again.

Kaido: then you'll work under him not me.

You: I'm keeping my desk in your office.

King: For someone who ruthlessly castrated a man to get him to do what they wanted, you are very clingy and sentimental.

You: I was well within my rights to revoke that man's dick privilege, you had no idea how man people he's assaulted. I did that town a fucking favor by pickling that man's junk

Kaido: you pickled it!

You: Yes I did, how else, so you think I got an entire town to look the other way about our ships coming into the harbor?

Kaido: I never would have thought of that... You know when I met you I never would have guessed you'd be an asset to my operations. You seemed too soft and naive, too kind.

You: *shrugs* Well thank you for thinking I'm kind, but I just so happen to hate you less than the world government, and you have more money than the revolutionary army. And Lin Lin and her family freaks me out.

King: don't forget Akagami and Whitebeard won't hire you since you've worked with us.

You: *clicks your tongue* and I regret it every day.

Coming Soon

[rideboomindia]

RideBoom Revolutionizes Transportation with Innovative Solutions and Unmatched Convenience

RideBoom India is expanding its innovative ridesharing services to 20 more cities across India. Providing affordable, eco-friendly transportation options to the masses.

RideBoom, the leading transportation service provider, is proud to announce its commitment to revolutionizing the transportation industry with innovative solutions and unmatched convenience for riders and drivers alike.

Unmatched Convenience

RideBoom is dedicated to providing unmatched convenience compared to other transportation services. With the RideBoom app, users can easily book a car, taxi, or delivery service right from their mobile devices. The app connects users with nearby drivers or couriers, allowing them to get to their destination or receive their deliveries quickly and efficiently.

Innovative Solutions

RideBoom is constantly innovating to provide the best possible experience for its users. The company has recently expanded its Bike Taxi Service to additional cities, offering an eco-friendly and efficient mode of transportation for short-distance travel. RideBoom is also exploring the integration of electric vehicles into its fleet, demonstrating its commitment to sustainability and the EV revolution.

Commitment to Safety and Reliability

At the core of RideBoom's mission is a dedication to providing safe and reliable transportation services. The company has implemented stringent safety measures and training protocols to ensure that its drivers and couriers deliver a secure and comfortable experience for all users.

Transforming the Ride-Hailing Industry

RideBoom's innovative approach and unwavering commitment to customer satisfaction have positioned the company as a leader in the transportation industry. By continuously introducing new features and adapting to changing market conditions, RideBoom is redefining the way people and goods move, ultimately transforming the ride-hailing landscape.

"RideBoom is committed to revolutionizing the transportation industry and providing our users with the best possible experience," said the RideBoom founder. "We are excited to continue innovating and expanding our services to meet the evolving needs of our customers."

For more information about RideBoom India and its services, please visit https://rideboom.com/india/

About RideBoom India

RideBoom India is the leading ridesharing platform in the country, providing affordable, convenient, and eco-friendly transportation solutions to commuters across India. Founded in 2020, the company has experienced rapid growth and now operates in many cities, connecting passengers with a network of verified drivers. RideBoom India is committed to revolutionizing the way people commute and contributing to a more sustainable future.

[zoesblogsposts]

o 625 words to know in your target language o

There is a really interesting blog called "Fluent Forever" that aids foreign language learners in tricks, tips and techniques to guide them to achieving fluency "quickly" and efficiently. One of the tricks is to learn these 625 vocab words in your target language, that way you have a basis to start delving into grammar with ease as you can understand a lot of vocab right off the bat. Plus this list of words are common across the world and will aid you in whatever language you are learning. Here is the list in thematic order

• Animal: dog, cat, fish, bird, cow, pig, mouse, horse, wing, animal

• Transportation: train, plane, car, truck, bicycle, bus, boat, ship, tire, gasoline, engine, (train) ticket, transportation

• Location: city, house, apartment, street/road, airport, train station, bridge hotel, restaurant, farm, court, school, office, room, town, university, club, bar, park, camp, store/shop, theater, library, hospital, church, market, country (USA,

France, etc.), building, ground, space (outer space), bank, location

• Clothing: hat, dress, suit, skirt, shirt, T-shirt, pants, shoes, pocket, coat, stain, clothing

• Color: red, green, blue (light/dark), yellow, brown, pink, orange, black, white, gray, color

• People: son, daughter, mother, father, parent (= mother/father), baby, man, woman, brother, sister, family, grandfather, grandmother, husband, wife, king, queen, president, neighbor, boy, girl, child (= boy/girl), adult (= man/woman), human (# animal), friend (Add a friend's name), victim, player, fan, crowd, person

• Job: Teacher, student, lawyer, doctor, patient, waiter, secretary, priest, police, army, soldier, artist, author, manager, reporter, actor, job

• Society: religion, heaven, hell, death, medicine, money, dollar, bill, marriage, wedding, team, race (ethnicity), sex (the act), sex (gender), murder, prison, technology, energy, war, peace, attack, election, magazine, newspaper, poison, gun, sport, race (sport), exercise, ball, game, price, contract, drug, sign, science, God

• Art. band, song, instrument (musical), music, movie, art

• Beverages: coffee, tea, wine, beer, juice, water, milk, beverage

• Food: egg, cheese, bread, soup, cake, chicken, pork, beef, apple, banana orange, lemon, corn, rice, oil, seed, knife, spoon, fork, plate, cup, breakfast, lunch, dinner, sugar, salt, bottle, food

• Home: table, chair, bed, dream, window, door, bedroom, kitchen, bathroom, pencil, pen, photograph, soap, book, page, key, paint, letter, note, wall, paper, floor, ceiling, roof, pool, lock, telephone, garden, yard, needle, bag, box, gift, card, ring, tool

• Electronics: clock, lamp, fan, cell phone, network, computer, program (computer), laptop, screen, camera, television, radio

• Body: head, neck, face, beard, hair, eye, mouth, lip, nose, tooth, ear, tear (drop), tongue, back, toe, finger, foot, hand, leg, arm, shoulder, heart, blood, brain, knee, sweat, disease, bone, voice, skin, body

• Nature: sea, ocean, river, mountain, rain, snow, tree, sun, moon, world, Earth, forest, sky, plant, wind, soil/earth, flower, valley, root, lake, star, grass, leaf, air, sand, beach, wave, fire, ice, island, hill, heat, nature

• Materials: glass, metal, plastic, wood, stone, diamond, clay, dust, gold, copper, silver, material

• Math/Measurements: meter, centimeter, kilogram, inch, foot, pound, half, circle, square, temperature, date, weight, edge, corner

• Misc Nouns: map, dot, consonant, vowel, light, sound, yes, no, piece, pain, injury, hole, image, pattern, noun, verb, adjective

• Directions: top, bottom, side, front, back, outside, inside, up, down, left, right, straight, north, south, east, west, direction

• Seasons: Summer, Spring, Winter, Fall, season

• Numbers: 0, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20 21, 22, 30, 31, 32, 40, 41, 42, 50, 51, 52, 60, 61, 62, 70, 71, 72, 80, 81, 82, 90, 91, 92, 100, 101, 102, 110, 111, 1000, 1001, 10000, 100000, million, billion, 1st, 2nd, 3rd, 4th, 5th, number

• Months: January, February, March, April, May, June, July, August, September, October, November, December

• Days of the week: Monday, Tuesday, Wednesday, Thursday, Friday, Saturday, Sunday

• Time: year, month, week, day, hour, minute, second, morning, afternoon, evening, night, time

• Verbs: work, play, walk, run, drive, fly, swim, go, stop, follow, think, speak/say, eat, drink, kill, die, smile, laugh, cry, buy, pay, sell, shoot(a gun), learn, jump, smell, hear (a sound), listen (music), taste, touch, see (a bird), watch (TV), kiss, burn, melt, dig, explode, sit, stand, love, pass by, cut, fight, lie down, dance, sleep, wake up, sing, count, marry, pray, win, lose, mix/stir, bend, wash, cook, open, close, write, call, turn, build, teach, grow, draw, feed, catch, throw, clean, find, fall, push, pull, carry, break, wear, hang, shake, sign, beat, lift

• Adjectives: long, short (long), tall, short (vs tall), wide, narrow, big/large, small/little, slow, fast, hot, cold, warm, cool, new, old (new), young, old (young), weak, dead, alive, heavy, light (heavy), dark, light (dark), nuclear, famous

[zerogate]

What was almost more remarkable than Paul’s journeys was the breathtaking rise in infrastructure and transport that enabled him to make them: in other words, the roads, grain ships, seaways and highways of the Roman Empire. Read the accounts of Paul’s travels one way, and they are a chronicle of awesome faith; read them another, and they are a chronicle of the even more awesome efficiency of Roman transport networks.

Paul might be famous for those 10,000 miles but, as the historian Wayne Meeks has pointed out, that distance is puny in comparison to the distances that others travelled in this period: the gravestone of a merchant found in Phrygia, in modern Turkey, records that he had travelled seventy-two times to Rome – a trip that is perhaps 2,000 km in either direction.

This is not to say that travel was wholly safe: it wasn’t. People consulted interpreters of dreams about travel anxieties almost more than anything else, and not without cause: as the parable of the Good Samaritan clearly shows, being beaten up and left for dead while on the road was a well-known hazard. But, nonetheless, in this period travel was being revolutionized. Within the empire, Meeks writes, people ‘travelled more extensively and more easily than had anyone before them – or would again until the nineteenth century.’

[...]

Whether or not most Romans paused to think much about it, the scale of the trade that travelled through their empire by land and by sea was staggering. Archaeologists, who have used the number of shipwrecks found at the bottom of the Mediterranean as a guide to the number of ships that once sailed on its surface, suggest it was not until the nineteenth century that Mediterranean trade regained its Roman levels.

Greco-Roman traders gained such detailed knowledge of other lands that they could write authoritative guidebooks on the quality of the water in Indian ports and what sold well there (Italian wine was, apparently, considered a particularly exotic delicacy). International trade with the subcontinent grew so much that Roman writers fretted about the trade deficit that existed between it and Rome. ‘At the very lowest computation, India, the Seres, and the Arabian Peninsula, withdraw from our empire one hundred millions of sesterces every year,’ wrote Pliny, adding, primly, ‘so dearly do we pay for our luxury and our women.’

The number of coins in circulation increased in this period, as did the production of metal. Analysis of the ice caps of Greenland show that air pollution, caused by the smelting of such metals as lead, copper and silver, would not reach Roman levels again until the sixteenth or seventeenth century.

Another measure of the high levels of trade in this era is the amount of ancient packing material that remains – in other words, of Roman pots. Amphorae, which in Roman times were used to transport more or less everything, were produced on a colossal scale. To understand quite how colossal, travel to Rome, walk southwards down the Tiber from the Colosseum, and you will see a mound, patchily covered in grass. This fifty-metre-high hillock – which is known as Monte Testaccio – is made entirely from broken oil amphorae. Inside the mound lie the fragments of an estimated fifty-three million amphorae, in which an estimated six billion litres of oil were imported into Rome.

Not only did people travel far; they also travelled fast. The speed of Roman travel, particularly for the wealthiest, was astonishing. Early in its imperial history, Rome’s emperors had set up the Roman imperial post – probably in imitation of similar systems that had been read about – and envied – in ancient accounts about Persia. This was not a post system as modern minds might imagine it, to be used by everyone, but was for imperial messengers, and its infrastructure duly demonstrated imperial ambition and grandeur: every twenty-four miles or so was a rest station; at each station, forty of the finest, swiftest horses were stabled, along with a proportionate number of grooms. A courier could therefore arrive, switch horses and set off again, and travelling in this way might cover ‘a ten days’ journey in a single day’ – in other words, it is now thought, 160 miles.

As the historian Procopius explained, emperors had set such a system up so that if there was a war, mutiny or any other disaster anywhere in the empire, the news could reach Rome fast – and it seems to have worked. The evidence for this is unusually good, because, while such disasters may have been unpleasant for the emperor experiencing them, they have been splendidly useful to later historians, since imperial deaths and assassinations tend to appear in histories with careful time stamps. They can thus be used to calculate how fast ancient travel could, in extremis, be. And the answer is: very fast indeed. After the death of Nero, for example, a messenger travelled from Rome to Northern Spain (a distance overland of around 1,800 km) in a breathless seven days. Probably that messenger did the bulk of the journey over the sea. Nonetheless, it is very, very fast.

It wasn’t just people who were on the move, either. Head to a fancy Roman dinner party and the supper on your plate could easily be as international as the guests reclining at your side, for, as one satirist put it, the ‘bottomless gullet’ and ‘tireless gluttony’ of Rome was perpetually on ‘eager quest of dainties from all quarters’. A single gourmand might, for their dinner party, source ‘a peacock from Samos, a woodcock from Phrygia, cranes of Media, a kid from Ambracia, a young tunny from Chalcedon, a lamprey from Tartessus, codfish from Pessinus, oysters from Tarentum, cockles from Sicily, a swordfish from Rhodes, pike from Cilicia, nuts from Thasos, dates from Egypt, acorns from Spain...’

-- Catherine Nixey, Heresy

[tomswifty-fr]

whats the technology level of your lore? and does it vary much by flight?

Hey! It's been three weeks! I have been writing a massive loredump that was way too detailed and going nowhere so this is an attempt to simplify/condense that into a reasonable answer. Feel free to send followups about anything because there is so much I'm leaving out.

Short answer: "Technology level" is kind of a loaded term and also not that useful in this context imo. It varies by flight but that's not going to be the defining factor in whether a specific clan has like, lightbulbs and antibiotics.

Long answer:

On the whole, Sorneith's tech level is going to be below that of modern-day Earth. Sorneith is orders of magnitude less industrialized, less electrified, and less computerized. Mass comm as we have it is very much not a thing.

Also, please add "with some exceptions" to every paragraph because it is all with some exceptions. Reality is like, 70% exceptions by mass.

High tech (computers, telecom, aerospace, etc) is going to be clustered in urban, high-population areas and is often associated with Lightning, Arcane, Wind, and Plague flights.

Things like telecom and transportation are going to be small scale and local (examples: a telephone network that covers a single city, or train tracks that only go between a factory and a mine). Lack of interflight cooperation, lack of intraflight cohesion, and all sorts of environmental factors mean that no one is building large scale infrastructure and it would be extremely difficult or impossible to maintain if they did. There are all kinds of things that dragons could technically build, but don't because no one is willing to build the infrastructure necessary to support it.

Electricity generation is not uncommon, but is again going to be highly localized and probably magic based. No huge dams that power the whole county or whatever. There is a petrochemical industry, but it is mainly geared towards manufacturing, not fuel. Yes, dragons have plastic. Sorry.

A lot of mechanical stuff is powered by kinetic energy, often in the form of clockwork. Windmills are also very common, especially in agricultural contexts (hulling, grinding flour, etc) but also for things like looms.

Plague and Nature have the most advanced biomedical science, with an emphasis on gengineering and modifying already existing species that other flight cultures can find offputting (but not offputting enough to not take advantage, of course). The Plague approach to treating illnesses consists largely of breeding bacteria for specific purposes - if you get measles, your medicine is going to consist of a live culture of measles-hunting bacteria that will cure you by spreading through your body and eating all the measles pathogens, then dying off. The Nature approach is more focused on identifying plants with medicinal effects and modifying them to be more effective, with an emphasis on symptom management and preventing transmission while letting the body ultimately fight off the infection on its own.

Plague is also the flight that invented solid-state computing, specifically for medical implants and prosthetics. Lightning and Arcane are still fighting over who had the first computer but they were using crystals and vacuum tubes, and mostly still are. Personal computers are typically not a thing.

Personal transportation technology is less about vehicles and more about body modification (temporary or permanent) to make running and flying easier or more efficient. These are often adapted to/from mobility assistance tech for disabled dragons. Flying is more common in this context than running because large parts of Sorneith lack good roads.

Agricultural technology is going to be geared towards things like modified seeds, chemical fertilizers, and farming techniques rather than things like tractors. Factory/mass production is something that would be more ubiquitous if there was better transportation infrastructure; as it is, it mostly exists near large urban centers (example: barrel factory that makes all the barrels for the big city, but doesn't sell any nonlocally. surrounding towns have their own coopers or get them from someone in another small town.) or where the product is something that clicks all the boxes of

Hard to make / knowledge to make it is not widespread / can only be made in certain conditions (jam factory makes no sense because anyone can make jam)

Enough demand to justify factory production (hydroelectric turbine factory makes no sense because there aren't enough dams around to make more than like, one turbine a year. pointless)

Expensive or necessary enough to justify nonlocal shipping/transport (ribbon factory makes no sense because hauling it across the continent it costs like twelve times as much as the ribbon)

In practice, this mostly means medicines and some types of electronics.

Cargo transportation is usually water-based. Steamships exist but are unpopular and unlikely to supplant sailing or dragon-powered ships.

Other things they have: firearms (primitive, used for mostly hunting or gunsports), nuclear power (relatively new, there are like single digit plants and all but one or two are in Lightning), radio (I said no large-scale telecom but there are a couple of big NGOs that are really pushing it), artificial intelligence (almost exclusively magic-powered, also very rare), typewriters, mimeographs, adding machines, phonographs, cameras, refrigeration (semi-common).

Things they don't have: Broadcast television (cable only, where it exists), the internal combustion engine (I could write a whole nother post about vehicles and why there aren't many), militarized explosives (that's what magic is for), internet (could you imagine).

[foxgirlchorix]

Spaceshiptember 2024, Day 1: FIGHTER

Enemy fortress-ships have broken through the Long Line! Early warning networks lie in ruins, and several of our own fortresses have been made immobile. Several planets have reported sightings of Enemy vessels- while easily dispatched by planetary defense interceptors, an invasion would surely require an overwhelming number of ships. To defend our worlds, the Fleet has commissioned the construction of dozens of carrier starships to allow the movement of planetary defense interceptors to places where they will be needed more easily. These ships are large- only a few Core shipyards are sufficient to build them, and even those will be slow to complete them. Now, then, is a time for stopgap solutions.

The Merchant Marine, then, has stepped up. The freighters of friendly space are large, and some already carry pylons for towed pods- these, perhaps, could be modified to allow for interceptor transport. Already six such vessels have completed fitting-out and are undergoing flight trials, with many more on the way. Likewise, some larger freighters have had their internal cargo stowage replaced with facilities for maintaining said interceptors- while less efficient than a fully-featured transport ship, in this manner a complement of interceptors sufficient to reinforce a planet can be carried wherever needed. One hopes it will be enough…

A flight of three midline planetary defense interceptors- more than many planets even have in store- on maneuvers above their twin converted freighter homes.

[racefortheironthrone]

How would the food supply chain work for city states in in places like Ancient Greece and more recently, the Italian City States? Would they control agricultural land, or would they have to buy food from nearby (or perhaps not so nearby) agricultural regions? What measures would they take in times of war to avoid having their food supply cut off?

Great question!

To answer "How would the food supply chain work for city states," I would answer by answering your other question "Would they control agricultural land, or would they have to buy food from nearby (or perhaps not so nearby) agricultural regions?" by saying: it's both.

Paradigmatically, a city-state consists of a metropole (the city in question) and the periphery (subordinated lands and territories under the city's control). (Or metropolis and hinterland, if you prefer). To further break this down, the periphery consists of a mix of different lands, including both overseas colonies and tributaries, conquered (and thus lesser and weaker) city-states and their peripheries, and the agricultural hinterland around the metropole. To take just this last category, we can think of the relationship between Athens and Attica, Rome and Latium, Venice and the Mestre and Veneto (everyone always focuses on Venice's overseas empire, but it's rarely remembered that Venice at its height basically controlled all of northeastern Italy and fought Milan for northcentral and parts of northwestern Italy), or Florence and (eventually all of) Tuscany.

How far that agricultural hinterland extended beyond the city's walls depended a lot on transportation technology. Brett Devereaux has very good (but lengthy) explanations of the difficulties of overland grain trade here and here, but the TLDR is that, as a rough rule of thumb, "the price of grain doubles every hundred miles it is moved overland." Those kind of price increases aren't really affordable, so I think if you're looking for a rough rule of thumb, a hundred miles is probably a good maximum radius for an agricultural hinterland, whereas the minimum radius is probably around 7-12 miles (based on medieval urban regulations for agricultural markets), which was roughly how far a cart could travel in a day.

However, certain factors can change the effective radius of the hinterland:

The more and better roads you have, carts can move faster and come from more directions/places, which effectively expands that cart/day radius.

If the city is on a river (and this is one of the main reasons why most historic cities were on rivers, if they weren't on coasts), you can use river-barges to transport grain. Sail-barges could travel 14 miles an hour in good winds, and tow- or pole-barges could do 10-40 miles a day (depending on whether they were going upriver or downriver). Moreover, because of buoyancy, barges can carry much heavier loads than carts, which makes them much more eficient in transporting bulk goods like grain.

Finally, the population density and degree of urbanization matters, because it raises the possibility of making partial trips, because smaller population centers will act as local metropoles and more efficiently bring in grain from rural areas allowing for more efficient routes; also, higher density and urbanization allows for the creation of a network of granaries that allow you to store grain along the way so that you can make partial trips rather than covering the whole distance from the city to the very edge of the periphery.

However, the hinterland usually wasn't enough on its own to supply the city-state, but the same advantages of wind-speed and buoyancy also meant that a long-distance overseas grain trade was absolutely viable in both the Ancient and Medieval worlds. So for example, Greek city-states would draw on grain from southern France, southern Italy and Sicily, the Black Sea, and Anatolia; much of Rome's grain supply came from North Africa and Egypt; and so on. Moreover, as Fernand Braudel points out, the interconnected grain trade of the Mediterranean was the indispensable foundation for southern European urbanism from the Middle Ages through to the Early Modern period, and the geospatial dynamics of that system did not really change that much until the invention of the steam engine.

To answer your final question - "What measures would they take in times of war to avoid having their food supply cut off?" - it was usually by a mix of metropolis/hinterland logistics and long-distance trade. A well-organized city-state would have granaries set up both in the city and in the more urbanized areas of the periphery and would have contingency plans to harvest and transport as much grain as possible to the city to use as reserves in a time of crisis. (You'll note that this leaves the periphery in a really bad situation in times of crisis, and this prioritization of the metropole over the periphery is one of the main reasons why it sucked to be in the periphery, which is why there was so much competition over who got to be the metropole and why there were so many rebellions on the peirphery.)

At the same time, if the city-state had naval supremacy over its enemies, it could pretty much indefinitely hold out against its enemies as long as it could maintain a lifeline to the sea. This is why Athens was able to hold out against Sparta for so long during the Pelopennesian War, why Constantinople won so many of its sieges, and why Venice was able to take on most of Europe and still come out on top most of the time.

[khalid-albeshri]

New Murabba Case Study: Urban Transformation in Riyadh

Overview: The New Murabba Project, led by Saudi Arabia's Public Investment Fund (PIF), is a key part of Vision 2030, transforming Riyadh into a world-leading city with a massive modern downtown.

Key Components:

Mukaab Landmark:

Design: A 400-meter cube structure housing a museum, university, theatre, and over 80 entertainment venues.

Urban Planning:

Development: 104,000 residential units, 9,000 hotel rooms, and 980,000 square meters of retail space.

Green Spaces: A 3.2 million square meter park.

Transportation: Integrated public transport network.

Sustainability and Innovation:

Energy Efficiency: Sustainable building practices and energy-efficient technologies.

Smart City Features: Implementation of smart infrastructure.

Public–Private Partnerships (PPPs): The project highlights the role of PPPs in

urban transformation:

Investment and Funding:

Public Investment Fund: Primary investor attracting private sector investments.

Collaboration with International Firms:

Design and Construction: Partnerships with global firms for world-class standards.

Technology: Integrating smart city solutions.

Economic Impact:

Job Creation: Significant job opportunities during construction and ongoing operations.

Tourism and Commerce: Boosting the local economy and Riyadh's global standing.

Challenges:

- Project Management: Ensuring timely completion with robust management.

- Sustainability: Balancing urbanization with environmental impact.

- Community Engagement: Involving local communities and stakeholders.

Conclusion: The New Murabba Project exemplifies the power of PPPs in urban development, integrating cultural, commercial, and residential elements with sustainability and technology to create a vibrant, future-ready urban center in Riyadh.

#KhalidAlbeshri #خالدالبشري

[script-a-world]

Submitted via Google Form:

Is it possible for a country to not have any private road vehicles unless you belong to government (but then they are still government vehicles loaned to government employees even if you're allowed a certain amount of private use as a perk)? There is a massive network of public transportation everywhere so there is little need of private vehicles. Also taxis are only run by the government and not private companies. Also how much would this help at with congestion on the road/gas prices?

Tex: I would hesitate to create a social hierarchy that depends on official permission to own and/or operate certain things that will likely end up being perceived as luxury goods, as historically it doesn’t end up well for the people with the special permissions. This seems like an attempt to solve a perceived problem by creating an incidental environment that will engender a culture of nepotism and corruption. This is a debate that has been going on in the real world for many, many years, and one of the products of this is alternative energy sources and incentivizing everyone (and I do mean everyone) into using public transportation more often. A government, as a general rule, likes to advertise their cost-cutting measures because it makes them look good and ensures fewer people are upset with them, so it seems politically more feasible to invest in public infrastructure for public transportation and give government employees stipends/bus passes/etc than designating them special permission to be the only ones to drive a personal vehicle.

Addy: Your world is set up such that only government employees (and maybe buses and taxis) have road privileges. What kind of city infrastructure will develop with those restrictions?

Public transit (of various forms) is only economically feasible if you have a high enough population density that people can walk to and from your public transit in a reasonable timeframe without having an absurd number of stops. That means that you'll have a moderate-to-high population density - think of the rows of townhouses you see on BBC. When you have a moderate-to-high population density, you also (generally, following natural development patterns) get a higher density of shops*. If you have shops close by, you can reach them by walking, without needing to use public transit at all. Following this chain of logic, when you have shops interspersed with residential homes, most everyday needs are fairly accessible by walking.

* Say a brand wants to have 5000 people in the region for each store. If you have 100 people per square mile, that means you have one store per 50 square miles. If you have 1000 people per square mile, you have one store per 5 square miles. If you have 5000 people per square mile, you can have one store per square mile.

So you've got walking (or wheelchair, etc) for most travel, and then buses/trains/subways/etc for going longer distances. Most people don't have access to cars, so your infrastructure is going to be based around foot travel. If you're a government employee, will a car really be a benefit to you? It'd be convenient for going between different cities and the like, but I imagine that it wouldn't be very efficient for traveling around town. Why does a foot-travel-based town need parking lots?

It doesn't.

Motorcycles and pickups could be useful in rural areas (hauling around animal feed and the like), but those aren't being used on public roads, so the restrictions wouldn't apply there.

For congestion… you design your roads based on the amount of traffic you see. If you don't have traffic, why would you have congestion? I'd recommend looking into light rail systems. England, Germany, Austria, etc – light rail is pretty useful.

For roads… I imagine them being similar to fire lanes and emergency access roads. Firetrucks need to be able to get anywhere in a reasonably fast manner, after all. Same for ambulances and police vehicles and whatever else might apply in your world (something something hospital helicopters). If you have buses, then you'll also have some kind of infrastructure for that. You'll also have some form of transportation for people traveling between cities (could be rail, could be road, depending on the purpose. Think of semi trucks, for example).

Gasoline. That's a bit trickier. What are petroleum products being used for in this country? How developed is the petrochemical industry? Supply and demand, yes, but you also get issues of economies of scale.

I'd really recommend looking at pre-car societies and their layouts. Also light rail and the history of petroleum (also Standard Oil). But to answer your question: congestion would be miniscule and gasoline would be a little complicated but probably doable.

Licorice: Is it possible? Yes, it’s perfectly possible. There are several islands around the world which have banned cars. One, which I have visited, is Hydra is Greece. Public transport is mostly conducted by mules and donkeys. Another is the channel island of Sark. 

A society in which only government employees are allowed to use cars would be an oppressive society, an  us-and-them society. It also begs the question of who counts as a government employee? Nurses and doctors? Train drivers? And why would most of them need a car?

If you want this imaginary society to be a utopia rather than a dystopia, you could allow private car ownership on a need basis. Emergency services workers need cars. Public transport drivers need cars, unless the public transport runs round the clock. Farms may sometimes need cars. For some disabled people and their carers, a car can transform their quality of life. So perhaps it is these people who should be granted a licence to own a car, rather than civil servants? 

Presumably people without cars will still be allowed to own bicycles, motorbikes, electric bicycles, scooters, segways, and other personal motorised methods of getting about. You’re going to need a good road infrastructure for these things and for the public buses and trams. 

If your country is self-sufficient in oil and gas, drastically reducing the number of cars on the road might have a local impact on gas prices. If it imports gas, then it may have less effect. Here’s an NPR article on how the price of gas is determined.

But remember, gas is used for many purposes beside driving cars, so a rise or fall in demand from private car owners may not have the impact on gas prices that one might expect.