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🚨 A negative video is being deliberately circulated because this project is important. The Varanasi Ropeway is not a random experiment — it is a strategic infrastructure project and India’s first urban public transport ropeway. Whenever a project sets a national precedent, misinformation follows. That’s exactly what we are... seeing here. Why this project matters: • India’s first urban ropeway-based public transport system • Designed for dense, heritage cities where roads cannot be widened or demolished • 3.8 km aerial corridor with 5 stations, completely bypassing road congestion • Spring-loaded suspension system, designed to allow controlled sway during wind, speed change, or emergency braking • High-tensile steel cables, deep-load foundations, and engineered towers built to handle wind pressure and dynamic loads • Redundant braking, control, and safety systems tested under extreme conditions • Capacity of ~1 lakh passengers per day with continuous gondola movement • Built and tested under international safety standards (CEN/BIS) by a central government agency This video does not expose a failure. It shows a system being deliberately pushed to its limits during testing. India building something new, necessary, and future-ready will always invite noise — but facts and engineering must decide opinions, not fear-driven clips. India needs similar Urban Ropeway Transport System in every city where scope for road expansion is limited.show more

Megh Updates 🚨™

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85,023 просмотров • 7 месяцев назад •via X (Twitter)

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I designed a logo for Jerusalem’s public transport system. At its core is a symbol that is almost 100 years old: the sign used for bus stops. It first appeared in the city in the 1930s and over time spread across the country. Eventually, this sign disappeared from the streets, replaced by standard yellow and blue route information signs. I felt it was important to bring back this simple and precise symbol, a sign that was directly associated with public transport for decades. I used it as the foundation for a new identity: not just a logo, but a visual language that can unify the entire transport system, buses, light rail, and future modes of transport. Sometimes simple forms work best for complex systems. Special thanks to the Jerusalem transport team for their trust in this project, and to Daniel Baev (Daniel Baev דניאל באייב) for his extensive archival research and contribution to the idea.

Constantine

21,282 просмотров • 4 месяцев назад

1,085 Olectra E-Buses to Drive Hyderabad’s Green Mobility Vision Hyderabad is set to witness a major expansion in clean public transport with Olectra Greentech Limited securing a Letter of Intent (LOI) from Telangana State Road Transport Corporation (TGSRTC ) through Evey Trans Pvt. Ltd. for the supply of 1,085 electric buses. Telangana Honourable Chief Minister Sri A Revanth Reddy has consistently articulated a clear vision to position Hyderabad as a national leader in green mobility. He has emphasized rapid electrification of public transport, reduction of urban carbon emissions, and expansion of clean energy infrastructure as core priorities. The induction of 1,085 electric buses aligns with the state government’s strategy to modernize public transport, reduce fossil fuel dependency, and move towards a low-carbon urban ecosystem. The order has been awarded under the PM E-DRIVE initiative spearheaded by Convergence Energy Services Limited (CESL), aimed at accelerating electric public transport adoption across Indian cities. The buses will be deployed in Hyderabad, strengthening the city’s sustainable and zero-emission transport network. Headquartered in Hyderabad, Olectra Greentech has established itself as India’s leading electric commercial vehicle brand, consistently holding the No. 1 market share in electric buses. With over 3,600 electric vehicles deployed nationwide and an order book exceeding 10,000 vehicles, the company has clocked more than 500 million green kilometres. Alongside electric buses, Olectra also manufactures electric tippers supporting sustainable infrastructure development. For this project, Olectra will supply 12-metre low-floor electric buses in both AC and non-AC variants. Designed and engineered in India to suit domestic road conditions and high-frequency urban operations, each bus will feature advanced front and rear air suspension systems for improved ride comfort and passenger safety. The buses will be powered by high-capacity Lithium-ion battery packs offering a driving range of over 250 kilometres per charge, with opportunity charging capability of approximately 45 minutes. Dedicated wheelchair spaces will be provided to ensure inclusive and accessible mobility. Managing Director Mahesh Babu described the order as a significant milestone in Olectra’s journey of advancing India’s electric mobility transformation, reaffirming the company’s commitment to Make in India and world-class electric bus manufacturing. Under this vision, Hyderabad’s public transport system is being reshaped to be efficient, environmentally responsible, and future-ready—supporting India’s broader clean energy and net-zero goals. Ponnam Prabhakar Olectra

Jacob Ross

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Today, Sarla Aviation begins ground testing of SYLLA SYL-X1 — our half-scale eVTOL demonstrator (7.5 m wingspan, 4 m fuselage) — revealed here not as a concept or a static display, but as a real aircraft, strapped down and tested under controlled loads. This phase marks the transition from design and integration to validation. Structures, propulsion, and system-level safety are now being proven at meaningful scale, with certification intent guiding every decision. This is the quiet, disciplined part of aviation — where progress is measured in data, not announcements. Built entirely in India in under nine months, SYL-X1 represents the most advanced private step yet toward certified vertical flight in the country. More importantly, it reflects a shift from ambition to execution — from discussing what’s possible to preparing what must work. This is the start of ground testing. Next year will be about lift. Built in India. For India. And for the world. 🇮🇳 #SarlaAviation #SYLLASYLX1 #eVTOL #AirTaxi #MadeinIndia #AatmanirbharBharat #UrbanAirMobility #Aviation Adrian Schmidt

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sarla aviation

13,180 просмотров • 8 месяцев назад

Every project management tool was designed by project managers, for project managers. This one was designed for ADHD, dyslexic, and autistic brains instead. And it turns out that also makes it better for literally everyone who just wants to get work done without configuring a tool for two weeks first. It’s called Leantime. Most PM tools throw you straight into a task board and expect you to already know what a “sprint” is. Leantime is built around a different idea: tasks should trace back to a goal, not float in a backlog with no reason attached. → Ships with strategic planning tools, Lean Canvas, SWOT analysis, built to connect the “why” to the actual task list, not just a bare Kanban board → The same tasks render as Kanban, table, or list, whichever your brain processes better on a given day → Gantt-style milestone timeline, a built-in project wiki, and time tracking, all native, not four separate tools stitched together → Interface is deliberately built to reduce cognitive overload and context-switching, an actual design principle here, not an accessibility checkbox added later → Self-host via Docker in under an hour, your team’s entire project history stays on a server you control Jira was built assuming a certified project manager runs the workflow. Most teams are five people trying to ship something, not an enterprise PMO. Leantime is what a PM tool looks like when it’s built for the second group. Open source. AGPL-3.0. 10,000+ GitHub stars.

Every project management tool was designed by project managers, for project managers. This one was designed for ADHD, dyslexic, and autistic brains instead. And it turns out that also makes it better for literally everyone who just wants to get work done without configuring a tool for two weeks first. It’s called Leantime. Most PM tools throw you straight into a task board and expect you to already know what a “sprint” is. Leantime is built around a different idea: tasks should trace back to a goal, not float in a backlog with no reason attached. → Ships with strategic planning tools, Lean Canvas, SWOT analysis, built to connect the “why” to the actual task list, not just a bare Kanban board → The same tasks render as Kanban, table, or list, whichever your brain processes better on a given day → Gantt-style milestone timeline, a built-in project wiki, and time tracking, all native, not four separate tools stitched together → Interface is deliberately built to reduce cognitive overload and context-switching, an actual design principle here, not an accessibility checkbox added later → Self-host via Docker in under an hour, your team’s entire project history stays on a server you control Jira was built assuming a certified project manager runs the workflow. Most teams are five people trying to ship something, not an enterprise PMO. Leantime is what a PM tool looks like when it’s built for the second group. Open source. AGPL-3.0. 10,000+ GitHub stars.

Harman

31,134 просмотров • 1 месяц назад

THEY BUILT A COMBAT-GRADE EXOSKELETON. WATCH HOW IT MOVES. 🤖🩻 Dark green, “S-01” stamped across the chest plate, built with the kind of bulk you’d expect on a battlefield platform. This is a new exoskeleton prototype reportedly developed for the U.S. military, and in this clip it’s shifting its weight foot to foot, testing balance and stance in a parking lot outside what looks like an industrial facility. This is the part nobody talks about when they show off military robotics: the same balance and actuator control that lets a machine carry heavy loads or absorb impact is exactly what’s being tested here — dynamic weight distribution, stance shifts, and controlled recovery. It may not look dramatic, but every small movement is training the system for stability under real-world conditions. Would you want something this size training next to real troops?

THEY BUILT A COMBAT-GRADE EXOSKELETON. WATCH HOW IT MOVES. 🤖🩻 Dark green, “S-01” stamped across the chest plate, built with the kind of bulk you’d expect on a battlefield platform. This is a new exoskeleton prototype reportedly developed for the U.S. military, and in this clip it’s shifting its weight foot to foot, testing balance and stance in a parking lot outside what looks like an industrial facility. This is the part nobody talks about when they show off military robotics: the same balance and actuator control that lets a machine carry heavy loads or absorb impact is exactly what’s being tested here — dynamic weight distribution, stance shifts, and controlled recovery. It may not look dramatic, but every small movement is training the system for stability under real-world conditions. Would you want something this size training next to real troops?

DN_DEGEN

36,016 просмотров • 1 месяц назад

Bengaluru is being strangled by a corrupt government that refuses to govern. The traffic crisis is worsening by the day, and the core reason is staring us in the face: the explosion of private vehicles. But instead of addressing this, the state government is fuelling it. Instead of building mass public transport, it has launched a war against it. At a time when every rupee of public money should be invested in making public transport more available, more affordable and more reliable, this government has done the opposite. It is punishing those who rely on public transport and actively incentivising more car and two-wheeler ownership. The state wants to spend ₹1 lakh crore to build 100 kilometres of new flyovers and 18 kilometres of tunnel roads - a gift wrapped package for the politician-contractor lobby. But here’s the punchline: more than 20 flyovers have been pending for close to eight years, lying incomplete across the city. Before even completing what it has already failed, the government wants to throw billions more at the same failure. This isn’t infrastructure building. This is an addiction to kickback-paying contracts. The ₹18,000 crore tunnel road is the peak of this madness — a vanity project that benefits only private cars while being a death sentence for the city’s public transport system. It will not serve the pedestrian, the cyclist, the commuter - it will serve only the cars, the SUVs. It won’t serve the common guy who uses the BMTC or the metro. While the government wants to build more roads, it is killing last mile connectivity. Carpooling, bike-sharing, and auto-sharing remain unsupported. It refuses to allow private players to run buses alongside BMTC, despite the overwhelming demand. Metro fares are being hiked unscientifically, pushing people away from mass transit instead of into it. Meanwhile, ridership in Metro is weakening. And the result? The roads are flooded with cars. A recent study by Bengaluru Traffic Police on Outer Ring Road found a 20% increase in vehicle numbers in just one year, resulting in a 125% increase in congestion. This is not sustainable. This will lead to a total collapse of the city. Every delay in Metro completion brings more cars onto the streets. Every step taken to weaken the bus system brings more two-wheelers into the chaos. Bengaluru already has more private vehicles than people. No other global city in our population bracket has done this because no other city has such a suicidal mobility policy. Let’s be clear: this government’s mobility policy is not citizen-centric. It is contractor-centric. It is not about moving people - it is about moving cars. This is a government in the grip of a politician-bureaucrat-contractor nexus, that would rather pour concrete than build a city that works. And who is paying the price? The nurse who takes the bus. The student who walks to the Metro. The delivery rider stuck in traffic. The poor and middle class of Bengaluru, who don’t own cars, but are cross-subsidising roads that are built exclusively for car owners. This is not just poor governance. It is structural injustice. This assault on Bengaluru must stop. Every rupee of public money must be redirected to public transport. That is the only globally proven solution to decongestion and cities with denser populations than ours have done it. What’s missing here is not technology or funds. What’s missing is political will. And that will won’t come from those in power. It must come from the people of Bengaluru. From those who are stuck in traffic and fed up of being lied to. From those who are tired of vanity projects and demand real mobility solutions. From a new generation of leadership that fights for commuters, not contractors. Bengaluru is choking. We can either demand change - or let this city be buried under its own traffic. Let’s tell loud and clear - Public Transport is our Fundamental Right. We need our government to provide it. My remarks at the World Symposium on Sustainability & Livability hosted by IISc Bangalore.

Bengaluru is being strangled by a corrupt government that refuses to govern. The traffic crisis is worsening by the day, and the core reason is staring us in the face: the explosion of private vehicles. But instead of addressing this, the state government is fuelling it. Instead of building mass public transport, it has launched a war against it. At a time when every rupee of public money should be invested in making public transport more available, more affordable and more reliable, this government has done the opposite. It is punishing those who rely on public transport and actively incentivising more car and two-wheeler ownership. The state wants to spend ₹1 lakh crore to build 100 kilometres of new flyovers and 18 kilometres of tunnel roads - a gift wrapped package for the politician-contractor lobby. But here’s the punchline: more than 20 flyovers have been pending for close to eight years, lying incomplete across the city. Before even completing what it has already failed, the government wants to throw billions more at the same failure. This isn’t infrastructure building. This is an addiction to kickback-paying contracts. The ₹18,000 crore tunnel road is the peak of this madness — a vanity project that benefits only private cars while being a death sentence for the city’s public transport system. It will not serve the pedestrian, the cyclist, the commuter - it will serve only the cars, the SUVs. It won’t serve the common guy who uses the BMTC or the metro. While the government wants to build more roads, it is killing last mile connectivity. Carpooling, bike-sharing, and auto-sharing remain unsupported. It refuses to allow private players to run buses alongside BMTC, despite the overwhelming demand. Metro fares are being hiked unscientifically, pushing people away from mass transit instead of into it. Meanwhile, ridership in Metro is weakening. And the result? The roads are flooded with cars. A recent study by Bengaluru Traffic Police on Outer Ring Road found a 20% increase in vehicle numbers in just one year, resulting in a 125% increase in congestion. This is not sustainable. This will lead to a total collapse of the city. Every delay in Metro completion brings more cars onto the streets. Every step taken to weaken the bus system brings more two-wheelers into the chaos. Bengaluru already has more private vehicles than people. No other global city in our population bracket has done this because no other city has such a suicidal mobility policy. Let’s be clear: this government’s mobility policy is not citizen-centric. It is contractor-centric. It is not about moving people - it is about moving cars. This is a government in the grip of a politician-bureaucrat-contractor nexus, that would rather pour concrete than build a city that works. And who is paying the price? The nurse who takes the bus. The student who walks to the Metro. The delivery rider stuck in traffic. The poor and middle class of Bengaluru, who don’t own cars, but are cross-subsidising roads that are built exclusively for car owners. This is not just poor governance. It is structural injustice. This assault on Bengaluru must stop. Every rupee of public money must be redirected to public transport. That is the only globally proven solution to decongestion and cities with denser populations than ours have done it. What’s missing here is not technology or funds. What’s missing is political will. And that will won’t come from those in power. It must come from the people of Bengaluru. From those who are stuck in traffic and fed up of being lied to. From those who are tired of vanity projects and demand real mobility solutions. From a new generation of leadership that fights for commuters, not contractors. Bengaluru is choking. We can either demand change - or let this city be buried under its own traffic. Let’s tell loud and clear - Public Transport is our Fundamental Right. We need our government to provide it. My remarks at the World Symposium on Sustainability & Livability hosted by IISc Bangalore.

Tejasvi Surya

83,791 просмотров • 1 год назад

This is the current situation at St Mary’s Bridge in Chitungwiza, a dormitory town next to Zimbabwe’s capital, Harare. Residents of this town are being forced to walk home on foot after the Zimbabwean police blocked kombis from going beyond the bridge. Kombis are minibus taxis commonly used for public transport in Zimbabwe and are the main form of urban transport in the country. It is quite disheartening because Zimbabwe once had a thriving public transport system in all cities and towns, with buses comparable to those in many modern countries, but ZANUPF destroyed it. Chitungwiza, for instance, had a bus company called ZimElectro Motors (ZEM), which played a crucial role in providing affordable public transport for residents commuting between Chitungwiza and Harare during its operation. ZEM was owned by the Chitungwiza Town Council and was a municipally-run bus company established to provide affordable and reliable transport for residents of the town. However, when ZANUPF came into power, the company was driven into the ground. Money was looted, and unqualified managers were appointed. The rest, as they say, is history. Zimbabweans must realise that nobody is coming to save them from this abusive regime. Imagine people walking for kilometres simply because they are subjected to a useless and incompetent government that does not care about its citizens! Imagine walking from Elephant and Castle to the West End because the British Police has stopped available public transport after the government had destroyed London Underground ground and the London Transport buses or walking from Sandton City to Rosebank on foot.

This is the current situation at St Mary’s Bridge in Chitungwiza, a dormitory town next to Zimbabwe’s capital, Harare. Residents of this town are being forced to walk home on foot after the Zimbabwean police blocked kombis from going beyond the bridge. Kombis are minibus taxis commonly used for public transport in Zimbabwe and are the main form of urban transport in the country. It is quite disheartening because Zimbabwe once had a thriving public transport system in all cities and towns, with buses comparable to those in many modern countries, but ZANUPF destroyed it. Chitungwiza, for instance, had a bus company called ZimElectro Motors (ZEM), which played a crucial role in providing affordable public transport for residents commuting between Chitungwiza and Harare during its operation. ZEM was owned by the Chitungwiza Town Council and was a municipally-run bus company established to provide affordable and reliable transport for residents of the town. However, when ZANUPF came into power, the company was driven into the ground. Money was looted, and unqualified managers were appointed. The rest, as they say, is history. Zimbabweans must realise that nobody is coming to save them from this abusive regime. Imagine people walking for kilometres simply because they are subjected to a useless and incompetent government that does not care about its citizens! Imagine walking from Elephant and Castle to the West End because the British Police has stopped available public transport after the government had destroyed London Underground ground and the London Transport buses or walking from Sandton City to Rosebank on foot.

Hopewell Chin’ono

85,156 просмотров • 1 год назад

Part of the objective of our Urban Renewal Project is to ensure not just the beautification of the capital city of Owerri, but also to decongest traffic along the major roads, enabling the seamless flow of commercial activities and making life more meaningful for our people. This vision continues to guide our commitment to building a modern, accessible, and economically vibrant capital city. We have remained steadfast in delivering on this objective, and I am delighted to see Lake Nwaebere Road taking on a new shape and look as we embark on the reconstruction of this critical artery, which will significantly decongest traffic exiting Owerri metropolis. With a contractor that has consistently delivered quality infrastructure across the State, the road is being constructed with an expanded carriageway and a dual drainage system designed to efficiently manage increased vehicular movement while ensuring durability, improved safety, and long-term value for our people. - Hope Uzodimma

Part of the objective of our Urban Renewal Project is to ensure not just the beautification of the capital city of Owerri, but also to decongest traffic along the major roads, enabling the seamless flow of commercial activities and making life more meaningful for our people. This vision continues to guide our commitment to building a modern, accessible, and economically vibrant capital city. We have remained steadfast in delivering on this objective, and I am delighted to see Lake Nwaebere Road taking on a new shape and look as we embark on the reconstruction of this critical artery, which will significantly decongest traffic exiting Owerri metropolis. With a contractor that has consistently delivered quality infrastructure across the State, the road is being constructed with an expanded carriageway and a dual drainage system designed to efficiently manage increased vehicular movement while ensuring durability, improved safety, and long-term value for our people. - Hope Uzodimma

Hope Uzodimma

15,510 просмотров • 27 дней назад

Mumbai is imagining a new way to move; not above ground, but beneath it. MMRDA’s proposed Integrated Tunnel Road Network will create a 70-kilometre system of underground corridors linking the Mumbai Coastal Road, BKC Bullet Train Terminal, and CSMIA Terminal 2, with future extensions to the Eastern and Western Expressways and a north–south urban spine. Designed to ease congestion and connect the city’s key transport and business hubs, this underground network represents the next frontier in Mumbai’s mobility vision. Currently in the Detailed Project Report (DPR) stage, MMRDA has invited tenders for consultants to design the blueprint, which will be implemented in phases subject to government approval, traffic demand and future growth. #MMRDA50 #TransformingMumbai #MumbaiInMinutes #UrbanInnovation #InfrastructureForFuture #RebootingMumbai #ReshapingMMR #SmartMobility #IntegratedTunnelRoad Devendra Fadnavis Eknath Shinde - एकनाथ शिंदे Dr. Sanjay Mukherjee

Mumbai is imagining a new way to move; not above ground, but beneath it. MMRDA’s proposed Integrated Tunnel Road Network will create a 70-kilometre system of underground corridors linking the Mumbai Coastal Road, BKC Bullet Train Terminal, and CSMIA Terminal 2, with future extensions to the Eastern and Western Expressways and a north–south urban spine. Designed to ease congestion and connect the city’s key transport and business hubs, this underground network represents the next frontier in Mumbai’s mobility vision. Currently in the Detailed Project Report (DPR) stage, MMRDA has invited tenders for consultants to design the blueprint, which will be implemented in phases subject to government approval, traffic demand and future growth. #MMRDA50 #TransformingMumbai #MumbaiInMinutes #UrbanInnovation #InfrastructureForFuture #RebootingMumbai #ReshapingMMR #SmartMobility #IntegratedTunnelRoad Devendra Fadnavis Eknath Shinde - एकनाथ शिंदे Dr. Sanjay Mukherjee

MMRDA

111,377 просмотров • 9 месяцев назад

Major Project Update: Thane Coastal Road hits fast forward In just eight months since construction began, Thane Coastal Road-1 has crossed a major milestone, with over 50% of the foundation work for the elevated viaduct now complete and pier cap and I-girder erection progressing rapidly. 👉 The 13.45 km, six-lane, access-controlled greenfield corridor is being built using cutting-edge engineering. For the first time in India, a greenfield road project is using a single-pile, single-pier system with monopile foundations on land. 👉 Designed as a strategic freight corridor, the project will decongest Ghodbunder Road and improve connectivity between NH-160 (Mumbai–Nashik Highway) and Gaimukh along the Thane Creek coastline, with major stretches on viaducts and bridges to safeguard the sensitive mangrove ecosystem. 👉 At Gaimukh, the road will directly connect with the upcoming Gaimukh–Fountain Hotel Tunnel, enabling seamless Thane–Bhayander connectivity. Together, these projects will significantly decongest Ghodbunder Road, transform urban mobility in Thane, and strengthen freight movement towards Wadhawan Port, JNPT, South Maharashtra, and Karnataka. 👉 The corridor will also integrate with key future infrastructure projects including the Thane Ring Metro, Thane Coastal Road-2, the Saket–Amane Elevated Corridor, and the Kasarvadavali–Kharbhav Road, cementing its role as a critical backbone of the region’s next-generation transport network. #ThaneCoastalRoad #MMRDA #InfrastructureIndia #ReimaginingMMR #TransformingMMR #UrbanMobility #BuildingTheFuture #MumbaiMetropolitanRegion #MegaProjects #Maharashtra #TransportInfrastructure #FastForward CMO Maharashtra Devendra Fadnavis Eknath Shinde - एकनाथ शिंदे Dr. Sanjay Mukherjee MAHARASHTRA DGIPR PIB India Infra News India (INI) Indian Tech & Infra Thane Municipal Corporation - ठाणे महानगरपालिका

Major Project Update: Thane Coastal Road hits fast forward In just eight months since construction began, Thane Coastal Road-1 has crossed a major milestone, with over 50% of the foundation work for the elevated viaduct now complete and pier cap and I-girder erection progressing rapidly. 👉 The 13.45 km, six-lane, access-controlled greenfield corridor is being built using cutting-edge engineering. For the first time in India, a greenfield road project is using a single-pile, single-pier system with monopile foundations on land. 👉 Designed as a strategic freight corridor, the project will decongest Ghodbunder Road and improve connectivity between NH-160 (Mumbai–Nashik Highway) and Gaimukh along the Thane Creek coastline, with major stretches on viaducts and bridges to safeguard the sensitive mangrove ecosystem. 👉 At Gaimukh, the road will directly connect with the upcoming Gaimukh–Fountain Hotel Tunnel, enabling seamless Thane–Bhayander connectivity. Together, these projects will significantly decongest Ghodbunder Road, transform urban mobility in Thane, and strengthen freight movement towards Wadhawan Port, JNPT, South Maharashtra, and Karnataka. 👉 The corridor will also integrate with key future infrastructure projects including the Thane Ring Metro, Thane Coastal Road-2, the Saket–Amane Elevated Corridor, and the Kasarvadavali–Kharbhav Road, cementing its role as a critical backbone of the region’s next-generation transport network. #ThaneCoastalRoad #MMRDA #InfrastructureIndia #ReimaginingMMR #TransformingMMR #UrbanMobility #BuildingTheFuture #MumbaiMetropolitanRegion #MegaProjects #Maharashtra #TransportInfrastructure #FastForward CMO Maharashtra Devendra Fadnavis Eknath Shinde - एकनाथ शिंदे Dr. Sanjay Mukherjee MAHARASHTRA DGIPR PIB India Infra News India (INI) Indian Tech & Infra Thane Municipal Corporation - ठाणे महानगरपालिका

MMRDA

26,177 просмотров • 6 месяцев назад

This is exciting to see. Neat, well-designed, walkable pavements can transform an entire city. They make it feel civilised, welcoming, and human. Yet in India, pavements are rarely treated as essential infrastructure. When a road is built or repaired, the dirt and debris are just pushed aside and the job feels unfinished. What should be a clean, continuous walkway becomes an afterthought. But pavements are one of the quickest, lowest-cost, highest-impact ways to upgrade urban life. They improve daily comfort for citizens, attract tourists, boost footfall for local businesses, and build the pride of local citizens in their city. If we want our cities to rise in liveability, safety, and attractiveness, we must stop seeing pavements as leftover land and recognise them as vital public spaces and a citizen’s right. Because sometimes, the road to transformation begins NEXT to the road.

This is exciting to see. Neat, well-designed, walkable pavements can transform an entire city. They make it feel civilised, welcoming, and human. Yet in India, pavements are rarely treated as essential infrastructure. When a road is built or repaired, the dirt and debris are just pushed aside and the job feels unfinished. What should be a clean, continuous walkway becomes an afterthought. But pavements are one of the quickest, lowest-cost, highest-impact ways to upgrade urban life. They improve daily comfort for citizens, attract tourists, boost footfall for local businesses, and build the pride of local citizens in their city. If we want our cities to rise in liveability, safety, and attractiveness, we must stop seeing pavements as leftover land and recognise them as vital public spaces and a citizen’s right. Because sometimes, the road to transformation begins NEXT to the road.

anand mahindra

292,995 просмотров • 9 месяцев назад

In recent years, a misleading and dangerous narrative has gained traction in Somali political discourse, one that reduces Puntland to a tribal entity while positioning Somalia as the only legitimate national framework. This notion is not only inaccurate but also undermines the political reality on the ground. Puntland is not a tribe, it is a functioning government. And the people of Puntland are justified in putting Puntland first because it is the only government that has consistently provided them with services, stability, and a sense of civic belonging. A government, by definition, is an institution that delivers essential services such as security, education, healthcare, infrastructure, and public administration. It operates under a legal framework, often anchored in a constitution, and is staffed by institutions that enforce laws, collect revenue, and govern society. Puntland has fulfilled all of these functions. Since its founding in 1998, Puntland has operated with a constitution, a regional parliament, executive leadership, and a judiciary. It has established police forces, intelligence services, and military units that maintain peace in its territories. Puntland has built and operated public schools, hospitals, and administrative offices across its regions. These are the markers of a functioning government, not the features of a tribe. There is no tribe called Puntland. Rather, Puntland is a coalition of diverse communities and clans who voluntarily came together to build a regional authority in response to the collapse of Somalia’s central government. To describe Puntland as a tribe is to fundamentally misunderstand or deliberately distort the nature of its political structure. Tribes are kinship-based social formations; they do not have constitutions, flags, or formal governments that deliver public goods. Puntland is a political entity, a state government within the federal system of Somalia, that exists because it filled a vacuum created by the central state’s failure. That failure is not theoretical, it is lived and real. For decades, the Federal Government of Somalia has been unable to provide basic services to its citizens. Many regions of the country have been mired in conflict, neglect, and administrative collapse. In contrast, Puntland emerged as a self-reliant response to this vacuum. It did not wait for Mogadishu to bring security, law, and order. Instead, it built those systems on its own, using local capacity, leadership, and popular support. While the international community debated Somalia’s future, Puntland created one for its people. This is why many Puntlanders identify with Puntland first. It is not out of tribalism or secessionist ambition but because Puntland is the government that has served them. Loyalty is earned through service and protection. National identity cannot be forced from above; it must emerge from the legitimacy and performance of institutions. For Puntlanders, Puntland is not only a region but also a source of security, education, opportunity, and governance. In this context, putting Puntland first is a rational, even patriotic, act. Critics who attempt to diminish Puntland’s role by labeling it a tribal entity are engaging in a harmful narrative. Not only does this view ignore the facts, but it also disrespects the hard work of those who built Puntland’s institutions and continue to uphold them. Reducing Puntland to a tribe is a political distortion designed to strip its people of their agency and undermine their political achievements. It is both factually wrong and morally irresponsible.

In recent years, a misleading and dangerous narrative has gained traction in Somali political discourse, one that reduces Puntland to a tribal entity while positioning Somalia as the only legitimate national framework. This notion is not only inaccurate but also undermines the political reality on the ground. Puntland is not a tribe, it is a functioning government. And the people of Puntland are justified in putting Puntland first because it is the only government that has consistently provided them with services, stability, and a sense of civic belonging. A government, by definition, is an institution that delivers essential services such as security, education, healthcare, infrastructure, and public administration. It operates under a legal framework, often anchored in a constitution, and is staffed by institutions that enforce laws, collect revenue, and govern society. Puntland has fulfilled all of these functions. Since its founding in 1998, Puntland has operated with a constitution, a regional parliament, executive leadership, and a judiciary. It has established police forces, intelligence services, and military units that maintain peace in its territories. Puntland has built and operated public schools, hospitals, and administrative offices across its regions. These are the markers of a functioning government, not the features of a tribe. There is no tribe called Puntland. Rather, Puntland is a coalition of diverse communities and clans who voluntarily came together to build a regional authority in response to the collapse of Somalia’s central government. To describe Puntland as a tribe is to fundamentally misunderstand or deliberately distort the nature of its political structure. Tribes are kinship-based social formations; they do not have constitutions, flags, or formal governments that deliver public goods. Puntland is a political entity, a state government within the federal system of Somalia, that exists because it filled a vacuum created by the central state’s failure. That failure is not theoretical, it is lived and real. For decades, the Federal Government of Somalia has been unable to provide basic services to its citizens. Many regions of the country have been mired in conflict, neglect, and administrative collapse. In contrast, Puntland emerged as a self-reliant response to this vacuum. It did not wait for Mogadishu to bring security, law, and order. Instead, it built those systems on its own, using local capacity, leadership, and popular support. While the international community debated Somalia’s future, Puntland created one for its people. This is why many Puntlanders identify with Puntland first. It is not out of tribalism or secessionist ambition but because Puntland is the government that has served them. Loyalty is earned through service and protection. National identity cannot be forced from above; it must emerge from the legitimacy and performance of institutions. For Puntlanders, Puntland is not only a region but also a source of security, education, opportunity, and governance. In this context, putting Puntland first is a rational, even patriotic, act. Critics who attempt to diminish Puntland’s role by labeling it a tribal entity are engaging in a harmful narrative. Not only does this view ignore the facts, but it also disrespects the hard work of those who built Puntland’s institutions and continue to uphold them. Reducing Puntland to a tribe is a political distortion designed to strip its people of their agency and undermine their political achievements. It is both factually wrong and morally irresponsible.

Mustafe G Guufe

23,395 просмотров • 1 год назад

A 120-km coastal corridor that will transform how Mumbai moves. The Mumbai Metropolitan Region is set for its biggest mobility leap yet — a high-speed coastal corridor that will supercharge the region’s growth. The Government of Maharashtra has cleared the Uttan–Virar Sea Link and its extension to Vadhavan Port, unlocking a 120-km, fully access-controlled coastal expressway that will connect South Mumbai to Vasai, Virar, Palghar and India’s upcoming largest deep-sea port. The Mumbai–Vadhavan Expressway Corridor (MVEC) will not only bring Mumbai closer to its far suburbs, but also serve as a new gateway to India’s growth, integrating major expressways, coastal roads and future national corridors into one seamless, high-speed network for people, freight and industry. At its core is the 24.35 km Uttan–Virar Sea Link, set to become India’s longest sea bridge. With 30+ km of connectors, 6 lanes, emergency lanes, navigational spans and a full Intelligent Transport System, this sea link is designed for speed, safety and smart mobility. Once completed, MVEC will: ✔️ ease congestion on WEH, SV Road and Link Road ✔️cut travel time across the region ✔️ reduce emissions ✔️boost affordable housing, tourism and port-led development ✔️ and create thousands of jobs It will also unlock land along the Uttan–Bhayandar, Vasai and Virar belt, opening new avenues of growth for local communities. With the proposal now recommended to the Government of India, MMR’s next era of connectivity and coastal development has truly begun. A new coast. A new corridor. A new wave of opportunities for millions. #MMRDA #MVEC #MumbaiVadhavanExpresswayCorridor #UttanVirarSeaLink #UVSL #LongestSeaBridge #MMRDA50 #CoastalCorridor120KM #GatewayToGrowth #TransformingMMR #ReimaginingMMR #RebootingMumbai #ReshapingMMR #SeamlessConnectivity #IndiaOnTheMove #SmartMobility #HighSpeedCorridor #BuiltForTomorrow #MumbaiInMinutes #FutureReadyMumbai CMO Maharashtra Devendra Fadnavis Eknath Shinde - एकनाथ शिंदे Dr. Sanjay Mukherjee MAHARASHTRA DGIPR

A 120-km coastal corridor that will transform how Mumbai moves. The Mumbai Metropolitan Region is set for its biggest mobility leap yet — a high-speed coastal corridor that will supercharge the region’s growth. The Government of Maharashtra has cleared the Uttan–Virar Sea Link and its extension to Vadhavan Port, unlocking a 120-km, fully access-controlled coastal expressway that will connect South Mumbai to Vasai, Virar, Palghar and India’s upcoming largest deep-sea port. The Mumbai–Vadhavan Expressway Corridor (MVEC) will not only bring Mumbai closer to its far suburbs, but also serve as a new gateway to India’s growth, integrating major expressways, coastal roads and future national corridors into one seamless, high-speed network for people, freight and industry. At its core is the 24.35 km Uttan–Virar Sea Link, set to become India’s longest sea bridge. With 30+ km of connectors, 6 lanes, emergency lanes, navigational spans and a full Intelligent Transport System, this sea link is designed for speed, safety and smart mobility. Once completed, MVEC will: ✔️ ease congestion on WEH, SV Road and Link Road ✔️cut travel time across the region ✔️ reduce emissions ✔️boost affordable housing, tourism and port-led development ✔️ and create thousands of jobs It will also unlock land along the Uttan–Bhayandar, Vasai and Virar belt, opening new avenues of growth for local communities. With the proposal now recommended to the Government of India, MMR’s next era of connectivity and coastal development has truly begun. A new coast. A new corridor. A new wave of opportunities for millions. #MMRDA #MVEC #MumbaiVadhavanExpresswayCorridor #UttanVirarSeaLink #UVSL #LongestSeaBridge #MMRDA50 #CoastalCorridor120KM #GatewayToGrowth #TransformingMMR #ReimaginingMMR #RebootingMumbai #ReshapingMMR #SeamlessConnectivity #IndiaOnTheMove #SmartMobility #HighSpeedCorridor #BuiltForTomorrow #MumbaiInMinutes #FutureReadyMumbai CMO Maharashtra Devendra Fadnavis Eknath Shinde - एकनाथ शिंदे Dr. Sanjay Mukherjee MAHARASHTRA DGIPR

MMRDA

17,521 просмотров • 9 месяцев назад

$The Indian Government just did something that has Silicon Valley terrified. India is not simply buying AI chips. It is deliberately making AI compute cheaper than Amazon, and in some cases free. Under the IndiaAI Mission, the government has launched AIRAWAT, a national AI compute platform, alongside iKosha, India’s national AI data treasury. Together, they give startups, researchers and universities access to high-end AI compute at a fraction of the cost charged by Amazon, Google or Microsoft. For public institutions, researchers and selected early-stage startups, access is heavily subsidised, and in some cases provided entirely free. This is a fundamental shift in how AI infrastructure is being built. On Western cloud platforms, AI compute is priced for multinational corporations with deep pockets. India has chosen a different route. Instead of locking AI behind expensive pay-per-use contracts, it has created shared national infrastructure, where GPUs are pooled and made available at cost. Startups do not need millions in venture capital just to train a model. Researchers are not forced into foreign cloud dependency. Innovation is not restricted to those who can afford Silicon Valley pricing. The rollout of tens of thousands of GPUs, many of them Nvidia, is not about stockpiling hardware. It is about democratising access to compute. India is making it clear that if you are building something useful, locally relevant, or public-facing, you should not be priced out of AI by Big Tech. This is why it matters globally. India is not trying to outspend the United States or China. It is doing something more disruptive: undercutting the cloud monopoly model by making AI infrastructure cheap, shared, and in some cases free. That is also why this development receives so little attention in Western tech media. This is iKosha, AIRAWAT, and a conscious move towards AI sovereignty — affordable, accessible, and designed for public good rather than corporate rent-seeking.$

The Indian Government just did something that has Silicon Valley terrified. India is not simply buying AI chips. It is deliberately making AI compute cheaper than Amazon, and in some cases free. Under the IndiaAI Mission, the government has launched AIRAWAT, a national AI compute platform, alongside iKosha, India’s national AI data treasury. Together, they give startups, researchers and universities access to high-end AI compute at a fraction of the cost charged by Amazon, Google or Microsoft. For public institutions, researchers and selected early-stage startups, access is heavily subsidised, and in some cases provided entirely free. This is a fundamental shift in how AI infrastructure is being built. On Western cloud platforms, AI compute is priced for multinational corporations with deep pockets. India has chosen a different route. Instead of locking AI behind expensive pay-per-use contracts, it has created shared national infrastructure, where GPUs are pooled and made available at cost. Startups do not need millions in venture capital just to train a model. Researchers are not forced into foreign cloud dependency. Innovation is not restricted to those who can afford Silicon Valley pricing. The rollout of tens of thousands of GPUs, many of them Nvidia, is not about stockpiling hardware. It is about democratising access to compute. India is making it clear that if you are building something useful, locally relevant, or public-facing, you should not be priced out of AI by Big Tech. This is why it matters globally. India is not trying to outspend the United States or China. It is doing something more disruptive: undercutting the cloud monopoly model by making AI infrastructure cheap, shared, and in some cases free. That is also why this development receives so little attention in Western tech media. This is iKosha, AIRAWAT, and a conscious move towards AI sovereignty — affordable, accessible, and designed for public good rather than corporate rent-seeking.

JIX5A

67,728 просмотров • 7 месяцев назад

You know why crime in India keeps finding room to grow? Because for many offenders, the fear of law is disappearing. Look at this reel allegedly posted by an accused while under police custody, handcuffed and travelling in a police vehicle. Instead of feeling the weight of the law, he appears comfortable enough to record content for social media. If this video is genuine, it raises serious questions: > How did a person in custody access a phone? > Why was filming allowed inside a police vehicle? > Were custodial protocols being followed? > What message does this send to victims and the public? The criminal justice system is not just about punishment… it is also about deterrence. When accused individuals can project an image of confidence, influence, or even celebrity status from custody, the deterrent effect of law is weakened. Crime rises not only because criminals exist, but because accountability appears uncertain. The rule of law must not only be enforced; it must be seen to be enforced. If this video is authentic, the authorities should investigate how it happened and fix the loopholes immediately.

You know why crime in India keeps finding room to grow? Because for many offenders, the fear of law is disappearing. Look at this reel allegedly posted by an accused while under police custody, handcuffed and travelling in a police vehicle. Instead of feeling the weight of the law, he appears comfortable enough to record content for social media. If this video is genuine, it raises serious questions: > How did a person in custody access a phone? > Why was filming allowed inside a police vehicle? > Were custodial protocols being followed? > What message does this send to victims and the public? The criminal justice system is not just about punishment… it is also about deterrence. When accused individuals can project an image of confidence, influence, or even celebrity status from custody, the deterrent effect of law is weakened. Crime rises not only because criminals exist, but because accountability appears uncertain. The rule of law must not only be enforced; it must be seen to be enforced. If this video is authentic, the authorities should investigate how it happened and fix the loopholes immediately.

Divya Gandotra Tandon

13,599 просмотров • 2 месяцев назад

A capital city is one thing that either brings pride or shame to a people. This is in the heart of Harare, and it shows the economic degradation of our country. I do not know how my fellow Zimbabweans feel watching sadza being cooked in the middle of the capital city like this, at a place where real and structured economic life used to be vibrant and thriving. This is what one of the once beautiful and industrialised African capital cities has been reduced to. And this is happening barely a kilometre from the president’s office and less than 500 metres from the mayor’s office. A capital city should reflect order, productivity, and dignity. Instead, what we are witnessing is the visible collapse of urban management and the slow decay of a city that once stood as a symbol of possibility all because of failed economic policies. This should bring shame to every right thinking Zimbabwean, regardless of political persuasion. This man, and many like him, are victims of a failed system. A society that cannot create opportunities for its people pushes them into this kind of undignified survival mode. What we are witnessing in this video is not individual failure, but the real human cost of economic collapse and broken governance.

A capital city is one thing that either brings pride or shame to a people. This is in the heart of Harare, and it shows the economic degradation of our country. I do not know how my fellow Zimbabweans feel watching sadza being cooked in the middle of the capital city like this, at a place where real and structured economic life used to be vibrant and thriving. This is what one of the once beautiful and industrialised African capital cities has been reduced to. And this is happening barely a kilometre from the president’s office and less than 500 metres from the mayor’s office. A capital city should reflect order, productivity, and dignity. Instead, what we are witnessing is the visible collapse of urban management and the slow decay of a city that once stood as a symbol of possibility all because of failed economic policies. This should bring shame to every right thinking Zimbabwean, regardless of political persuasion. This man, and many like him, are victims of a failed system. A society that cannot create opportunities for its people pushes them into this kind of undignified survival mode. What we are witnessing in this video is not individual failure, but the real human cost of economic collapse and broken governance.

Hopewell Chin’ono

47,352 просмотров • 5 месяцев назад

“Taxpayers Pay, Passengers Pray: Shocking State of Karnataka Government Buses” The condition of this North Western Karnataka Road Transport Corporation bus is deeply alarming and raises serious questions about passenger safety. Just by observing the bus from behind, it is clearly visible that the vehicle is moving in a zigzag manner. The bus body appears to be drifting in one direction, while the tyres seem to be moving in another. This is not a minor technical flaw it is a danger waiting to turn into a tragedy. Is this how public transport is supposed to function in Karnataka? Are passengers’ lives so cheap that such visibly unsafe vehicles are allowed to operate on public roads? One sudden brake, one sharp turn, or one pothole could result in a major accident. Hundreds of daily commuters students, workers, senior citizens are unknowingly being put at risk. How can transport officials ignore such an obvious safety hazard? Is there no routine inspection, no accountability, and no responsibility towards citizens? Or has human life become secondary to negligence, corruption, and poor governance? Citizens of Karnataka pay taxes expecting safe infrastructure and quality public services, not buses that look like they could collapse or overturn at any moment. If taxpayers’ money cannot ensure basic roadworthiness of government buses, then where exactly is that money going? This reflects a larger failure of the Government of Karnataka, particularly the transport administration under Ramalinga Reddy Grand announcements and slogans mean nothing if ground reality is this dangerous and irresponsible. Public transport is not a luxury it is a lifeline. Allowing such buses on roads is not just incompetence; it is criminal negligence. The government must stop treating safety audits as paperwork formalities and take immediate corrective action.Before another accident headline shocks the state, the authorities must answer one simple question: Are Karnataka citizens’ lives worth less than convenience and cost-cutting? Strict action, immediate inspection, and accountability are not optional they are long overdue. #bangalore #bengaluru #ksrtc खुरपेंच Megh Updates 🚨™ KSRTC DK Shivakumar Siddaramaiah ಬೆಂಗಳೂರು ನಗರ ಪೊಲೀಸ್‌ BengaluruCityPolice CP Bengaluru ಪೊಲೀಸ್ ಆಯುಕ್ತ ಬೆಂಗಳೂರು K Ramarajan IPS, SP Belagavi DGP KARNATAKA ಕರ್ನಾಟಕ ರಾಜ್ಯ ಪೊಲೀಸ್ Karnataka State Police S. Lalitha ChristinMathewPhilip

“Taxpayers Pay, Passengers Pray: Shocking State of Karnataka Government Buses” The condition of this North Western Karnataka Road Transport Corporation bus is deeply alarming and raises serious questions about passenger safety. Just by observing the bus from behind, it is clearly visible that the vehicle is moving in a zigzag manner. The bus body appears to be drifting in one direction, while the tyres seem to be moving in another. This is not a minor technical flaw it is a danger waiting to turn into a tragedy. Is this how public transport is supposed to function in Karnataka? Are passengers’ lives so cheap that such visibly unsafe vehicles are allowed to operate on public roads? One sudden brake, one sharp turn, or one pothole could result in a major accident. Hundreds of daily commuters students, workers, senior citizens are unknowingly being put at risk. How can transport officials ignore such an obvious safety hazard? Is there no routine inspection, no accountability, and no responsibility towards citizens? Or has human life become secondary to negligence, corruption, and poor governance? Citizens of Karnataka pay taxes expecting safe infrastructure and quality public services, not buses that look like they could collapse or overturn at any moment. If taxpayers’ money cannot ensure basic roadworthiness of government buses, then where exactly is that money going? This reflects a larger failure of the Government of Karnataka, particularly the transport administration under Ramalinga Reddy Grand announcements and slogans mean nothing if ground reality is this dangerous and irresponsible. Public transport is not a luxury it is a lifeline. Allowing such buses on roads is not just incompetence; it is criminal negligence. The government must stop treating safety audits as paperwork formalities and take immediate corrective action.Before another accident headline shocks the state, the authorities must answer one simple question: Are Karnataka citizens’ lives worth less than convenience and cost-cutting? Strict action, immediate inspection, and accountability are not optional they are long overdue. #bangalore #bengaluru #ksrtc खुरपेंच Megh Updates 🚨™ KSRTC DK Shivakumar Siddaramaiah ಬೆಂಗಳೂರು ನಗರ ಪೊಲೀಸ್‌ BengaluruCityPolice CP Bengaluru ಪೊಲೀಸ್ ಆಯುಕ್ತ ಬೆಂಗಳೂರು K Ramarajan IPS, SP Belagavi DGP KARNATAKA ಕರ್ನಾಟಕ ರಾಜ್ಯ ಪೊಲೀಸ್ Karnataka State Police S. Lalitha ChristinMathewPhilip

Karnataka Portfolio

28,761 просмотров • 9 месяцев назад

🚨 JUST NOW: President Trump is classifying the White House ballroom is a MILITARY imperative project, declaring a judge CANNOT be allowed stop construction GOOD! "One with Bomb Shelters, a State of the Art Hospital and Medical Facilities, Protective Partitioning, Top Secret Military Installations, Structures, and Equipment, Protective Missile Resistant Steel, Columns, Roofs, and Beams, Drone Proof Ceilings and Roofs, Military Grade Venting, and Bullet, Ballistic, and Blast Proof Glass —which all means that no future President, living in the White House without this Ballroom, can ever be Safe and Secure at Events, Future Inaugurations, or Global Summits." "This Magnificent Space will allow them to carry out their vital duties as the Leader of our Nation." "Furthermore, the Ballroom, which is being constructed on budget and ahead of schedule, is needed now. Almost all material necessary for its construction is being built and/or on its way to the site, ready for installation and erection." "Much of it has already been paid for, costing Hundreds of Millions of Dollars. If somebody, especially one with no standing, had a complaint — Why wasn’t it filed many months earlier, long before Construction was started?" "The Public Record was open for all to see. Everybody knew that it was planned, and going to be built. This highly political Judge, and his illegal overreach, is out of control, and costing our Nation greatly. This is a mockery to our Court System!" "The Ballroom is deeply important to our National Security, and no Judge can be allowed to stop this Historic and Militarily Imperative Project."

🚨 JUST NOW: President Trump is classifying the White House ballroom is a MILITARY imperative project, declaring a judge CANNOT be allowed stop construction GOOD! "One with Bomb Shelters, a State of the Art Hospital and Medical Facilities, Protective Partitioning, Top Secret Military Installations, Structures, and Equipment, Protective Missile Resistant Steel, Columns, Roofs, and Beams, Drone Proof Ceilings and Roofs, Military Grade Venting, and Bullet, Ballistic, and Blast Proof Glass —which all means that no future President, living in the White House without this Ballroom, can ever be Safe and Secure at Events, Future Inaugurations, or Global Summits." "This Magnificent Space will allow them to carry out their vital duties as the Leader of our Nation." "Furthermore, the Ballroom, which is being constructed on budget and ahead of schedule, is needed now. Almost all material necessary for its construction is being built and/or on its way to the site, ready for installation and erection." "Much of it has already been paid for, costing Hundreds of Millions of Dollars. If somebody, especially one with no standing, had a complaint — Why wasn’t it filed many months earlier, long before Construction was started?" "The Public Record was open for all to see. Everybody knew that it was planned, and going to be built. This highly political Judge, and his illegal overreach, is out of control, and costing our Nation greatly. This is a mockery to our Court System!" "The Ballroom is deeply important to our National Security, and no Judge can be allowed to stop this Historic and Militarily Imperative Project."

Eric Daugherty

454,850 просмотров • 4 месяцев назад

A blockchain project can be designed to be 100% technically decentralized, but if a single developer or a team within a single country controls the development and decision-making, the project may not be fully decentralized in terms of governance and decision-making. ## Differences between technical decentralization and governance decentralization - *Technical decentralization*: The blockchain project uses decentralized technology, such as distributed ledgers, to ensure transparency and security. - *Governance decentralization*: The blockchain project is managed and decided by a decentralized community, not by a single individual or organization. ## Conditions for a blockchain project to be considered decentralized For a blockchain project to be considered truly decentralized, it needs to meet both conditions: - *Technical decentralization*: Uses decentralized technology to ensure transparency and security. - *Decentralized governance*: Managed and decided by a decentralized community, with transparent and fair decision-making mechanisms. If a blockchain project only meets one of the above two conditions, it may not be fully decentralized. ## Building a 100% Decentralized Ecosystem: A New Model for the Future In the context of rapidly developing blockchain technology, building a 100% decentralized ecosystem is not only a goal but also an essential need. The SkyPirl (PIRL coin) project has pioneered the application of a decentralized model not only in terms of technology but also in terms of governance. This article will analyze and demonstrate the importance of this model and convince the community, developers and organizations to support this policy. ## Why 100% Decentralization is Necessary 100% decentralization ensures that no single individual or organization can control the entire system. This enhances transparency, security and fairness. When applied to an ecosystem this model will bring many benefits: - *Increased transparency*: With the decentralization of power and management by many organizations and individuals, the system will become more transparent. - *Higher security*: The use of multi-signature wallets and treasury management by many representatives will reduce security risks. - *Fairness and democracy*: The decentralized model ensures that all decisions are made fairly and democratically. ## SkyPirl's Decentralized Governance Model SkyPirl project has adopted a decentralized governance model from the beginning by: - *Decentralized development team*: Multiple development teams from different countries, ensuring that no single country or organization controls the entire project. - *Restrict developer power*: Developers are not allowed to hold websites, domains and social media channels, helping to disperse power. - *Use smart contracts and multi-signature wallets*: To ensure transparency and security in treasury management and transactions. ## Applying the Model to the Ecosystem The ecosystem will apply this 100% decentralized model to all projects. This includes: - *Decentralization of power*: Many organizations and individuals will participate in management and decision-making. - *Use multi-signature wallets*: To ensure security and transparency in treasury management. - *Representatives from organizations*: Organizations will send representatives to participate in management and decision-making. #SkyPirl #PIRL #PIRLmeet #SLOFI #CLO #2BearsExchange

A blockchain project can be designed to be 100% technically decentralized, but if a single developer or a team within a single country controls the development and decision-making, the project may not be fully decentralized in terms of governance and decision-making. ## Differences between technical decentralization and governance decentralization - Technical decentralization: The blockchain project uses decentralized technology, such as distributed ledgers, to ensure transparency and security. - Governance decentralization: The blockchain project is managed and decided by a decentralized community, not by a single individual or organization. ## Conditions for a blockchain project to be considered decentralized For a blockchain project to be considered truly decentralized, it needs to meet both conditions: - Technical decentralization: Uses decentralized technology to ensure transparency and security. - Decentralized governance: Managed and decided by a decentralized community, with transparent and fair decision-making mechanisms. If a blockchain project only meets one of the above two conditions, it may not be fully decentralized. ## Building a 100% Decentralized Ecosystem: A New Model for the Future In the context of rapidly developing blockchain technology, building a 100% decentralized ecosystem is not only a goal but also an essential need. The SkyPirl (PIRL coin) project has pioneered the application of a decentralized model not only in terms of technology but also in terms of governance. This article will analyze and demonstrate the importance of this model and convince the community, developers and organizations to support this policy. ## Why 100% Decentralization is Necessary 100% decentralization ensures that no single individual or organization can control the entire system. This enhances transparency, security and fairness. When applied to an ecosystem this model will bring many benefits: - Increased transparency: With the decentralization of power and management by many organizations and individuals, the system will become more transparent. - Higher security: The use of multi-signature wallets and treasury management by many representatives will reduce security risks. - Fairness and democracy: The decentralized model ensures that all decisions are made fairly and democratically. ## SkyPirl's Decentralized Governance Model SkyPirl project has adopted a decentralized governance model from the beginning by: - Decentralized development team: Multiple development teams from different countries, ensuring that no single country or organization controls the entire project. - Restrict developer power: Developers are not allowed to hold websites, domains and social media channels, helping to disperse power. - Use smart contracts and multi-signature wallets: To ensure transparency and security in treasury management and transactions. ## Applying the Model to the Ecosystem The ecosystem will apply this 100% decentralized model to all projects. This includes: - Decentralization of power: Many organizations and individuals will participate in management and decision-making. - Use multi-signature wallets: To ensure security and transparency in treasury management. - Representatives from organizations: Organizations will send representatives to participate in management and decision-making. #SkyPirl #PIRL #PIRLmeet #SLOFI #CLO #2BearsExchange

SkyPirl Official 🎈🎈

16,135 просмотров • 1 год назад