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Meteor hydrofoils are Soviet high-speed river passenger vessels (Projects 342/342E), designed in the late 1950s under Rostislav Alexeyev. These aluminum-hulled craft rise onto underwater foils, reaching speeds of around 65–77 km/h while carrying up to about 120 passengers. Over 400 were built and operated widely across the USSR and... show more

Bart 🌊⚓️

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78,812 views • 22 days ago •via X (Twitter)

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This video shows a Belgian Boeing Jetfoil departing Ostend. The Boeing 929 Jetfoil was developed by Boeing Marine Systems as a high-speed passenger hydrofoil that applied aerospace engineering principles to marine transport. Drawing on technology from earlier military hydrofoil projects such as the Tucumcari, the first commercial Jetfoil was launched in April 1974. These vessels featured fully submerged foils with automatic computer-controlled stabilization systems, gas-turbine engines, and waterjet propulsion. They could carry between roughly 250 and 316 passengers at cruising speeds of 42 to 50 knots while remaining remarkably stable in moderate seas. Boeing built approximately 26 to 28 of these craft at its Renton, Washington facility between 1974 and 1985 before exiting the hydrofoil business and licensing the design to Kawasaki Heavy Industries in Japan. The two Belgian examples, Princesse Clementine and Prinses Stephanie, entered service with Regie voor Maritiem Transport in 1981 on the Ostend–Dover route, where they reduced the crossing time to about one hour and forty minutes and operated until 1997.

This video shows a Belgian Boeing Jetfoil departing Ostend. The Boeing 929 Jetfoil was developed by Boeing Marine Systems as a high-speed passenger hydrofoil that applied aerospace engineering principles to marine transport. Drawing on technology from earlier military hydrofoil projects such as the Tucumcari, the first commercial Jetfoil was launched in April 1974. These vessels featured fully submerged foils with automatic computer-controlled stabilization systems, gas-turbine engines, and waterjet propulsion. They could carry between roughly 250 and 316 passengers at cruising speeds of 42 to 50 knots while remaining remarkably stable in moderate seas. Boeing built approximately 26 to 28 of these craft at its Renton, Washington facility between 1974 and 1985 before exiting the hydrofoil business and licensing the design to Kawasaki Heavy Industries in Japan. The two Belgian examples, Princesse Clementine and Prinses Stephanie, entered service with Regie voor Maritiem Transport in 1981 on the Ostend–Dover route, where they reduced the crossing time to about one hour and forty minutes and operated until 1997.

Bart 🌊⚓️

90,142 views • 23 days ago

🚨 GİRNE–TASUCU FERRY DISASTER | FULL CHRONOLOGY AND ALL RAW FOOTAGES ⛴️ 🌊 A passenger ferry capsized and sank off Northern Cyprus on Sunday, 30 August 2026. Here is the sequence of events as reported by officials. The privately operated high-speed catamaran Filo Jet (Filo Denizcilik, Turkish-flagged, ~40 m) had been scheduled to sail from Kyrenia (Girne) to Taşucu, Mersin, on Saturday but was delayed by poor weather. It departed Girne harbour at approximately 11:58–12:30 local time carrying 259 passengers and 8 crew (267 people in total). Most passengers were Turkish citizens. About 15 minutes after departure, roughly 4 nautical miles (7.5 km) offshore near Diana Beach, the vessel was struck by successive waves, began taking on water through the bow area, and capsized. Survivors later described water entering rapidly and some jumping into the sea. A distress call was issued. Coast Guard boats, helicopters, the passenger vessel Akgünler 3, civilian craft and later Turkish assets launched an immediate rescue. Passengers in life jackets clung to the overturned hull or floated nearby. By late afternoon the wreck had fully sunk to a depth of 514 metres. Turkish divers were requested to assist the search. Casualty figures were updated throughout the day. Officials ultimately reported 8 dead, approximately 237–242 rescued (some treated in hospital), and 17–19 still missing as night operations continued with helicopters, drones and additional vessels. None of the rescued were described as critically injured in later briefings. The captain and seven crew members were detained for questioning. TRNC authorities declared three days of national mourning and cancelled 30 August Victory Day events. Search-and-rescue operations were stated to continue without interruption. Investigation into weather, vessel condition and operational decisions is ongoing. #Girne #Taşucu #FiloJet #KKTC #KuzeyKıbrıs #FeribotKazası #AramaKurtarma #CyprusFerry

🚨 GİRNE–TASUCU FERRY DISASTER | FULL CHRONOLOGY AND ALL RAW FOOTAGES ⛴️ 🌊 A passenger ferry capsized and sank off Northern Cyprus on Sunday, 30 August 2026. Here is the sequence of events as reported by officials. The privately operated high-speed catamaran Filo Jet (Filo Denizcilik, Turkish-flagged, ~40 m) had been scheduled to sail from Kyrenia (Girne) to Taşucu, Mersin, on Saturday but was delayed by poor weather. It departed Girne harbour at approximately 11:58–12:30 local time carrying 259 passengers and 8 crew (267 people in total). Most passengers were Turkish citizens. About 15 minutes after departure, roughly 4 nautical miles (7.5 km) offshore near Diana Beach, the vessel was struck by successive waves, began taking on water through the bow area, and capsized. Survivors later described water entering rapidly and some jumping into the sea. A distress call was issued. Coast Guard boats, helicopters, the passenger vessel Akgünler 3, civilian craft and later Turkish assets launched an immediate rescue. Passengers in life jackets clung to the overturned hull or floated nearby. By late afternoon the wreck had fully sunk to a depth of 514 metres. Turkish divers were requested to assist the search. Casualty figures were updated throughout the day. Officials ultimately reported 8 dead, approximately 237–242 rescued (some treated in hospital), and 17–19 still missing as night operations continued with helicopters, drones and additional vessels. None of the rescued were described as critically injured in later briefings. The captain and seven crew members were detained for questioning. TRNC authorities declared three days of national mourning and cancelled 30 August Victory Day events. Search-and-rescue operations were stated to continue without interruption. Investigation into weather, vessel condition and operational decisions is ongoing. #Girne #Taşucu #FiloJet #KKTC #KuzeyKıbrıs #FeribotKazası #AramaKurtarma #CyprusFerry

Frankie™️🦅

1,301,288 views • 3 days ago

🇨🇳 CHINA'S MAGLEV HITS 700 KM/H IN 2 SECONDS - PLANNING 1,000 KM/H - WHILE AMERICA ARGUES ABOUT FIXING POTHOLES China just tested a maglev platform that accelerates to 700 km/h (435 mph) in 2 seconds. Target speed: 1,000 km/h (621 mph). That's faster than commercial aircraft. On the ground. The acceleration alone is borderline violent - 0 to 435 mph in two seconds is 9.8g. Fighter jet territory. Passengers would need specialized seating just to survive the launch. But let's address reality: This is a test platform. Prototype speeds don't mean operational trains. China announces ambitious projects constantly. Some materialize (their existing 430 km/h maglev in Shanghai works). Others disappear quietly. The pattern though? They're attempting scale nobody else is. High-speed rail connecting every major city. Maglev research pushed to extremes. Infrastructure spending that makes Western investment look microscopic. Meanwhile in America: Amtrak averages 105 km/h between cities. California's high-speed rail project started in 2008, burned $10+ billion, and hasn't moved a passenger. The fastest train in the U.S. hits 240 km/h for exactly one 54-mile stretch. China's going for 1,000 km/h. Even if they only achieve 800 km/h operationally, that's still triple America's maximum. Here's why this matters beyond trains: Infrastructure capacity signals industrial capability. If China can build and operate 1,000 km/h trains, they can manufacture the precision components, power systems, and control mechanisms that transfer to aerospace, military, and manufacturing. The U.S. won the 20th century partly because it built the Interstate Highway System when others couldn't. China's betting the 21st century winner will be whoever builds impossible infrastructure first. They might fail. Engineering challenges at 1,000 km/h are extreme - air resistance, track precision, emergency braking, passenger safety. But they're trying while America argues whether to fix the L train in New York. Even Chinese failure puts them ahead. You learn more from attempting the impossible than from successfully maintaining mediocrity. Source: Xinhua, CGTN

🇨🇳 CHINA'S MAGLEV HITS 700 KM/H IN 2 SECONDS - PLANNING 1,000 KM/H - WHILE AMERICA ARGUES ABOUT FIXING POTHOLES China just tested a maglev platform that accelerates to 700 km/h (435 mph) in 2 seconds. Target speed: 1,000 km/h (621 mph). That's faster than commercial aircraft. On the ground. The acceleration alone is borderline violent - 0 to 435 mph in two seconds is 9.8g. Fighter jet territory. Passengers would need specialized seating just to survive the launch. But let's address reality: This is a test platform. Prototype speeds don't mean operational trains. China announces ambitious projects constantly. Some materialize (their existing 430 km/h maglev in Shanghai works). Others disappear quietly. The pattern though? They're attempting scale nobody else is. High-speed rail connecting every major city. Maglev research pushed to extremes. Infrastructure spending that makes Western investment look microscopic. Meanwhile in America: Amtrak averages 105 km/h between cities. California's high-speed rail project started in 2008, burned $10+ billion, and hasn't moved a passenger. The fastest train in the U.S. hits 240 km/h for exactly one 54-mile stretch. China's going for 1,000 km/h. Even if they only achieve 800 km/h operationally, that's still triple America's maximum. Here's why this matters beyond trains: Infrastructure capacity signals industrial capability. If China can build and operate 1,000 km/h trains, they can manufacture the precision components, power systems, and control mechanisms that transfer to aerospace, military, and manufacturing. The U.S. won the 20th century partly because it built the Interstate Highway System when others couldn't. China's betting the 21st century winner will be whoever builds impossible infrastructure first. They might fail. Engineering challenges at 1,000 km/h are extreme - air resistance, track precision, emergency braking, passenger safety. But they're trying while America argues whether to fix the L train in New York. Even Chinese failure puts them ahead. You learn more from attempting the impossible than from successfully maintaining mediocrity. Source: Xinhua, CGTN

Mario Nawfal

818,316 views • 8 months ago

Can Venezuela withstand the attack after Trump's green light? Initially, the targets would be Venezuelan radars, which would be attacked by American drones, disabling the anti-aircraft defenses. Venezuela does not have a dedicated drone interception system, which could be a crucial vulnerability. Iglas and RBS 70 are the only options to attack drones flying at max 5,000m altitude. Regarding the radars, Venezuela is operating only a little over half of its systems, which are Russian and Chinese models. American radars are partially operational. - HK-JM2: Chinese; 500 km; Long-range defense; Operational. - JYL-1: Chinese; 470 km; Long-range 3D; 7+ units; Operational. - JY-11B: Chinese; 450 km; 3D UHF; Multiple units; Operational. - TPS-70: American; 370 km; Mobile surveillance; Unknown status; Partially operational. - 36D6 Tin Shield: Russian; 300 km; 3D detection; Operational. - TPS-43: American; 360 km; Air surveillance; Unknown status; Possibly inoperative. These radars are also critical for the operation of Venezuelan drones and antiship missiles, which are quite numerous. Venezuelan Aerial Drones (Iranian, Russian, and Domestic): - Arpía 1/ANSU-100 (Mohajer-2): Iranian/local; Range: 50 km; Speed: 200 km/h; Dozens in use. - Orlan-10: Russian; Range: 120 km; Speed: 150 km/h. - Qods Mohajer/Mersad: Iranian; Range: 50 km; Speed: 200 km/h. - ANT-3X Gavilán: Venezuelan; Range: 120 km; Speed: 150 km/h. - Mohajer-6: Iranian; Range: 2,000 km; Speed: 200 km/h. - ANSU-200: Venezuelan/Iranian; Range: 500 km; Speed: 200 km/h (experimental). - Zamora V-1 (Shahed-136): Venezuelan; Range: 30 km; Speed: 150 km/h. Venezuelan Marine Drones (Domestic and Confirmed): - RAMMAX: Venezuelan; Range: 20 km; Speed: 20 km/h; (coastal patrol). - Iranian-Modified USVs (Peykaap III): Range: 50 km; Speed: 50 km/h. Chinese Marine Drones (Some unconfirmed): - Yunzhou: Chinese; Range: 740 km; Speed: 85 km/h (high-speed). - Cavalry A150: Chinese; Range: 500 km; Speed: 40 km/h. - Lanjing: Chinese; Range: 600 km; Speed: 74 km/h (submersible). - Scout S45: Chinese; Range: 350 km; Speed: 40 km/h. - Anti-mine UAV: Chinese; Range: 200 km; Speed: 40 km/h. Venezuelan Anti-Ship Missiles: - Kh-35 variants: Russian; Range: 130–300 km; Speed: Mach 0.8. - C-802/YJ-83: Chinese; Range: 180 km; Speed: Mach 0.9. - Kh-31 variants: Russian; Range: 110–250 km; Speed: Mach 3.5; Quantity: 20–50 (Su-30MK2, 2025). - CM-90 (Nasir-1): Iranian; Range: 90 km; Speed: Mach 0.85. Venezuelan Boats with Anti-Ship Missiles: - Nasr-1: Peykaap/IRGC swarms; Range: 90 km; Speed: Mach 0.85. - Fajr-3: Fast, asymmetric boats; Range: 25 km; Speed: Mach 0.7. Regarding vessels, the biggest threat from Venezuela are Iranian fast attack boats and their anti-ship missiles. I see no space for the rest of the navy to operate in this scenario. They might not even leave the naval bases. Even with the U.S. deploying a partial force, it's far beyond Venezuelan capabilities, but I repeat: If the Venezuelan military agrees to fight, these anti-ship missiles and drones will give the American fleet a hard time. Yemen has far less against a much larger task force and still made a significant impact. The defense systems as S300VM, Buk-2M and Pechoras were deployed around several cities. Maduro isn't as popular as Chavez was, and Venezuela is going through a tough time now, without even the support of its neighbors, something that wasn't the case in the past.

Can Venezuela withstand the attack after Trump's green light? Initially, the targets would be Venezuelan radars, which would be attacked by American drones, disabling the anti-aircraft defenses. Venezuela does not have a dedicated drone interception system, which could be a crucial vulnerability. Iglas and RBS 70 are the only options to attack drones flying at max 5,000m altitude. Regarding the radars, Venezuela is operating only a little over half of its systems, which are Russian and Chinese models. American radars are partially operational. - HK-JM2: Chinese; 500 km; Long-range defense; Operational. - JYL-1: Chinese; 470 km; Long-range 3D; 7+ units; Operational. - JY-11B: Chinese; 450 km; 3D UHF; Multiple units; Operational. - TPS-70: American; 370 km; Mobile surveillance; Unknown status; Partially operational. - 36D6 Tin Shield: Russian; 300 km; 3D detection; Operational. - TPS-43: American; 360 km; Air surveillance; Unknown status; Possibly inoperative. These radars are also critical for the operation of Venezuelan drones and antiship missiles, which are quite numerous. Venezuelan Aerial Drones (Iranian, Russian, and Domestic): - Arpía 1/ANSU-100 (Mohajer-2): Iranian/local; Range: 50 km; Speed: 200 km/h; Dozens in use. - Orlan-10: Russian; Range: 120 km; Speed: 150 km/h. - Qods Mohajer/Mersad: Iranian; Range: 50 km; Speed: 200 km/h. - ANT-3X Gavilán: Venezuelan; Range: 120 km; Speed: 150 km/h. - Mohajer-6: Iranian; Range: 2,000 km; Speed: 200 km/h. - ANSU-200: Venezuelan/Iranian; Range: 500 km; Speed: 200 km/h (experimental). - Zamora V-1 (Shahed-136): Venezuelan; Range: 30 km; Speed: 150 km/h. Venezuelan Marine Drones (Domestic and Confirmed): - RAMMAX: Venezuelan; Range: 20 km; Speed: 20 km/h; (coastal patrol). - Iranian-Modified USVs (Peykaap III): Range: 50 km; Speed: 50 km/h. Chinese Marine Drones (Some unconfirmed): - Yunzhou: Chinese; Range: 740 km; Speed: 85 km/h (high-speed). - Cavalry A150: Chinese; Range: 500 km; Speed: 40 km/h. - Lanjing: Chinese; Range: 600 km; Speed: 74 km/h (submersible). - Scout S45: Chinese; Range: 350 km; Speed: 40 km/h. - Anti-mine UAV: Chinese; Range: 200 km; Speed: 40 km/h. Venezuelan Anti-Ship Missiles: - Kh-35 variants: Russian; Range: 130–300 km; Speed: Mach 0.8. - C-802/YJ-83: Chinese; Range: 180 km; Speed: Mach 0.9. - Kh-31 variants: Russian; Range: 110–250 km; Speed: Mach 3.5; Quantity: 20–50 (Su-30MK2, 2025). - CM-90 (Nasir-1): Iranian; Range: 90 km; Speed: Mach 0.85. Venezuelan Boats with Anti-Ship Missiles: - Nasr-1: Peykaap/IRGC swarms; Range: 90 km; Speed: Mach 0.85. - Fajr-3: Fast, asymmetric boats; Range: 25 km; Speed: Mach 0.7. Regarding vessels, the biggest threat from Venezuela are Iranian fast attack boats and their anti-ship missiles. I see no space for the rest of the navy to operate in this scenario. They might not even leave the naval bases. Even with the U.S. deploying a partial force, it's far beyond Venezuelan capabilities, but I repeat: If the Venezuelan military agrees to fight, these anti-ship missiles and drones will give the American fleet a hard time. Yemen has far less against a much larger task force and still made a significant impact. The defense systems as S300VM, Buk-2M and Pechoras were deployed around several cities. Maduro isn't as popular as Chavez was, and Venezuela is going through a tough time now, without even the support of its neighbors, something that wasn't the case in the past.

Patricia Marins

99,420 views • 11 months ago

"Accidents don't just happen, they are caused". That was one of the first driving lessons I got from my dad as a teenager. He taught me on the need to "have control" over the vehicle. That the lesser the speed, the more control you have and the higher the speed, the less control you have to manoeuvre the vehicle in case of any emergency. Those words remain engraved in my mind whenever I am driving. Today we mourn two young men who lost their lives in a preventable ghastly motor accident. No matter how you analyse it, whether or not you think the emergency rescue system was good enough, one thing is certain, the accident would not have happened if the driver was not over speeding. This is obvious from the damage to the car and the nature of the injuries to the dead. According to Nigeria’s National Road Traffic Regulations (as enforced by the FRSC), the standard maximum speed limit for cars on expressways (like the Lagos–Ibadan Expressway) is generally 100 km/h under ideal conditions. Taxis and buses are typically limited to around 90 km/h, while heavy vehicles (like tankers/trailers) are limited to lower speeds (≈60 km/h) depending on vehicle type. These regulatory limits are the default for expressways unless otherwise signed or enforced locally. According to the NBS, 5 out of every 10 accidents in Nigeria are caused by overspending. 80% of the casualties are male. If Nigerians just do the minimum by keeping to speed limits, the number of accidents recorded yearly will be reduced by half and maybe, (no scratch that) certainly, we will ensure more men and women make it home alive to their loved ones.

"Accidents don't just happen, they are caused". That was one of the first driving lessons I got from my dad as a teenager. He taught me on the need to "have control" over the vehicle. That the lesser the speed, the more control you have and the higher the speed, the less control you have to manoeuvre the vehicle in case of any emergency. Those words remain engraved in my mind whenever I am driving. Today we mourn two young men who lost their lives in a preventable ghastly motor accident. No matter how you analyse it, whether or not you think the emergency rescue system was good enough, one thing is certain, the accident would not have happened if the driver was not over speeding. This is obvious from the damage to the car and the nature of the injuries to the dead. According to Nigeria’s National Road Traffic Regulations (as enforced by the FRSC), the standard maximum speed limit for cars on expressways (like the Lagos–Ibadan Expressway) is generally 100 km/h under ideal conditions. Taxis and buses are typically limited to around 90 km/h, while heavy vehicles (like tankers/trailers) are limited to lower speeds (≈60 km/h) depending on vehicle type. These regulatory limits are the default for expressways unless otherwise signed or enforced locally. According to the NBS, 5 out of every 10 accidents in Nigeria are caused by overspending. 80% of the casualties are male. If Nigerians just do the minimum by keeping to speed limits, the number of accidents recorded yearly will be reduced by half and maybe, (no scratch that) certainly, we will ensure more men and women make it home alive to their loved ones.

Yinka Ogunnubi

20,745 views • 8 months ago

🚨🇮🇷 US NAVY IN PANIC: MEET IRAN'S HIGH-SPEED TORPEDOES Iran's supercavitating Hoot torpedoes render intercepts virtually impossible for adversaries, helping Iran to maintain control over the Strait of Hormuz. 🔸 The speed of a Hoot torpedo reaches 360 km/h (or 100 meters per second) underwater. 🔸 Drawing from the Soviet VA-111 Shkval's M-5 rocket, these weapons employ a nose cavitator to generate a persistent vacuum zone where water vaporizes into a stabilizing gas bubble, powered by reactive engine exhaust that cuts drag dramatically. 🔸 With a 10-13 km range, Hoot disrupts the Hormuz power dynamics by slashing enemy reaction times, overwhelming traditional ship-based anti-torpedo defenses and forcing a rethink of naval tactics. 🔸 Islamic Revolutionary Guard Forces' secretive underground bases conceal high-speed boats alongside Hoot carriers and anti-ship missiles, enabling stealthy deployments that slip past US Virginia-class subs and P-8A Poseidon surveillance buoys across the strait's 20-65 km span from Iranian shores. 🔸 The Hoot torpedo is one of the main reasons the US Navy has consistently declined requests for direct military escorts of commercial ships through the strait. The danger of a swift and nearly unavoidable attack from high-speed underwater missiles makes such missions too risky for US destroyers and frigates. The Hoot acts as a powerful tactical and strategic weapon of deterrence to effectively influence the security of shipping in a vital region for the global economy. Do you think Iran’s Hoot torpedoes could sink a US aircraft carrier?

🚨🇮🇷 US NAVY IN PANIC: MEET IRAN'S HIGH-SPEED TORPEDOES Iran's supercavitating Hoot torpedoes render intercepts virtually impossible for adversaries, helping Iran to maintain control over the Strait of Hormuz. 🔸 The speed of a Hoot torpedo reaches 360 km/h (or 100 meters per second) underwater. 🔸 Drawing from the Soviet VA-111 Shkval's M-5 rocket, these weapons employ a nose cavitator to generate a persistent vacuum zone where water vaporizes into a stabilizing gas bubble, powered by reactive engine exhaust that cuts drag dramatically. 🔸 With a 10-13 km range, Hoot disrupts the Hormuz power dynamics by slashing enemy reaction times, overwhelming traditional ship-based anti-torpedo defenses and forcing a rethink of naval tactics. 🔸 Islamic Revolutionary Guard Forces' secretive underground bases conceal high-speed boats alongside Hoot carriers and anti-ship missiles, enabling stealthy deployments that slip past US Virginia-class subs and P-8A Poseidon surveillance buoys across the strait's 20-65 km span from Iranian shores. 🔸 The Hoot torpedo is one of the main reasons the US Navy has consistently declined requests for direct military escorts of commercial ships through the strait. The danger of a swift and nearly unavoidable attack from high-speed underwater missiles makes such missions too risky for US destroyers and frigates. The Hoot acts as a powerful tactical and strategic weapon of deterrence to effectively influence the security of shipping in a vital region for the global economy. Do you think Iran’s Hoot torpedoes could sink a US aircraft carrier?

NewRulesGeopolitics

60,524 views • 5 months ago

Somali society has historically been organised around two major clan families: Dir and Daarood. Like all clans and sub-clans, these identities have evolved over time. According to the late Somali anthropologist Professor Mohamed Abdi Gaandi, clans rise and decline through historical processes, with some gaining influence while others diminish. Within this process, some groups developed distinct identities, internal structures, and political organisations. For example, Isaaq and Hawiye became recognised as independent clan families, as they are believed to have once been associated with the Dir lineage. Thus, this process has made the Dir weaker and less significant in today’s political and societal power structures. According to the late Professor Mohamed Gaandi, clans, like any modern state, have defined territories, symbols such as a state flag, populations, economies, and manpower. In this context, the Dir, despite having an ancient lineage like the Daarood, has experienced a loss of territorial influence—not because territories were taken away by other clans, but because members of its own sub-clans who occupy territories under its historical authority have reached a stage where they can claim to be independent, despite the arguments of elders emphasising shared history and claims of Dir lineage. The name Hawiye, pronounced Hawiyya in Oromo, is believed by some to have possible links to Oromo origins. However, this does not mean that all communities identifying as Hawiye or Hawiyaa today are of Oromo origin. Such questions require deeper linguistic, historical, and genealogical research. Likewise, there are Oromo communities and groups who associate themselves with Somali ancestry or have historical links with Somali clans.

Somali society has historically been organised around two major clan families: Dir and Daarood. Like all clans and sub-clans, these identities have evolved over time. According to the late Somali anthropologist Professor Mohamed Abdi Gaandi, clans rise and decline through historical processes, with some gaining influence while others diminish. Within this process, some groups developed distinct identities, internal structures, and political organisations. For example, Isaaq and Hawiye became recognised as independent clan families, as they are believed to have once been associated with the Dir lineage. Thus, this process has made the Dir weaker and less significant in today’s political and societal power structures. According to the late Professor Mohamed Gaandi, clans, like any modern state, have defined territories, symbols such as a state flag, populations, economies, and manpower. In this context, the Dir, despite having an ancient lineage like the Daarood, has experienced a loss of territorial influence—not because territories were taken away by other clans, but because members of its own sub-clans who occupy territories under its historical authority have reached a stage where they can claim to be independent, despite the arguments of elders emphasising shared history and claims of Dir lineage. The name Hawiye, pronounced Hawiyya in Oromo, is believed by some to have possible links to Oromo origins. However, this does not mean that all communities identifying as Hawiye or Hawiyaa today are of Oromo origin. Such questions require deeper linguistic, historical, and genealogical research. Likewise, there are Oromo communities and groups who associate themselves with Somali ancestry or have historical links with Somali clans.

M-Amiin Wacdar

10,972 views • 1 month ago

Over the past 47 years, the Iranian regime has built an extensive network of so-called “Underground Rocket Cities.” Some of these, such as those near Yazd, are reportedly constructed up to 500 meters deep beneath granite mountains. These heavily fortified complexes are used to store a vast arsenal of rockets. The regime openly boasts about these facilities, claiming that dozens of such inaccessible storage sites exist across the country. Many of these rockets have long-range capabilities, capable of reaching targets in Europe and potentially even the United States. This is not a defensive posture—it is a deliberate strategy of escalation and intimidation. A regime that destabilizes its own region and attacks neighboring countries will show no restraint toward what it consistently labels the “corrupt West.” The question is no longer whether this is a threat, but how long the world will continue to ignore it. How do we defend ourselves against this? These underground installations are extremely difficult to neutralize with conventional means. As long as this regime remains in power, it will continue to expand and refine its military capabilities. Any temporary solution is merely postponing a larger crisis. Regime change is the only sustainable solution. The international community must stop responding with half measures and face reality. Countries such as Saudi Arabia and the United Arab Emirates already recognize this threat. The West cannot afford to lag behind. Any further hesitation is a strategic miscalculation. #RegimeChangeInIran

Over the past 47 years, the Iranian regime has built an extensive network of so-called “Underground Rocket Cities.” Some of these, such as those near Yazd, are reportedly constructed up to 500 meters deep beneath granite mountains. These heavily fortified complexes are used to store a vast arsenal of rockets. The regime openly boasts about these facilities, claiming that dozens of such inaccessible storage sites exist across the country. Many of these rockets have long-range capabilities, capable of reaching targets in Europe and potentially even the United States. This is not a defensive posture—it is a deliberate strategy of escalation and intimidation. A regime that destabilizes its own region and attacks neighboring countries will show no restraint toward what it consistently labels the “corrupt West.” The question is no longer whether this is a threat, but how long the world will continue to ignore it. How do we defend ourselves against this? These underground installations are extremely difficult to neutralize with conventional means. As long as this regime remains in power, it will continue to expand and refine its military capabilities. Any temporary solution is merely postponing a larger crisis. Regime change is the only sustainable solution. The international community must stop responding with half measures and face reality. Countries such as Saudi Arabia and the United Arab Emirates already recognize this threat. The West cannot afford to lag behind. Any further hesitation is a strategic miscalculation. #RegimeChangeInIran

Darya Safai MP

28,025 views • 5 months ago

Why Does Indonesia Have a 350 km/h Fast Train While Australia Still Struggles With Average-Speed Rail? By Jamie McIntyre, Political Commentator, Australian National Review One of the biggest surprises of my recent visit to Indonesia wasn’t the new capital city of Nusantara or Jakarta’s relentless pace. It was boarding the Whoosh high-speed train between Jakarta and Bandung. The experience was extraordinary. In just around 30 minutes, we travelled between two major cities at speeds reaching approximately 350 km/h. The journey was smooth, quiet and every bit as impressive as the high-speed rail systems I’ve experienced elsewhere in Asia. What struck me wasn’t simply Indonesia’s achievement. It was Australia’s failure. Indonesia is still commonly described as a developing nation, yet it has managed to build one of Southeast Asia’s most advanced transport systems while Australia, one of the wealthiest countries in the world on a per capita basis, still cannot deliver even ordinary passenger rail between many of its major population centres. Perhaps before politicians start talking about futuristic high-speed rail, Australia should first learn how to build an average-speed train. Take the Brisbane to Gold Coast corridor. The two cities are only around 70 kilometres apart. An ordinary modern passenger train travelling at about 120 km/h could complete much of that journey in around 30 to 40 minutes, transforming daily commuting for hundreds of thousands of people. Instead, commuters often spend 70 to 90 minutes on today’s rail services, and considerably longer if travelling by car during peak-hour gridlock. That isn’t simply inconvenient. It is an enormous drag on productivity, quality of life and economic growth. Every extra hour spent sitting in traffic is an hour not spent with family, running a business or contributing to the economy. Meanwhile, Indonesia has leapfrogged into the future. The country’s Whoosh high-speed railway demonstrates what can be achieved when governments decide that modern infrastructure is an investment rather than merely another political announcement. Australia has spent decades discussing high-speed rail. We’ve commissioned study after study, produced glossy reports and made election promises. Yet little changes. Australians deserve to ask an uncomfortable question. How can Indonesia build a 350 km/h railway while Australia still struggles to provide reliable, average-speed rail between nearby cities? Infrastructure should not be viewed through a political lens. It should be viewed through an economic one. -Faster transport means higher productivity. -It expands labour markets. -It reduces congestion. -It increases property values around transport hubs. -It attracts investment. -It improves tourism. Most importantly, it gives people back something increasingly valuable: time. Australia has the engineering expertise. It has the financial capacity. What appears to be missing is the political will. Watching Indonesia’s sleek high-speed train glide effortlessly across Java was inspiring. It also served as a reminder that Australia’s infrastructure ambitions have become far too modest. Perhaps it’s time to stop debating whether Australia can build world-class rail and instead start asking why nations with fewer resources are already doing it. Until then, Australians will continue watching other countries race ahead while we remain stuck in traffic.

Why Does Indonesia Have a 350 km/h Fast Train While Australia Still Struggles With Average-Speed Rail? By Jamie McIntyre, Political Commentator, Australian National Review One of the biggest surprises of my recent visit to Indonesia wasn’t the new capital city of Nusantara or Jakarta’s relentless pace. It was boarding the Whoosh high-speed train between Jakarta and Bandung. The experience was extraordinary. In just around 30 minutes, we travelled between two major cities at speeds reaching approximately 350 km/h. The journey was smooth, quiet and every bit as impressive as the high-speed rail systems I’ve experienced elsewhere in Asia. What struck me wasn’t simply Indonesia’s achievement. It was Australia’s failure. Indonesia is still commonly described as a developing nation, yet it has managed to build one of Southeast Asia’s most advanced transport systems while Australia, one of the wealthiest countries in the world on a per capita basis, still cannot deliver even ordinary passenger rail between many of its major population centres. Perhaps before politicians start talking about futuristic high-speed rail, Australia should first learn how to build an average-speed train. Take the Brisbane to Gold Coast corridor. The two cities are only around 70 kilometres apart. An ordinary modern passenger train travelling at about 120 km/h could complete much of that journey in around 30 to 40 minutes, transforming daily commuting for hundreds of thousands of people. Instead, commuters often spend 70 to 90 minutes on today’s rail services, and considerably longer if travelling by car during peak-hour gridlock. That isn’t simply inconvenient. It is an enormous drag on productivity, quality of life and economic growth. Every extra hour spent sitting in traffic is an hour not spent with family, running a business or contributing to the economy. Meanwhile, Indonesia has leapfrogged into the future. The country’s Whoosh high-speed railway demonstrates what can be achieved when governments decide that modern infrastructure is an investment rather than merely another political announcement. Australia has spent decades discussing high-speed rail. We’ve commissioned study after study, produced glossy reports and made election promises. Yet little changes. Australians deserve to ask an uncomfortable question. How can Indonesia build a 350 km/h railway while Australia still struggles to provide reliable, average-speed rail between nearby cities? Infrastructure should not be viewed through a political lens. It should be viewed through an economic one. -Faster transport means higher productivity. -It expands labour markets. -It reduces congestion. -It increases property values around transport hubs. -It attracts investment. -It improves tourism. Most importantly, it gives people back something increasingly valuable: time. Australia has the engineering expertise. It has the financial capacity. What appears to be missing is the political will. Watching Indonesia’s sleek high-speed train glide effortlessly across Java was inspiring. It also served as a reminder that Australia’s infrastructure ambitions have become far too modest. Perhaps it’s time to stop debating whether Australia can build world-class rail and instead start asking why nations with fewer resources are already doing it. Until then, Australians will continue watching other countries race ahead while we remain stuck in traffic.

jamiemcintyre

10,930 views • 2 months ago

Several old documentaries on the River Ganga are being widely circulated as if they reflect present conditions. The River Monsters episode featuring Jeremy Wade was filmed in 2017-18. The BBC One Ganga programme with Sue Perkins aired around 2018. The BBC video featuring Dhruv Rathee dates to 2019. All three are archival, yet are resurfacing together without clear timeline disclosure, creating the impression of current reality. What is often missing alongside these videos is what has changed since then. Haridwar and Rishikesh have completed projects creating around 100 MLD of treatment capacity. Varanasi has implemented 8 of its 10 sanctioned projects covering 255 MLD, integrated with riverfront development and real-time monitoring. Patna has brought major drains such as Digha and Kankarbagh under large STP networks totalling over 150 MLD. Publicly available data shows that across the Ganga basin, more than 340 projects now stand completed, adding over 6,500 MLD of sewage treatment capacity. When archival content clusters together while current systems and outcomes go unmentioned, it raises fair questions about timing, amplification, and narrative framing. #GangaFactsFirst

Several old documentaries on the River Ganga are being widely circulated as if they reflect present conditions. The River Monsters episode featuring Jeremy Wade was filmed in 2017-18. The BBC One Ganga programme with Sue Perkins aired around 2018. The BBC video featuring Dhruv Rathee dates to 2019. All three are archival, yet are resurfacing together without clear timeline disclosure, creating the impression of current reality. What is often missing alongside these videos is what has changed since then. Haridwar and Rishikesh have completed projects creating around 100 MLD of treatment capacity. Varanasi has implemented 8 of its 10 sanctioned projects covering 255 MLD, integrated with riverfront development and real-time monitoring. Patna has brought major drains such as Digha and Kankarbagh under large STP networks totalling over 150 MLD. Publicly available data shows that across the Ganga basin, more than 340 projects now stand completed, adding over 6,500 MLD of sewage treatment capacity. When archival content clusters together while current systems and outcomes go unmentioned, it raises fair questions about timing, amplification, and narrative framing. #GangaFactsFirst

News Algebra

19,586 views • 6 months ago

At least nine people have died after a cruise boat operated by the Madhya Pradesh tourism department capsized in Bargi Dam on the Narmada river near Jabalpur on Thursday evening. Officials said the vessel, carrying around 43 passengers including crew members, overturned after being caught in a sudden and severe storm. The weather changed abruptly around 6pm, with wind speeds reported between 60–70 kmph, creating turbulent conditions in the dam. Authorities said the high-velocity winds likely destabilised the boat, causing it to lose control and capsize. Search and rescue operations continued late into Thursday night with teams from the National Disaster Response Force (NDRF), state disaster units and local administration deployed at the site. The death toll rose to nine after additional bodies were recovered on Friday. Several survivors have alleged lapses in safety measures, claiming life jackets were distributed only after the vessel began sinking. “There were no visible safety measures during the journey. Panic broke out when the cruise started sinking, and only then were life jackets handed out,” said one survivor, Julius, who lost his wife in the incident. His daughter and grandson are still missing. Another eyewitness, Samrat, said strong winds were already visible before the capsize. “We told the boat operator to turn back, but he did not listen. The boat capsized mid-dam. We managed to rescue around 15–16 people,” he said. Officials said a detailed investigation will examine whether safety protocols were followed, including the timing of life jacket distribution and the decision to continue operations despite deteriorating weather conditions. Bargi Dam, one of the earliest major hydroelectric and irrigation projects on the Narmada, is a popular tourist site located around 40 km from Jabalpur.

At least nine people have died after a cruise boat operated by the Madhya Pradesh tourism department capsized in Bargi Dam on the Narmada river near Jabalpur on Thursday evening. Officials said the vessel, carrying around 43 passengers including crew members, overturned after being caught in a sudden and severe storm. The weather changed abruptly around 6pm, with wind speeds reported between 60–70 kmph, creating turbulent conditions in the dam. Authorities said the high-velocity winds likely destabilised the boat, causing it to lose control and capsize. Search and rescue operations continued late into Thursday night with teams from the National Disaster Response Force (NDRF), state disaster units and local administration deployed at the site. The death toll rose to nine after additional bodies were recovered on Friday. Several survivors have alleged lapses in safety measures, claiming life jackets were distributed only after the vessel began sinking. “There were no visible safety measures during the journey. Panic broke out when the cruise started sinking, and only then were life jackets handed out,” said one survivor, Julius, who lost his wife in the incident. His daughter and grandson are still missing. Another eyewitness, Samrat, said strong winds were already visible before the capsize. “We told the boat operator to turn back, but he did not listen. The boat capsized mid-dam. We managed to rescue around 15–16 people,” he said. Officials said a detailed investigation will examine whether safety protocols were followed, including the timing of life jacket distribution and the decision to continue operations despite deteriorating weather conditions. Bargi Dam, one of the earliest major hydroelectric and irrigation projects on the Narmada, is a popular tourist site located around 40 km from Jabalpur.

Hate Detector 🔍

19,008 views • 4 months ago

Last night, I took a sleeper coach from Wuhan back to Beijing. As the train crossed the Wuhan Yangtze River Bridge, I was surprised to find the view outside the window breathtakingly beautiful. The planning for the construction of the Wuhan Yangtze River Bridge began in the late Qing Dynasty. When Sun Yat-sen (孙中山), who established the Republic of China, arrived in Wuhan after the revolution, he gave a speech at Snake Hill (蛇山) by the Yangtze River, where he also mentioned the idea of building a bridge across the river. Between 1913 and 1948, there were four rounds of surveying, site selection, and design, with experts from the United States, the United Kingdom, Germany, Japan, and other countries participating. However, the plans were shelved multiple times due to technological challenges, economic issues and war turmoil. A local saying once mocked the efforts: "The Yellow River's waters, the Yangtze River's bridge, can't be tamed, can't be built." Construction began in September 1955, and it was completed at twice the originally planned speed. It officially opened to traffic in October 1957. The bridge was chiefly designed and built by Chinese, although there was participation from renowned Soviet specialists. However, many details, such as the pavilion-like bridgeheads, reflect Chinese aesthetic characteristics. Its starting point is the same Snake Hill where Sun Yat-sen once spoke of his hope for a bridge across the river and ends at the Turtle Hill (龟山) across the river. It is also the first permanent bridge to span the Yangtze River in Chinese history. In 2013, it was listed as a national historic site. In the distance is the Wuhan Yangtze River Second Bridge, completed in 1995, 40 years after the construction of the Wuhan Yangtze River Bridge. However, today, Wuhan has more than a dozen bridges and tunnels crossing the Yangtze River. The bridge's story is more than just about its construction. Nearby, Sun Quan (孙权) built a castle, whose watchtower became one of China's most famous towers, the Yellow Crane Tower (黄鹤楼); the defiant scholar Mi Heng (祢衡) wrote the Parrot Eulogy; and Li Bai (李白), one of China's greatest poets, spoke romantically of the plum blossoms falling in May in Wuhan the river town (江城五月落梅花). Crossing the river of history. From the unfulfilled dreams to the plethora of bridges today, Wuhan weaves a picture of the eras with resilience and commitment. As for me, I was fortunate enough to witness the ceaseless pulse and vitality of this heroic city on this bustling night.

Last night, I took a sleeper coach from Wuhan back to Beijing. As the train crossed the Wuhan Yangtze River Bridge, I was surprised to find the view outside the window breathtakingly beautiful. The planning for the construction of the Wuhan Yangtze River Bridge began in the late Qing Dynasty. When Sun Yat-sen (孙中山), who established the Republic of China, arrived in Wuhan after the revolution, he gave a speech at Snake Hill (蛇山) by the Yangtze River, where he also mentioned the idea of building a bridge across the river. Between 1913 and 1948, there were four rounds of surveying, site selection, and design, with experts from the United States, the United Kingdom, Germany, Japan, and other countries participating. However, the plans were shelved multiple times due to technological challenges, economic issues and war turmoil. A local saying once mocked the efforts: "The Yellow River's waters, the Yangtze River's bridge, can't be tamed, can't be built." Construction began in September 1955, and it was completed at twice the originally planned speed. It officially opened to traffic in October 1957. The bridge was chiefly designed and built by Chinese, although there was participation from renowned Soviet specialists. However, many details, such as the pavilion-like bridgeheads, reflect Chinese aesthetic characteristics. Its starting point is the same Snake Hill where Sun Yat-sen once spoke of his hope for a bridge across the river and ends at the Turtle Hill (龟山) across the river. It is also the first permanent bridge to span the Yangtze River in Chinese history. In 2013, it was listed as a national historic site. In the distance is the Wuhan Yangtze River Second Bridge, completed in 1995, 40 years after the construction of the Wuhan Yangtze River Bridge. However, today, Wuhan has more than a dozen bridges and tunnels crossing the Yangtze River. The bridge's story is more than just about its construction. Nearby, Sun Quan (孙权) built a castle, whose watchtower became one of China's most famous towers, the Yellow Crane Tower (黄鹤楼); the defiant scholar Mi Heng (祢衡) wrote the Parrot Eulogy; and Li Bai (李白), one of China's greatest poets, spoke romantically of the plum blossoms falling in May in Wuhan the river town (江城五月落梅花). Crossing the river of history. From the unfulfilled dreams to the plethora of bridges today, Wuhan weaves a picture of the eras with resilience and commitment. As for me, I was fortunate enough to witness the ceaseless pulse and vitality of this heroic city on this bustling night.

Zhai Xiang

26,947 views • 2 years ago

When the Germans advanced towards Moscow in 1941, Soviet troops were in a nearly hopeless situation because they lacked effective anti-tank weapons. Out of desperation, highly trained military dogs were used to destroy the enemy.... In the early years of World War II, Soviet anti-tank dogs posed a major threat to the German advance. Strapped with explosives, these animals were sent on missions to destroy enemy equipment. While today this fact might seem disturbing to animal rights activists, it's important to remember how desperate those times were, when a formidable and evil enemy was almost at the Kremlin gates. Machine guns on German tanks were too high to reach the low-running 'suicide' dogs, and thanks to cover from Soviet infantry the Germans couldn't easily emerge from their tanks and shoot the dogs with rifles. German tank units often stopped their attack if they saw tank destroyer battalions with dogs on the battlefield. The only effective method to prevent such an attack was to use flamethrowers. Often, when German forces went on the offensive, they shot all dogs along the way. Even Luftwaffe planes opened fire on them. The Soviet Union didn’t start using anti-tank dogs in response to the Nazi invasion of 1941. In fact, they began training such dogs in the 1930s, well before the outbreak of the Great Patriotic War. The anti-tank dogs were trained to crawl under enemy tanks while carrying explosives on their bodies (12 kg of TNT). A long lever set off an explosion upon contact with the target. The dogs were instructed how to climb under tanks. They were starved for several days, and pieces of meat were placed under practice tanks to fool the dogs into thinking that food could be found under all tanks. They were also taught not to fear heavy artillery, and were trained to crawl under the back of a tank to avoid fire from enemy machine guns. The first anti-tank dogs were introduced into the Red Army in 1939, and two years later the dogs were put to the test in battle. Anti-tank dogs from the 1st special battalion (212 dogs and 199 trainers) were first deployed in battle near Moscow. The dogs' first major attack was a complete disaster because there was no cover from Soviet infantry. As a result, the Germans easily shot the dogs. In addition, the trainers had made a serious tactical error by training the dogs with Soviet tanks, which ran on diesel. The animals were accustomed to the smell of diesel, but German tanks used gasoline. Thus, the dogs were completely confused on the battlefield. Those soldiers who weren't killed, surrendered with their dogs. During interrogations, the captive trainers revealed Soviet methods used to train anti-tank dogs. Even though the 1st special battalion was wiped out, the Soviet Union continued to use dogs against the Germans. Tactics were changed and dog training resumed. By the end of 1941, over 1,000 dogs were fighting on the front and the next year the number exceeded 2,000. On July 21, 1942, suicide dogs helped determine the outcome of a major battle near Taganrog on the Sea of Azov. When 40 enemy tanks smashed through a battery of anti-tank guns and compromised the position of the naval infantry brigade, the 4th company of anti-tank dogs was the only thing that stood between the command post and the Nazis. Simultaneously, 56 dogs launched an attack and destroyed many enemy tanks. Not only did those dogs stop the offensive, but they also forced the Germans to flee the battlefield. During the Siege of Leningrad, a group of dogs blew up enemy tanks and fortifications. They had slyly made their way around barbed wire, identified the enemy’s location and ran towards the entrance of the bunkers where they had detected human presence. They managed to blow up several bunkers, as well as an ammunition depot. #archaeohistories

When the Germans advanced towards Moscow in 1941, Soviet troops were in a nearly hopeless situation because they lacked effective anti-tank weapons. Out of desperation, highly trained military dogs were used to destroy the enemy.... In the early years of World War II, Soviet anti-tank dogs posed a major threat to the German advance. Strapped with explosives, these animals were sent on missions to destroy enemy equipment. While today this fact might seem disturbing to animal rights activists, it's important to remember how desperate those times were, when a formidable and evil enemy was almost at the Kremlin gates. Machine guns on German tanks were too high to reach the low-running 'suicide' dogs, and thanks to cover from Soviet infantry the Germans couldn't easily emerge from their tanks and shoot the dogs with rifles. German tank units often stopped their attack if they saw tank destroyer battalions with dogs on the battlefield. The only effective method to prevent such an attack was to use flamethrowers. Often, when German forces went on the offensive, they shot all dogs along the way. Even Luftwaffe planes opened fire on them. The Soviet Union didn’t start using anti-tank dogs in response to the Nazi invasion of 1941. In fact, they began training such dogs in the 1930s, well before the outbreak of the Great Patriotic War. The anti-tank dogs were trained to crawl under enemy tanks while carrying explosives on their bodies (12 kg of TNT). A long lever set off an explosion upon contact with the target. The dogs were instructed how to climb under tanks. They were starved for several days, and pieces of meat were placed under practice tanks to fool the dogs into thinking that food could be found under all tanks. They were also taught not to fear heavy artillery, and were trained to crawl under the back of a tank to avoid fire from enemy machine guns. The first anti-tank dogs were introduced into the Red Army in 1939, and two years later the dogs were put to the test in battle. Anti-tank dogs from the 1st special battalion (212 dogs and 199 trainers) were first deployed in battle near Moscow. The dogs' first major attack was a complete disaster because there was no cover from Soviet infantry. As a result, the Germans easily shot the dogs. In addition, the trainers had made a serious tactical error by training the dogs with Soviet tanks, which ran on diesel. The animals were accustomed to the smell of diesel, but German tanks used gasoline. Thus, the dogs were completely confused on the battlefield. Those soldiers who weren't killed, surrendered with their dogs. During interrogations, the captive trainers revealed Soviet methods used to train anti-tank dogs. Even though the 1st special battalion was wiped out, the Soviet Union continued to use dogs against the Germans. Tactics were changed and dog training resumed. By the end of 1941, over 1,000 dogs were fighting on the front and the next year the number exceeded 2,000. On July 21, 1942, suicide dogs helped determine the outcome of a major battle near Taganrog on the Sea of Azov. When 40 enemy tanks smashed through a battery of anti-tank guns and compromised the position of the naval infantry brigade, the 4th company of anti-tank dogs was the only thing that stood between the command post and the Nazis. Simultaneously, 56 dogs launched an attack and destroyed many enemy tanks. Not only did those dogs stop the offensive, but they also forced the Germans to flee the battlefield. During the Siege of Leningrad, a group of dogs blew up enemy tanks and fortifications. They had slyly made their way around barbed wire, identified the enemy’s location and ran towards the entrance of the bunkers where they had detected human presence. They managed to blow up several bunkers, as well as an ammunition depot. #archaeohistories

Archaeo - Histories

281,531 views • 15 days ago

📍 𝐒𝐡𝐢𝐥𝐥𝐨𝐧𝐠, 𝐌𝐞𝐠𝐡𝐚𝐥𝐚𝐲𝐚 Paving the path for a stronger and more connected Northeast! 🛣️✨ In Meghalaya, laid the foundation stone and dedicated to the nation 6 National Highway projects with a total investment of ₹3,214 crore, alongside Chief Minister Shri Conrad K Sangma Ji, Deputy CMs Shri Prestone Tynsong Ji, Shri Sniawbha Dhar Ji, Meghalaya Vidhan Sabha Speaker Shri Thomas A. Sangma Ji, State Ministers, MLAs, and senior officials at Polo Ground, Shillong. The Pynursla Bypass will decongest the town, speed up tourist travel, and improve connectivity to the Umngot River (Dawki) and the international border. The Jowai Bypass has eased congestion and improved road safety in Jowai. These projects will provide a major boost to international trade and tourism in Dawki, Dalu, and Cherrapunji, while generating large-scale employment and self-employment opportunities. The Tura Bypass will divert traffic from built-up areas, enabling faster and safer travel to the international border near Dalu. The road from the Dhubri–Phulbari Bridge to Selsella–Simbukolgre will strengthen connectivity across West Garo Hills. The Shillong–Dawki Corridor will enhance cross-border connectivity via Tamabil, ease traffic in Upper Shillong, reduce travel time, and strengthen strategic connectivity. The Selsella–Simbukolgre–Goeragre road will further improve connectivity in West Garo Hills and link to the upcoming four-lane Dhubri–Phulbari Bridge over the Brahmaputra. These initiatives will also enhance access to healthcare and emergency services in remote areas through improved connectivity to Shillong and Guwahati, while boosting agricultural incomes and promoting traditional crafts such as bamboo and cane work, Eri silk (Ryndia) handloom, and black pottery. Under the visionary leadership of PM Shri Narendra Modi Ji, we remain steadfast in our commitment to equip Meghalaya and the entire Northeast with world-class highway infrastructure for faster, smoother, and safer travel. #PragatiKaHighway #GatiShakti #BuildingTheNation

📍 𝐒𝐡𝐢𝐥𝐥𝐨𝐧𝐠, 𝐌𝐞𝐠𝐡𝐚𝐥𝐚𝐲𝐚 Paving the path for a stronger and more connected Northeast! 🛣️✨ In Meghalaya, laid the foundation stone and dedicated to the nation 6 National Highway projects with a total investment of ₹3,214 crore, alongside Chief Minister Shri Conrad K Sangma Ji, Deputy CMs Shri Prestone Tynsong Ji, Shri Sniawbha Dhar Ji, Meghalaya Vidhan Sabha Speaker Shri Thomas A. Sangma Ji, State Ministers, MLAs, and senior officials at Polo Ground, Shillong. The Pynursla Bypass will decongest the town, speed up tourist travel, and improve connectivity to the Umngot River (Dawki) and the international border. The Jowai Bypass has eased congestion and improved road safety in Jowai. These projects will provide a major boost to international trade and tourism in Dawki, Dalu, and Cherrapunji, while generating large-scale employment and self-employment opportunities. The Tura Bypass will divert traffic from built-up areas, enabling faster and safer travel to the international border near Dalu. The road from the Dhubri–Phulbari Bridge to Selsella–Simbukolgre will strengthen connectivity across West Garo Hills. The Shillong–Dawki Corridor will enhance cross-border connectivity via Tamabil, ease traffic in Upper Shillong, reduce travel time, and strengthen strategic connectivity. The Selsella–Simbukolgre–Goeragre road will further improve connectivity in West Garo Hills and link to the upcoming four-lane Dhubri–Phulbari Bridge over the Brahmaputra. These initiatives will also enhance access to healthcare and emergency services in remote areas through improved connectivity to Shillong and Guwahati, while boosting agricultural incomes and promoting traditional crafts such as bamboo and cane work, Eri silk (Ryndia) handloom, and black pottery. Under the visionary leadership of PM Shri Narendra Modi Ji, we remain steadfast in our commitment to equip Meghalaya and the entire Northeast with world-class highway infrastructure for faster, smoother, and safer travel. #PragatiKaHighway #GatiShakti #BuildingTheNation

Nitin Gadkari

20,875 views • 2 months ago

Today marks the start of China’s annual Spring Festival travel rush, known as Chunyun. Over the next 40 days, the railway system is projected to handle 539 million trips, making it the largest periodic human migration in history. For at least three millennia, the Spring Festival has been China’s most significant holiday. “Going home for the family reunion” has become a deeply ingrained cultural expectation. About a quarter of China’s population consists of floating residents who live or work outside their registered hometowns, often in other cities or provinces. For them, rail travel is the preferred option, given that nearly every Chinese city with over 200k residents is connected by rail, not to mention the advantages of speed, affordability, and frequent services. The Spring Festival travel rush poses severe challenges to China’s public transportation system, especially its high-speed rail system. In 2008, a rare snowstorm hit the typically mild southern regions during the holiday, stranding 400k people at Guangzhou station for 11 days. This incident underscored the urgency for the government to accelerate high-speed rail development. Since then, China’s high-speed rail network has drawn lessons from daily operations, refining timetables and introducing new trains to prioritize safety, punctuality, and comfort. Today, amid hundreds of millions of passengers, the on-time rate during Chunyun reaches 99%, with no major accidents reported. In reality, China’s high-speed rail program started late and lacked any initial global advantages. During a visit to Japan in 1978, then China’s top leader-to-be Deng Xiaoping boarded Shinkansen and expressed admiration for the bullet train, remarking that it “urges China to run faster.” It took another 30 years for China to launch its first high-speed rail line, connecting the capital Beijing to Tianjin, with a distance comparable to New York to Philadelphia. By the end of 2025, China’s high-speed rail mileage exceeds twice the combined total of all other countries, enough to circle the equator 1.25 times. This expanded network meets the demands of a growing number of passengers, supported by features like mobile apps and real-name ticketing, which have put an end to the need to queue overnight at ticket counters as was routine decades ago. However, during Chunyun’s peak periods—such as the first and last days of the holiday—travelers still need to snap up tickets swiftly. Thus, for longer distances, many choose flights; others prefer the greater flexibility of self-driving, which has become the primary mode of transportation.

Today marks the start of China’s annual Spring Festival travel rush, known as Chunyun. Over the next 40 days, the railway system is projected to handle 539 million trips, making it the largest periodic human migration in history. For at least three millennia, the Spring Festival has been China’s most significant holiday. “Going home for the family reunion” has become a deeply ingrained cultural expectation. About a quarter of China’s population consists of floating residents who live or work outside their registered hometowns, often in other cities or provinces. For them, rail travel is the preferred option, given that nearly every Chinese city with over 200k residents is connected by rail, not to mention the advantages of speed, affordability, and frequent services. The Spring Festival travel rush poses severe challenges to China’s public transportation system, especially its high-speed rail system. In 2008, a rare snowstorm hit the typically mild southern regions during the holiday, stranding 400k people at Guangzhou station for 11 days. This incident underscored the urgency for the government to accelerate high-speed rail development. Since then, China’s high-speed rail network has drawn lessons from daily operations, refining timetables and introducing new trains to prioritize safety, punctuality, and comfort. Today, amid hundreds of millions of passengers, the on-time rate during Chunyun reaches 99%, with no major accidents reported. In reality, China’s high-speed rail program started late and lacked any initial global advantages. During a visit to Japan in 1978, then China’s top leader-to-be Deng Xiaoping boarded Shinkansen and expressed admiration for the bullet train, remarking that it “urges China to run faster.” It took another 30 years for China to launch its first high-speed rail line, connecting the capital Beijing to Tianjin, with a distance comparable to New York to Philadelphia. By the end of 2025, China’s high-speed rail mileage exceeds twice the combined total of all other countries, enough to circle the equator 1.25 times. This expanded network meets the demands of a growing number of passengers, supported by features like mobile apps and real-name ticketing, which have put an end to the need to queue overnight at ticket counters as was routine decades ago. However, during Chunyun’s peak periods—such as the first and last days of the holiday—travelers still need to snap up tickets swiftly. Thus, for longer distances, many choose flights; others prefer the greater flexibility of self-driving, which has become the primary mode of transportation.

Sinical

157,620 views • 7 months ago

Desperate for some sort of 'win'. The US attempt to run a warship through the Straits of Hormuz was an extremely high-risk move that could have easily turned into a disaster for the United States and its military. 🔺The destroyers were only a few minutes away from complete destruction after Iranian cruise missiles locked onto the vessel and attack drones were deployed. 🔺When the two destroyers and the accompanying fleet reached the mouth of the Persian Gulf, Iran's cruise missiles locked onto them, and the destroyers were given only 30-minutes to turn back. The vessels immediately retreated. 🔺They had attempted to use electronic warfare tactics, including turning off its position reporting system, in a bid to deceive the Islamic Revolution Guards Corps (IRGC) naval forces. 🔺By spoofing their identity, they sought to present themselves as commercial vessels belonging to Oman, purportedly engaged in coastal transit in the southern part of the Sea of Oman, the investigation revealed. 🔺The destroyers also chose a route very close to the coast and through shallow waters, taking a high risk to pass through this route and enter the Persian Gulf through concealment, deception, expecting that Iranian forces might be negligent during the ceasefire 🔺However, the IRGC naval forces, while patrolling around Fujairah, had already detected the deception and taken swift action. 🔺The USS Frank Peterson first tried to continue on its course but immediately realized that cruise missile radars had locked onto it, and it was stopped by IRGC vessels. 🔺Simultaneously, IRGC drones flew over the two destroyers. The USS Peterson then received a notification on international channel 16 that it must either turn back and leave the area within thirty minutes or it would become a target of the Iranian Armed Forces. 🔺As the destroyer insisted on continuing, a final warning was issued to it, such that the destroyer was only minutes away from being destroyed 🔺According to the investigation, the conversation between the IRGC naval forces operator and the American destroyers indicates their full compliance with the IRGC's warning 🔺The investigation further revealed that the failed operation was specifically designed to exploit the ceasefire in order to test the readiness of Iran's naval forces. 🔺It also sought to have an impact on the negotiators in Islamabad, where high-stakes Iran-US talks were underway under Pakistani mediation. 🔺 According to the findings of the investigation, the operation of the two US destroyers failed and was defeated in achieving both goals. 🔺Support helicopters were also flying above destroyers. Simultaneously with the warning to these two destroyers, all vessels in the area were warned to stay at least 10 miles away from them so that if they were targeted by the IRGC, the surrounding vessels would not be harmed. 🔺The investigation also noted that the high-risk and botched US operation was the result of the expulsion of top military generals from the army on the orders of War Secretary Pete Hegseth in recent days. Press TV 🔻

Desperate for some sort of 'win'. The US attempt to run a warship through the Straits of Hormuz was an extremely high-risk move that could have easily turned into a disaster for the United States and its military. 🔺The destroyers were only a few minutes away from complete destruction after Iranian cruise missiles locked onto the vessel and attack drones were deployed. 🔺When the two destroyers and the accompanying fleet reached the mouth of the Persian Gulf, Iran's cruise missiles locked onto them, and the destroyers were given only 30-minutes to turn back. The vessels immediately retreated. 🔺They had attempted to use electronic warfare tactics, including turning off its position reporting system, in a bid to deceive the Islamic Revolution Guards Corps (IRGC) naval forces. 🔺By spoofing their identity, they sought to present themselves as commercial vessels belonging to Oman, purportedly engaged in coastal transit in the southern part of the Sea of Oman, the investigation revealed. 🔺The destroyers also chose a route very close to the coast and through shallow waters, taking a high risk to pass through this route and enter the Persian Gulf through concealment, deception, expecting that Iranian forces might be negligent during the ceasefire 🔺However, the IRGC naval forces, while patrolling around Fujairah, had already detected the deception and taken swift action. 🔺The USS Frank Peterson first tried to continue on its course but immediately realized that cruise missile radars had locked onto it, and it was stopped by IRGC vessels. 🔺Simultaneously, IRGC drones flew over the two destroyers. The USS Peterson then received a notification on international channel 16 that it must either turn back and leave the area within thirty minutes or it would become a target of the Iranian Armed Forces. 🔺As the destroyer insisted on continuing, a final warning was issued to it, such that the destroyer was only minutes away from being destroyed 🔺According to the investigation, the conversation between the IRGC naval forces operator and the American destroyers indicates their full compliance with the IRGC's warning 🔺The investigation further revealed that the failed operation was specifically designed to exploit the ceasefire in order to test the readiness of Iran's naval forces. 🔺It also sought to have an impact on the negotiators in Islamabad, where high-stakes Iran-US talks were underway under Pakistani mediation. 🔺 According to the findings of the investigation, the operation of the two US destroyers failed and was defeated in achieving both goals. 🔺Support helicopters were also flying above destroyers. Simultaneously with the warning to these two destroyers, all vessels in the area were warned to stay at least 10 miles away from them so that if they were targeted by the IRGC, the surrounding vessels would not be harmed. 🔺The investigation also noted that the high-risk and botched US operation was the result of the expulsion of top military generals from the army on the orders of War Secretary Pete Hegseth in recent days. Press TV 🔻

tim anderson

58,574 views • 4 months ago

The US is trying to form a coalition against Iran Washington is attempting a new front against Iran, this time naval. Iranian media reported that the United States is preparing to seize Iranian ships on the high seas under UN sanctions renewed late last month. Some sources indicated that Washington has been pressuring regional countries, including Saudi Arabia, the United Arab Emirates, and Bahrain, to participate in operations to seize Iranian vessels. These efforts are said to be part of a US push to form a naval coalition, although they have so far faced resistance. Iran has stated that it will resist any such attempt and that its naval forces are on high alert. A few days ago, I mentioned that Iran could turn the Strait of Hormuz and the Suez Canal into a real hell. If that happens, there would be little that can be done. Iran’s fleet of 20-30 submarines would cause significant headaches even for a coalition. The more than 100 fast attack boats and patrol boats armed with anti-ship missiles, anti-aircraft missiles, and torpedoes would pose another major threat, especially as they could also interdict airspace. Iran has heavily invested in a strategy of small, heavily armed vessels. The Zulfighar-class air-defense boats equipped with AESA radars and 4 × VLS cells for Nawab anti-air missiles would be a obstacle for any drones. Not to mention the frigates and corvettes operated by Iran, as well as thousands of drones. Iran has been preparing for this possibility for several years and has around 5,000 sea mines in stock, along with dozens of coastal batteries armed with Ghadr-380 missiles, which have a range of over 1,000 km. I am talking about a prolonged maritime interdiction period in the Arabian Sea and turbulent times for the global oil market. L

The US is trying to form a coalition against Iran Washington is attempting a new front against Iran, this time naval. Iranian media reported that the United States is preparing to seize Iranian ships on the high seas under UN sanctions renewed late last month. Some sources indicated that Washington has been pressuring regional countries, including Saudi Arabia, the United Arab Emirates, and Bahrain, to participate in operations to seize Iranian vessels. These efforts are said to be part of a US push to form a naval coalition, although they have so far faced resistance. Iran has stated that it will resist any such attempt and that its naval forces are on high alert. A few days ago, I mentioned that Iran could turn the Strait of Hormuz and the Suez Canal into a real hell. If that happens, there would be little that can be done. Iran’s fleet of 20-30 submarines would cause significant headaches even for a coalition. The more than 100 fast attack boats and patrol boats armed with anti-ship missiles, anti-aircraft missiles, and torpedoes would pose another major threat, especially as they could also interdict airspace. Iran has heavily invested in a strategy of small, heavily armed vessels. The Zulfighar-class air-defense boats equipped with AESA radars and 4 × VLS cells for Nawab anti-air missiles would be a obstacle for any drones. Not to mention the frigates and corvettes operated by Iran, as well as thousands of drones. Iran has been preparing for this possibility for several years and has around 5,000 sea mines in stock, along with dozens of coastal batteries armed with Ghadr-380 missiles, which have a range of over 1,000 km. I am talking about a prolonged maritime interdiction period in the Arabian Sea and turbulent times for the global oil market. L

Patricia Marins

64,515 views • 11 months ago