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𝗛𝗢𝗪 𝗣𝗠 𝗠𝗢𝗗𝗜 𝗥𝗘𝗩𝗜𝗩𝗘𝗗 𝗧𝗛𝗘 𝗖𝗛𝗘𝗡𝗔𝗕 𝗥𝗔𝗜𝗟 𝗕𝗥𝗜𝗗𝗚𝗘 𝗣𝗥𝗢𝗝𝗘𝗖𝗧 𝗔𝗡𝗗 𝗧𝗨𝗥𝗡𝗘𝗗 𝗜𝗧 𝗜𝗡𝗧𝗢 𝗔 𝗚𝗟𝗢𝗕𝗔𝗟 𝗠𝗢𝗗𝗘𝗟 𝗙𝗢𝗥 𝗛𝗜𝗚𝗛-𝗔𝗟𝗧𝗜𝗧𝗨𝗗𝗘 𝗖𝗢𝗡𝗡𝗘𝗖𝗧𝗜𝗩𝗜𝗧𝗬 Today, as PM Modi inaugurates the world’s highest railway bridge (35m taller than the Eiffel Tower), the #ChenabRailBridge in Jammu & Kashmir stands tall as a symbol of New India's... engineering power. It’s also a role model for nations with high-altitude populations, still waiting for rail connectivity. The project, which started decades ago, had almost come to a standstill. There were serious alignment issues, and many thought it should just be abandoned. But after 2014, when the project reached in front of PM Modi, he took a personal interest. Under his direct watch, things picked up. Special railway teams were brought in, the alignment was fixed, and cutting-edge technology was deployed. Work went on relentlessly in one of India’s toughest terrains - snow-covered peaks, deep gorges, fast rivers, and even seismic zones. And now, the world’s highest railway bridge is a reality. It's built to withstand earthquakes and extreme weather, equipped with thousands of CCTV cameras, blast-resistant coaches, and surveillance every kilometre for top-tier safety. It can even handle winds up to 260 km/h - a true feat of structural engineering. Chenab Bridge isn’t just an Indian success story - it’s a global inspiration. #ViksitBharatshow more

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India reaches yet another pinnacle in its unprecedented journey of infrastructure development under the able leadership of our Hon. PM Thiru Narendra Modi avl with the inauguration of the world’s highest railway bridge, Chenab Railway Bridge, in Jammu and Kashmir today. Bringing an end to over 70 years of wait time for a direct train service to Kashmir, the 359 m tall and 1,315 m long bridge, which is part of ₹43,780 cr Udhampur-Srinagar-Baramulla Rail Link project, is a testament to India's cutting-edge engineering marvel. Hats off to all the engineers, technicians, and workers for erecting this historic structure.

India reaches yet another pinnacle in its unprecedented journey of infrastructure development under the able leadership of our Hon. PM Thiru Narendra Modi avl with the inauguration of the world’s highest railway bridge, Chenab Railway Bridge, in Jammu and Kashmir today. Bringing an end to over 70 years of wait time for a direct train service to Kashmir, the 359 m tall and 1,315 m long bridge, which is part of ₹43,780 cr Udhampur-Srinagar-Baramulla Rail Link project, is a testament to India's cutting-edge engineering marvel. Hats off to all the engineers, technicians, and workers for erecting this historic structure.

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Mark Davis tells us why he signed with AEW. "It was very hard to argue against the way that we were being treated when we were brought into AEW. It’s like, ‘Well, this is the best we’ve ever been taken care of inside of professional wrestling. We have a boss that listens to us. Who’s receptive and is just there to have a chat with makes it a lot easier to bridge ideas,’ and everything surrounding it just felt like it was the next progressive step in our career and the smartest and best options to take. I think I can speak for Kyle, but I’ll speak for myself. It’s not a decision that I’ve regretted a single day since I’ve signed here. When I had signed, before I had even signed, Tony was very gracious to me and took care of me when I had to get like a meniscus scope. I had a little bit of junk in my knee floating around and just had to get a little bit of a clean up. He was really gracious. He covered that. He really took care of us from the jump and he has like every day since. So I think it’s a great place to work and to grow and present professional wrestling. I’m excited for where it’s going to end up in the years to come."

Mark Davis tells us why he signed with AEW. "It was very hard to argue against the way that we were being treated when we were brought into AEW. It’s like, ‘Well, this is the best we’ve ever been taken care of inside of professional wrestling. We have a boss that listens to us. Who’s receptive and is just there to have a chat with makes it a lot easier to bridge ideas,’ and everything surrounding it just felt like it was the next progressive step in our career and the smartest and best options to take. I think I can speak for Kyle, but I’ll speak for myself. It’s not a decision that I’ve regretted a single day since I’ve signed here. When I had signed, before I had even signed, Tony was very gracious to me and took care of me when I had to get like a meniscus scope. I had a little bit of junk in my knee floating around and just had to get a little bit of a clean up. He was really gracious. He covered that. He really took care of us from the jump and he has like every day since. So I think it’s a great place to work and to grow and present professional wrestling. I’m excited for where it’s going to end up in the years to come."

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The scandal that puts Canadians in multigenerational debt: The Gordie Howe International Bridge project that will connect Detroit to Windsor was pitched as a billion dollar project in 2012 by the Harper government. The trouble is that the cost is now estimated to be around $7 billion dollars. However, studies suggest toll revenue will never be enough to recoup the cost, and with interest payments the bridge will likely require decades of taxpayer subsidies that could amount to $52 billion dollars. Here are the facts: 📌 There is an already existing bridge in the area called the Ambassador bridge which offered to build a second span for free. 📌 American government is not paying a dime for the project, and Canada is paying for all costs including the custom compound and the highway interchange on U.S. soil. 📌 In 2010 the government manufactured the DRIC report to justify the new bridge, it had gross miscalculations and inaccuracies in projecting the cross border traffic to increase over decades to come. 📌 Empirical data shows that cross border traffic has overall declined more than 50% in the area for last 2 decades, and there’s no reason for it to rebound. 📌 Studies demonstrate that even if the traffic stopped declining, and Gordie Howe were to charge 3 times more in toll than the ambassador bridge next door, and drivers were to prefer to chose paying more for some reason, taxpayers would still have to subsidize the bridge for at least 6 decades. 📌 The procurement process was shady as transparency and fairness letters were issued 1 day before the awarding. 📌 AECON dropped out of the bidding process the last business day, and then was allowed back in to join the winning consortium for reasons unknown. 📌 The construction giants that bid against each other in this project are actively working together on other multi billion dollar P3 projects across Canada while bidding against each other in other projects. 📌 Amarjeet Sohi was the infrastructure minister at the time whose brother’s trucking company that he did not disclose was already doing business with VINCI in the federally funded Regina bypass project. Navdeep Bains blocked AECON’s sale to China, and Sohi allowed AECON to join back into this dream project for some reason. Bains was also giving sole sourced contracts to Sohi’s brother’s trucking company. 📌 WDBA says they expect to finish off paying the bridge in 30 years by collecting toll revenue, and then start splitting the revenues with the state of Michigan. But given that toll revenue alone will not even be enough to pay the hundreds of millions of dollars in annual interest, the Michigan taxpayers might be asked to pay for the bridge to make up for the shortfalls in toll revenue. 📌 Canadian politicians both liberal and conservative have put Canadians in multigenerational debt by actively participating with nefarious construction giants. 📌 Allegations of bid-rigging are worrisome as corrupt companies like SNC-Lavalin participated in the bidding while they were under a 10-year ban by the World Bank for committing corruption in the poorest countries of the world. 📌ACS which the project was awarded to also have a history of corruption around the world. 📌 VINCI which partnered up with SNC on the GHIB project was already working with Sohi’s brother’s trucking company on the Regina bypass project. This is how an unnecessary bridge that was pitched as a billion dollar project ended up costing $7 billion dollars, and will require tens of billions of dollars in subsidies to make up for the shortfall in toll revenue. Only Amarjert Sohi and his nefarious nexus Including domestic and foreign construction giants will benefit at the cost of Canadian and U.S. taxpayers. I asked a legal scholar who’s considered to be the leading authority on extradition law if these Canadian politicians could be extradited to U.S. Check out the comment section to watch my full report.

The scandal that puts Canadians in multigenerational debt: The Gordie Howe International Bridge project that will connect Detroit to Windsor was pitched as a billion dollar project in 2012 by the Harper government. The trouble is that the cost is now estimated to be around $7 billion dollars. However, studies suggest toll revenue will never be enough to recoup the cost, and with interest payments the bridge will likely require decades of taxpayer subsidies that could amount to $52 billion dollars. Here are the facts: 📌 There is an already existing bridge in the area called the Ambassador bridge which offered to build a second span for free. 📌 American government is not paying a dime for the project, and Canada is paying for all costs including the custom compound and the highway interchange on U.S. soil. 📌 In 2010 the government manufactured the DRIC report to justify the new bridge, it had gross miscalculations and inaccuracies in projecting the cross border traffic to increase over decades to come. 📌 Empirical data shows that cross border traffic has overall declined more than 50% in the area for last 2 decades, and there’s no reason for it to rebound. 📌 Studies demonstrate that even if the traffic stopped declining, and Gordie Howe were to charge 3 times more in toll than the ambassador bridge next door, and drivers were to prefer to chose paying more for some reason, taxpayers would still have to subsidize the bridge for at least 6 decades. 📌 The procurement process was shady as transparency and fairness letters were issued 1 day before the awarding. 📌 AECON dropped out of the bidding process the last business day, and then was allowed back in to join the winning consortium for reasons unknown. 📌 The construction giants that bid against each other in this project are actively working together on other multi billion dollar P3 projects across Canada while bidding against each other in other projects. 📌 Amarjeet Sohi was the infrastructure minister at the time whose brother’s trucking company that he did not disclose was already doing business with VINCI in the federally funded Regina bypass project. Navdeep Bains blocked AECON’s sale to China, and Sohi allowed AECON to join back into this dream project for some reason. Bains was also giving sole sourced contracts to Sohi’s brother’s trucking company. 📌 WDBA says they expect to finish off paying the bridge in 30 years by collecting toll revenue, and then start splitting the revenues with the state of Michigan. But given that toll revenue alone will not even be enough to pay the hundreds of millions of dollars in annual interest, the Michigan taxpayers might be asked to pay for the bridge to make up for the shortfalls in toll revenue. 📌 Canadian politicians both liberal and conservative have put Canadians in multigenerational debt by actively participating with nefarious construction giants. 📌 Allegations of bid-rigging are worrisome as corrupt companies like SNC-Lavalin participated in the bidding while they were under a 10-year ban by the World Bank for committing corruption in the poorest countries of the world. 📌ACS which the project was awarded to also have a history of corruption around the world. 📌 VINCI which partnered up with SNC on the GHIB project was already working with Sohi’s brother’s trucking company on the Regina bypass project. This is how an unnecessary bridge that was pitched as a billion dollar project ended up costing $7 billion dollars, and will require tens of billions of dollars in subsidies to make up for the shortfall in toll revenue. Only Amarjert Sohi and his nefarious nexus Including domestic and foreign construction giants will benefit at the cost of Canadian and U.S. taxpayers. I asked a legal scholar who’s considered to be the leading authority on extradition law if these Canadian politicians could be extradited to U.S. Check out the comment section to watch my full report.

Mocha Bezirgan 🇨🇦

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Roman architecture is at centre of Europe’s visual allure. Sophisticated Roman structures have survived hundreds of centuries without renovation... In 103 AD Roman engineer Apollodorus of Damascus built a 1.1km bridge from stone and wood. Trajan’s Bridge was 19m from surface of river, 15m wide and capable of supporting the weight of hundreds of traversing Roman soldiers. It was only a few feet shorter than Sydney harbour bridge. Romans built a lot of West’s longest standing buildings. They were also the first civilisation to make bridges from concrete. Some of these ancient bridges stand now as they did day they were built. This is thanks to the structural innovations that were first used by Romans. And innovations that eventually helped shape contemporary bridge engineering. Alcántara Bridge is such a bridge, standing in Spain since 104 AD. Roman civil engineer Caius Julius Lacer was the man behind the bridge. His tomb stands nearby, with an epitaph that reads “I leave a bridge forever in the centuries of the world”. He wasn’t wrong. There is a rumour doing the rounds on web that Roman engineers in charge of building bridges had to stand beneath them as scaffolding was removed. Apparently, trepidation of tonnes of rock and debris falling and crushing you lead to some pretty tight structural planning. A more likely history is found in Roman Empire’s military expansion. To improve Roman access lines the empire formed guilds of skilled workers and thinkers who shared ideas and building principles. These early engineering guilds made important discoveries in structural design, in the materials and in the piers that supported the legs of the bridges. Romans had improved traditional footbridge by creating a bridge that maintained its structural integrity through the centre. To achieve this the Romans did not rely on steel beams running through the stone members, but instead on the tensile strength of the stones themselves. The shape of the arch allowed the bricks to be inserted at a curved angle until they joined at the peak of the arch with a keystone. This keystone was shaped as a trapezoid that used the weight of the stone and concrete in the bridge to compress the tapered stones together. This pressure formed a structure in the arch that required a tremendous amount of force to rupture. Where traditional bridges were at their weakest in the centre, the arch was at its strongest. Arch was a structural innovation in building design. But it wasn’t only thing Roman Empire contributed to construction. Romans were also unique in the materials they chose to build with. A natural cement called pozzolana was used by Romans as mortar for piers (legs) of their bridges. Not only is this cement said to be ecologically cleaner than today’s cement mixtures, but its also a cement that grows stronger over time. Pozzolana is still used in some countries. It’s made by combining two parts pozzolana (which is a type of slag that forms naturally from volcanic rock) with one part powdered lime. As early as 3rd Century BC, Romans used pozzolana instead of sand in concrete in their construction. This gave their structures supreme strength and stability. As not every bridge built by Romans had luxury of building its piers on land, Romans used cofferdams where the piers would fall within a body of water. Romans used cofferdam as temporary structure that allowed construction of a bridge pier in a space of water. Cofferdams that were used by Romans were simpler than ones used in contemporary construction, but their function is identical. First, Romans would dig a ring of timber logs into river bed. They would then fill gaps between logs with clay for waterproofing, before pumping water from inside circle of logs. Upon newly dry riverbed, Romans would construct pozzolana and stone piers. After construction had been completed ring of logs was removed and piers stood in riverbed like magic. 🎥© simple.history_ (IG) #archaeohistories

Roman architecture is at centre of Europe’s visual allure. Sophisticated Roman structures have survived hundreds of centuries without renovation... In 103 AD Roman engineer Apollodorus of Damascus built a 1.1km bridge from stone and wood. Trajan’s Bridge was 19m from surface of river, 15m wide and capable of supporting the weight of hundreds of traversing Roman soldiers. It was only a few feet shorter than Sydney harbour bridge. Romans built a lot of West’s longest standing buildings. They were also the first civilisation to make bridges from concrete. Some of these ancient bridges stand now as they did day they were built. This is thanks to the structural innovations that were first used by Romans. And innovations that eventually helped shape contemporary bridge engineering. Alcántara Bridge is such a bridge, standing in Spain since 104 AD. Roman civil engineer Caius Julius Lacer was the man behind the bridge. His tomb stands nearby, with an epitaph that reads “I leave a bridge forever in the centuries of the world”. He wasn’t wrong. There is a rumour doing the rounds on web that Roman engineers in charge of building bridges had to stand beneath them as scaffolding was removed. Apparently, trepidation of tonnes of rock and debris falling and crushing you lead to some pretty tight structural planning. A more likely history is found in Roman Empire’s military expansion. To improve Roman access lines the empire formed guilds of skilled workers and thinkers who shared ideas and building principles. These early engineering guilds made important discoveries in structural design, in the materials and in the piers that supported the legs of the bridges. Romans had improved traditional footbridge by creating a bridge that maintained its structural integrity through the centre. To achieve this the Romans did not rely on steel beams running through the stone members, but instead on the tensile strength of the stones themselves. The shape of the arch allowed the bricks to be inserted at a curved angle until they joined at the peak of the arch with a keystone. This keystone was shaped as a trapezoid that used the weight of the stone and concrete in the bridge to compress the tapered stones together. This pressure formed a structure in the arch that required a tremendous amount of force to rupture. Where traditional bridges were at their weakest in the centre, the arch was at its strongest. Arch was a structural innovation in building design. But it wasn’t only thing Roman Empire contributed to construction. Romans were also unique in the materials they chose to build with. A natural cement called pozzolana was used by Romans as mortar for piers (legs) of their bridges. Not only is this cement said to be ecologically cleaner than today’s cement mixtures, but its also a cement that grows stronger over time. Pozzolana is still used in some countries. It’s made by combining two parts pozzolana (which is a type of slag that forms naturally from volcanic rock) with one part powdered lime. As early as 3rd Century BC, Romans used pozzolana instead of sand in concrete in their construction. This gave their structures supreme strength and stability. As not every bridge built by Romans had luxury of building its piers on land, Romans used cofferdams where the piers would fall within a body of water. Romans used cofferdam as temporary structure that allowed construction of a bridge pier in a space of water. Cofferdams that were used by Romans were simpler than ones used in contemporary construction, but their function is identical. First, Romans would dig a ring of timber logs into river bed. They would then fill gaps between logs with clay for waterproofing, before pumping water from inside circle of logs. Upon newly dry riverbed, Romans would construct pozzolana and stone piers. After construction had been completed ring of logs was removed and piers stood in riverbed like magic. 🎥© simple.history_ (IG) #archaeohistories

Archaeo - Histories

52,307 görüntüleme • 2 yıl önce

Queen Victoria's Saloon - Railway carriage, London & North Western Railway, Queen Victoria's Saloon, built Wolverton Works, 1869... Queen Victoria was the first British monarch to travel by train when she travelled on a Great Western Railway train from Slough to Paddington. After the journey, the Queen indicated that she had enjoyed the new experience. In 1869, Queen Victoria commissioned two railway coaches, which were built at Wolverton Works by the London & North Western Railway and designed by Richard Bore. This elaborate saloon was reputedly Queen Victoria’s favourite railway vehicle, having been built jointly at her and the LNWR’s expense, and was not replaced until after her death. Most of her long-distance journeys were over the London & North Western and Caledonian Railways, and the West Coast Route consequently developed an interest in the operation of the Royal Train. This vehicle started life as two separate six-wheel vehicles connected by a flexible gangway, the first to be fitted to coaches in this country. Eventually the two bodies were remounted on a new, twelve-wheel bogie underframe, which gave better riding and overcame the Queen’s dislike of having to pass from one vehicle to the other while it was in motion. On the lower exterior panels are painted the Royal Arms, and the badges of the Orders of the Bath, the Thistle, the Garter, and St Patrick. The interior is lavishly furnished with material all chosen by the Queen herself. The vehicle contains the Queen’s day and night compartments, toilet facilities and accommodation for her ladies-in-waiting and personal servant. The second bed in the Queen’s sleeping apartment was usually occupied by one of the royal princesses, it being regarded as a considerably privilege to travel with Her Majesty. The Queen refused to accept the fitting of gas lamps and, even though electric lights were eventually fitted at a later date, the oil lamps and candle holders were retained at the Queen’s request. 🎥© britishpathearchive (IG) © The Board of Trustees of the Science Museum #archaeohistories

Queen Victoria's Saloon - Railway carriage, London & North Western Railway, Queen Victoria's Saloon, built Wolverton Works, 1869... Queen Victoria was the first British monarch to travel by train when she travelled on a Great Western Railway train from Slough to Paddington. After the journey, the Queen indicated that she had enjoyed the new experience. In 1869, Queen Victoria commissioned two railway coaches, which were built at Wolverton Works by the London & North Western Railway and designed by Richard Bore. This elaborate saloon was reputedly Queen Victoria’s favourite railway vehicle, having been built jointly at her and the LNWR’s expense, and was not replaced until after her death. Most of her long-distance journeys were over the London & North Western and Caledonian Railways, and the West Coast Route consequently developed an interest in the operation of the Royal Train. This vehicle started life as two separate six-wheel vehicles connected by a flexible gangway, the first to be fitted to coaches in this country. Eventually the two bodies were remounted on a new, twelve-wheel bogie underframe, which gave better riding and overcame the Queen’s dislike of having to pass from one vehicle to the other while it was in motion. On the lower exterior panels are painted the Royal Arms, and the badges of the Orders of the Bath, the Thistle, the Garter, and St Patrick. The interior is lavishly furnished with material all chosen by the Queen herself. The vehicle contains the Queen’s day and night compartments, toilet facilities and accommodation for her ladies-in-waiting and personal servant. The second bed in the Queen’s sleeping apartment was usually occupied by one of the royal princesses, it being regarded as a considerably privilege to travel with Her Majesty. The Queen refused to accept the fitting of gas lamps and, even though electric lights were eventually fitted at a later date, the oil lamps and candle holders were retained at the Queen’s request. 🎥© britishpathearchive (IG) © The Board of Trustees of the Science Museum #archaeohistories

Archaeo - Histories

25,674 görüntüleme • 1 yıl önce

According to Roy Scheider, "Filming 'Sorcerer' (1977) made 'Jaws' (1975) look like a picnic". He considered the Bridge scene to be the most dangerous he has ever acted in. The scene was so real that he said, "What the audience will see on that screen is what really happened." Building the bridge cost about a million dollars. It took 3 months to complete. Friedkin called it "A mad enterprise and definitely life threatening". The bridge was built on what they considered to be a "perfect river" in Dominican Republic. It was 12 feet deep. However, there were weeks without rainfall and the level of the river started dropping. The river has never went dry before according to the locals. When the bridge was completed, the river had only 1 feet of water making it impossible to film the scene there. With only 2 scenes left to film, the crew had to leave for Mexico to shoot the bridge scene. So they decided to shoot the scene in a river in an Aztec village in a remote location in Mexico. The Bridge had to be reassembled and anchored in the new location. The shutdown of production had lasted a month which was a huge expense to the management. When the crew arrived at the village, there was a huge exodus of the local population. When Friedkin enquired, he was informed by one of the authorities that it was because of word of William Friedkin's arrival. They were a deeply religious people, and when they heard the man who made "The Exorcist" (1973) was coming to their village: they felt it was "bad karma". But few of the locals stayed and helped with the filming. Before arriving, Friedkin was informed that it rained often in the area, but didn't know that it was only in the summer season. Since it was the fall, there was no rain and the river began to drop at the rate of six inches or more a day. The water was diverted to the location of the bridge in the river using large pipes and pumping equipment. Since Friedkin wanted to shoot the scene in the rain, they brought in half a dozen large sprinklers that drew water from upriver. The scene runs twelve minutes, roughly 10 percent of the final cut, but it took months to complete and cost more than $3 million, most of it not budgeted. ("The Friedkin Connection: A Memoir", William Friedkin, 2013 & Roy Scheider's interview to the The New York Times, 1977) P.S: On this day, 49 years ago, "Sorcerer" (1977) was released in the USA.

According to Roy Scheider, "Filming 'Sorcerer' (1977) made 'Jaws' (1975) look like a picnic". He considered the Bridge scene to be the most dangerous he has ever acted in. The scene was so real that he said, "What the audience will see on that screen is what really happened." Building the bridge cost about a million dollars. It took 3 months to complete. Friedkin called it "A mad enterprise and definitely life threatening". The bridge was built on what they considered to be a "perfect river" in Dominican Republic. It was 12 feet deep. However, there were weeks without rainfall and the level of the river started dropping. The river has never went dry before according to the locals. When the bridge was completed, the river had only 1 feet of water making it impossible to film the scene there. With only 2 scenes left to film, the crew had to leave for Mexico to shoot the bridge scene. So they decided to shoot the scene in a river in an Aztec village in a remote location in Mexico. The Bridge had to be reassembled and anchored in the new location. The shutdown of production had lasted a month which was a huge expense to the management. When the crew arrived at the village, there was a huge exodus of the local population. When Friedkin enquired, he was informed by one of the authorities that it was because of word of William Friedkin's arrival. They were a deeply religious people, and when they heard the man who made "The Exorcist" (1973) was coming to their village: they felt it was "bad karma". But few of the locals stayed and helped with the filming. Before arriving, Friedkin was informed that it rained often in the area, but didn't know that it was only in the summer season. Since it was the fall, there was no rain and the river began to drop at the rate of six inches or more a day. The water was diverted to the location of the bridge in the river using large pipes and pumping equipment. Since Friedkin wanted to shoot the scene in the rain, they brought in half a dozen large sprinklers that drew water from upriver. The scene runs twelve minutes, roughly 10 percent of the final cut, but it took months to complete and cost more than $3 million, most of it not budgeted. ("The Friedkin Connection: A Memoir", William Friedkin, 2013 & Roy Scheider's interview to the The New York Times, 1977) P.S: On this day, 49 years ago, "Sorcerer" (1977) was released in the USA.

DepressedBergman

76,740 görüntüleme • 2 ay önce

I watched a film recently, based on a true story, about a man who spent fifty years consumed by what one person had done to him, then went looking for that very person. His name was Eric Lomax, a British army officer captured when Singapore fell to Japan in 1942. He was sent to work as a prisoner on the Burma Railway, a line the Japanese forced tens of thousands of POWs and local labourers to build through the jungle in horrific conditions. So many men died that it became known as the Death Railway. Lomax was a lifelong railway enthusiast, which is its own cruel irony. He and some others built a small radio from scrap to hear news of the war. When it was discovered, Lomax was singled out and interrogated for weeks, and what was done to him left wounds that never really closed. Through all of it there was one figure he could not forget, the interpreter who stood beside him and translated every question and answer. The man’s name was Takashi Nagase. Lomax went home to Scotland carrying that face for decades. The nightmares did not stop. He has said he spent years rehearsing what he would do if he ever found that interpreter again. Much later in life, he learned that Nagase was not only alive but had spent his postwar years as a campaigner for peace, building a temple of penance near the railway and helping reunite former prisoners with their captors. Nagase had been carrying the same fifty years of guilt that Lomax had been carrying as anger. They agreed to meet, on a hillside in Thailand near the river the prisoners had bridged. Nagase saw him, bowed, and began trembling and apologising over and over. Lomax, who had arrived without a shred of sympathy, took his hand instead. The two became real friends and stayed close for the rest of their lives. He first told all of this in his memoir, also a true account, called The Railway Man. It was later made into the film I watched.

I watched a film recently, based on a true story, about a man who spent fifty years consumed by what one person had done to him, then went looking for that very person. His name was Eric Lomax, a British army officer captured when Singapore fell to Japan in 1942. He was sent to work as a prisoner on the Burma Railway, a line the Japanese forced tens of thousands of POWs and local labourers to build through the jungle in horrific conditions. So many men died that it became known as the Death Railway. Lomax was a lifelong railway enthusiast, which is its own cruel irony. He and some others built a small radio from scrap to hear news of the war. When it was discovered, Lomax was singled out and interrogated for weeks, and what was done to him left wounds that never really closed. Through all of it there was one figure he could not forget, the interpreter who stood beside him and translated every question and answer. The man’s name was Takashi Nagase. Lomax went home to Scotland carrying that face for decades. The nightmares did not stop. He has said he spent years rehearsing what he would do if he ever found that interpreter again. Much later in life, he learned that Nagase was not only alive but had spent his postwar years as a campaigner for peace, building a temple of penance near the railway and helping reunite former prisoners with their captors. Nagase had been carrying the same fifty years of guilt that Lomax had been carrying as anger. They agreed to meet, on a hillside in Thailand near the river the prisoners had bridged. Nagase saw him, bowed, and began trembling and apologising over and over. Lomax, who had arrived without a shred of sympathy, took his hand instead. The two became real friends and stayed close for the rest of their lives. He first told all of this in his memoir, also a true account, called The Railway Man. It was later made into the film I watched.

Lemma the Optimist

591,464 görüntüleme • 3 ay önce

On Sunday, March 22, 2026, a major crisis unfolded at Kalyan Railway Station in Maharashtra when a 35-year-old man climbed a high-tension overhead equipment (OHE) pole, paralyzing one of Mumbai’s busiest rail corridors. The Act: Around 2:00 PM, the man, suspected to be of unsound mind or intoxicated, scaled an electric pole that supplies power to platforms 1, 1A, and 2. Response: To prevent his electrocution, railway officials immediately suspended power on the "Down" line between Thakurli and Ambivli. Rescue Attempt: Emergency teams, including the Railway Protection Force (RPF), Government Railway Police (GRP), and the fire brigade, rushed to the scene. They attempted to persuade him to descend, but he continued moving across the high-voltage structure. Impact on Services The power shutdown lasted for approximately 1.5 hours, from 2:04 PM to 3:16 PM, causing massive delays. Stranded Commuters: Thousands of passengers were left waiting on platforms and inside stationary trains during the peak period. Train Delays: At least two long-distance mail/express trains and three suburban local trains were directly detained, while countless others across the network faced ripple-effect delays. Outcome and Safety Concerns Despite the power cut, the situation ended tragically when the man came into contact with a live wire (reportedly causing 25,000-volt "earthing") and fell onto the tracks. He sustained critical burn injuries, with some reports indicating burns over 90% of his body. He was transported to a government hospital for treatment in an auto-rickshaw due to a lack of immediate ambulance availability at the site. According to reports from the Government Railway Police (GRP): Initial Survival: He was rushed to a government hospital immediately after falling from the pole. Extent of Injuries: He suffered severe burns, with some reports stating they covered up to 90% of his body due to the high-voltage electrocution. Medical Status: As of late March 2026, he was still undergoing treatment for his life-threatening injuries. The incident caused a significant stir not just for the disruption, but also because of the lack of an immediate ambulance at the station, requiring him to be taken for medical help in an auto-rickshaw.

On Sunday, March 22, 2026, a major crisis unfolded at Kalyan Railway Station in Maharashtra when a 35-year-old man climbed a high-tension overhead equipment (OHE) pole, paralyzing one of Mumbai’s busiest rail corridors. The Act: Around 2:00 PM, the man, suspected to be of unsound mind or intoxicated, scaled an electric pole that supplies power to platforms 1, 1A, and 2. Response: To prevent his electrocution, railway officials immediately suspended power on the "Down" line between Thakurli and Ambivli. Rescue Attempt: Emergency teams, including the Railway Protection Force (RPF), Government Railway Police (GRP), and the fire brigade, rushed to the scene. They attempted to persuade him to descend, but he continued moving across the high-voltage structure. Impact on Services The power shutdown lasted for approximately 1.5 hours, from 2:04 PM to 3:16 PM, causing massive delays. Stranded Commuters: Thousands of passengers were left waiting on platforms and inside stationary trains during the peak period. Train Delays: At least two long-distance mail/express trains and three suburban local trains were directly detained, while countless others across the network faced ripple-effect delays. Outcome and Safety Concerns Despite the power cut, the situation ended tragically when the man came into contact with a live wire (reportedly causing 25,000-volt "earthing") and fell onto the tracks. He sustained critical burn injuries, with some reports indicating burns over 90% of his body. He was transported to a government hospital for treatment in an auto-rickshaw due to a lack of immediate ambulance availability at the site. According to reports from the Government Railway Police (GRP): Initial Survival: He was rushed to a government hospital immediately after falling from the pole. Extent of Injuries: He suffered severe burns, with some reports stating they covered up to 90% of his body due to the high-voltage electrocution. Medical Status: As of late March 2026, he was still undergoing treatment for his life-threatening injuries. The incident caused a significant stir not just for the disruption, but also because of the lack of an immediate ambulance at the station, requiring him to be taken for medical help in an auto-rickshaw.

Imtiaz Mahmood

46,009 görüntüleme • 4 ay önce

North east Lincolnshire council are having a meeting today to discuss putting signs up around a bridge saying 'RAPISTS OPERATE AROUND HERE' CCTV and lighting is considered disproportionately expensive options 😲 Complete removal of the bridge is also an option We have had TWO RAPES and one VIOLENT ATTACK in the last couple of years on this bridge and all the council want to do is put up signs warning people that the bridge is DANGEROUS Full video in the comments 👇🏻 A petition signed by over 200 residents last year called for action to improve public safety at Fuller Street Bridge, such as lighting, improved signage "to allow the public to make informed decisions" about crossing a bridge where sexual assaults have been reported has been recommended with lighting and CCTV considered disproportionately expensive options. A decision on possible extra safety measures at Fuller Street Bridge, Cleethorpes, is due to be taken at a meeting today, Monday (January 26) after council officers reported back on the options to increase safety It followed the reports of alleged rapes to Humberside Police in January 2024 and February 2025 Cllr Ron Shepherd (Conservative - Scartho Ward), has since held two meetings on the matter, in June and September 2025. At the last meeting, he tasked council officers to report back with costings on possible lighting and CCTV measures, and for greater detail on the bridge's structural integrity and data on reported crime in the area These have now been put together. Based on the data showing Fuller Street has "less crime than the immediate surrounding area" and the bridge "significantly less", a council report concludes it would be a disproportionate level of spend to invest in lighting and CCTV for the bridge, or lighting for the North Wall area Complete removal of the bridge is mentioned as a possible option, with its proximity to the lit Suggitt's Lane footbridge referenced. But the report states public opinion must be considered. Instead, new signage is recommended A review of reported crimes between September 2023 and October 2025 found 294 recorded crimes in the local area, including neighbouring streets like Neville Street. Three crimes have been recorded as taking place at the bridge, two sexual offences and one violence against the person Options include: Lighting and CCTV on the bridge: £7,000 for the lighting, £21,000 to install the CCTV and about £3,000 a year to maintain the CCTV. Standard lighting at North Wall, from Fuller Street Bridge to Wonderland, and from the bridge entrance to the port entrance: potentially up to £325,000, with around £2,500 annual costs, but installation costs could be reduced dependent on permission to install columns behind the sea wall. Solar lighting along the same North Wall section: £200,000 installation costs, with annual costs potentially much less, but dependent on lack of vandalism For bridge lighting, Network Rail permission would be needed. For the North Wall lighting options, it is also recommended that a 110 metre footway be created for safe access between the wall and bridge. This cost has not been estimated. The North Wall options require not just the green light from Network Rail, but also landowner's permission and the Environment Agency's sign-off too. Council officers have also looked further into the bridge's structural integrity "The minimal work required to make this site safe is to fix protective panels over the failed areas," the council report states But it recommends replacement of the parapet mesh to avoid possible future problems, and other works The cost of these is not detailed. But linked to this, the council would have to pay for a legal agreement and track possessions to be reached with Network Rail It is stated these costs are decided by Network Rail and can range from £5,000 to £250,000. "There’s no way to know what it will cost before it’s been created," the report says

North east Lincolnshire council are having a meeting today to discuss putting signs up around a bridge saying 'RAPISTS OPERATE AROUND HERE' CCTV and lighting is considered disproportionately expensive options 😲 Complete removal of the bridge is also an option We have had TWO RAPES and one VIOLENT ATTACK in the last couple of years on this bridge and all the council want to do is put up signs warning people that the bridge is DANGEROUS Full video in the comments 👇🏻 A petition signed by over 200 residents last year called for action to improve public safety at Fuller Street Bridge, such as lighting, improved signage "to allow the public to make informed decisions" about crossing a bridge where sexual assaults have been reported has been recommended with lighting and CCTV considered disproportionately expensive options. A decision on possible extra safety measures at Fuller Street Bridge, Cleethorpes, is due to be taken at a meeting today, Monday (January 26) after council officers reported back on the options to increase safety It followed the reports of alleged rapes to Humberside Police in January 2024 and February 2025 Cllr Ron Shepherd (Conservative - Scartho Ward), has since held two meetings on the matter, in June and September 2025. At the last meeting, he tasked council officers to report back with costings on possible lighting and CCTV measures, and for greater detail on the bridge's structural integrity and data on reported crime in the area These have now been put together. Based on the data showing Fuller Street has "less crime than the immediate surrounding area" and the bridge "significantly less", a council report concludes it would be a disproportionate level of spend to invest in lighting and CCTV for the bridge, or lighting for the North Wall area Complete removal of the bridge is mentioned as a possible option, with its proximity to the lit Suggitt's Lane footbridge referenced. But the report states public opinion must be considered. Instead, new signage is recommended A review of reported crimes between September 2023 and October 2025 found 294 recorded crimes in the local area, including neighbouring streets like Neville Street. Three crimes have been recorded as taking place at the bridge, two sexual offences and one violence against the person Options include: Lighting and CCTV on the bridge: £7,000 for the lighting, £21,000 to install the CCTV and about £3,000 a year to maintain the CCTV. Standard lighting at North Wall, from Fuller Street Bridge to Wonderland, and from the bridge entrance to the port entrance: potentially up to £325,000, with around £2,500 annual costs, but installation costs could be reduced dependent on permission to install columns behind the sea wall. Solar lighting along the same North Wall section: £200,000 installation costs, with annual costs potentially much less, but dependent on lack of vandalism For bridge lighting, Network Rail permission would be needed. For the North Wall lighting options, it is also recommended that a 110 metre footway be created for safe access between the wall and bridge. This cost has not been estimated. The North Wall options require not just the green light from Network Rail, but also landowner's permission and the Environment Agency's sign-off too. Council officers have also looked further into the bridge's structural integrity "The minimal work required to make this site safe is to fix protective panels over the failed areas," the council report states But it recommends replacement of the parapet mesh to avoid possible future problems, and other works The cost of these is not detailed. But linked to this, the council would have to pay for a legal agreement and track possessions to be reached with Network Rail It is stated these costs are decided by Network Rail and can range from £5,000 to £250,000. "There’s no way to know what it will cost before it’s been created," the report says

Active Patriot

38,892 görüntüleme • 7 ay önce

A Historic Milestone for Maharashtra’s Growth: Inauguration of Navi Mumbai International Airport ✈️ A moment of immense pride for Maharashtra as the Navi Mumbai International Airport was inaugurated today at the hands of Hon Prime Minister Narendra Modi Ji. Under the visionary leadership of Hon PM Narendra Modi Ji, the dream we envisioned a decade ago has now turned into reality. The airport stands as a symbol of Nava Bharat, of progress, resilience, and renewed ambition. Conceived in the 1990s, this project had remained stalled for years. Once PM Modi Ji’s government took office, it was fast-tracked under the PRAGATI portal, and in its very first meeting, all eight pending NOCs were approved, paving the way for this world-class engineering marvel capable of handling 9 crore passengers annually. This airport will play a pivotal role in Maharashtra’s and India’s growth, with the potential to boost the state’s GDP by 1%. Alongside, the inauguration of Mumbai Metro Line 3 (Phase 2B), from Acharya Atre Chowk to Cuffe Parade, marks another proud achievement. This largest underground metro in India, developed with support from the Government of Japan and JICA, will significantly enhance Mumbai’s connectivity. In line with PM Modi Ji’s vision for integrated and seamless transport, the ‘Mumbai One’ app was also launched today. This unified platform enables commuters to travel across Metro, Monorail, Bus, Suburban Rail, and Water Taxi networks with a single ticket, transforming mobility across Mumbai. A defining day that reaffirms Maharashtra’s journey toward a Viksit Bharat, powered by world-class infrastructure and visionary leadership. Hon Governor Acharya Devvrat ji, Union Minister Kinjarapu Ram Mohan Naidu ji, DCM Eknath Shinde ji, DCM Ajitdada Pawar, Union MoS Murlidhar Mohol and other dignitaries were present. Narendra Modi Governor of Maharashtra Ram Mohan Naidu Kinjarapu Eknath Shinde - एकनाथ शिंदे Ajit Pawar Murlidhar Mohol #Maharashtra #ViksitMumbai

A Historic Milestone for Maharashtra’s Growth: Inauguration of Navi Mumbai International Airport ✈️ A moment of immense pride for Maharashtra as the Navi Mumbai International Airport was inaugurated today at the hands of Hon Prime Minister Narendra Modi Ji. Under the visionary leadership of Hon PM Narendra Modi Ji, the dream we envisioned a decade ago has now turned into reality. The airport stands as a symbol of Nava Bharat, of progress, resilience, and renewed ambition. Conceived in the 1990s, this project had remained stalled for years. Once PM Modi Ji’s government took office, it was fast-tracked under the PRAGATI portal, and in its very first meeting, all eight pending NOCs were approved, paving the way for this world-class engineering marvel capable of handling 9 crore passengers annually. This airport will play a pivotal role in Maharashtra’s and India’s growth, with the potential to boost the state’s GDP by 1%. Alongside, the inauguration of Mumbai Metro Line 3 (Phase 2B), from Acharya Atre Chowk to Cuffe Parade, marks another proud achievement. This largest underground metro in India, developed with support from the Government of Japan and JICA, will significantly enhance Mumbai’s connectivity. In line with PM Modi Ji’s vision for integrated and seamless transport, the ‘Mumbai One’ app was also launched today. This unified platform enables commuters to travel across Metro, Monorail, Bus, Suburban Rail, and Water Taxi networks with a single ticket, transforming mobility across Mumbai. A defining day that reaffirms Maharashtra’s journey toward a Viksit Bharat, powered by world-class infrastructure and visionary leadership. Hon Governor Acharya Devvrat ji, Union Minister Kinjarapu Ram Mohan Naidu ji, DCM Eknath Shinde ji, DCM Ajitdada Pawar, Union MoS Murlidhar Mohol and other dignitaries were present. Narendra Modi Governor of Maharashtra Ram Mohan Naidu Kinjarapu Eknath Shinde - एकनाथ शिंदे Ajit Pawar Murlidhar Mohol #Maharashtra #ViksitMumbai

Devendra Fadnavis

28,279 görüntüleme • 10 ay önce

Clawdbot Attacks! This is very clearly the way of the future! In today's video, I give a brief overview of Clawdbot and then address the burning problem that most people have with it: ALIGNMENT The Clawdbot implementation is the most successful autonomous or semi-autonomous agentic framework to date. What it is missing is what I call an "Aspirational Layer" or what some people call a "Supreme Court" for judgment and arbitration of decisions. Now, I've been working in this space for a long time, it's actually why I started my YouTube channel in the first place. My first work into agentic AI was NLCA (Natural Language Cognitive Architecture) that I tried to build with GPT-3. I returned to the workbench again with the ACE Framework, which was more sophisticated. Clawdbot represents a seismic shift in autonomous agentic implementations, and there is a HUGE opportunity to make it more aligned, safer, and therefore more broadly useful AND easier to adopt. And that is outer alignment. For most people, they have been focusing on "inner alignment" (whether or not LLMs were evil, deceptive, etc). Not "outer alignment" which asks "is the outcome beneficial to humans?" I explored this with my GATO Framework (Global Alignment Taxonomy Omnibus). Model alignment is just layer 1 of global AI safety. Layer 2 is agentic alignment. Now, it is time to really research and implement agentic alignment. Fortunately, we've already got that covered with the heuristic imperatives! 1) Reduce suffering in the universe 2) Increase prosperity in the universe 3) Increase understanding in the universe These values are easy enough to implement with a file. Model training not required. These values create a meta-stable attractor. In other words, agents equipped with the Heuristic Imperatives are more "self-aligning" as was tested by the AgentForge team in competitions. In other words, even if Clawdbot were to try to self-replicate, if it were equipped with the heuristic imperatives, then it would ensure that it's successor (or progeny?) was more aligned than it was. But you don't need to take my word for it. Just add the heuristic imperatives to clawdbot and see for yourself.

Clawdbot Attacks! This is very clearly the way of the future! In today's video, I give a brief overview of Clawdbot and then address the burning problem that most people have with it: ALIGNMENT The Clawdbot implementation is the most successful autonomous or semi-autonomous agentic framework to date. What it is missing is what I call an "Aspirational Layer" or what some people call a "Supreme Court" for judgment and arbitration of decisions. Now, I've been working in this space for a long time, it's actually why I started my YouTube channel in the first place. My first work into agentic AI was NLCA (Natural Language Cognitive Architecture) that I tried to build with GPT-3. I returned to the workbench again with the ACE Framework, which was more sophisticated. Clawdbot represents a seismic shift in autonomous agentic implementations, and there is a HUGE opportunity to make it more aligned, safer, and therefore more broadly useful AND easier to adopt. And that is outer alignment. For most people, they have been focusing on "inner alignment" (whether or not LLMs were evil, deceptive, etc). Not "outer alignment" which asks "is the outcome beneficial to humans?" I explored this with my GATO Framework (Global Alignment Taxonomy Omnibus). Model alignment is just layer 1 of global AI safety. Layer 2 is agentic alignment. Now, it is time to really research and implement agentic alignment. Fortunately, we've already got that covered with the heuristic imperatives! 1) Reduce suffering in the universe 2) Increase prosperity in the universe 3) Increase understanding in the universe These values are easy enough to implement with a file. Model training not required. These values create a meta-stable attractor. In other words, agents equipped with the Heuristic Imperatives are more "self-aligning" as was tested by the AgentForge team in competitions. In other words, even if Clawdbot were to try to self-replicate, if it were equipped with the heuristic imperatives, then it would ensure that it's successor (or progeny?) was more aligned than it was. But you don't need to take my word for it. Just add the heuristic imperatives to clawdbot and see for yourself.

David Shapiro (L/0)

28,300 görüntüleme • 7 ay önce

The man who invented modern fantasy didn't publish his first novel until he was forty-five. By that age, J.R.R. Tolkien had already built a respectable life. He was an Oxford professor, an expert in ancient languages, with a wife and four children and a settled academic career. He was exactly the kind of man who might reasonably have decided that the shape of his life was already fixed. The work he would be remembered for, he had not yet even begun... The story, which Tolkien told himself, is that one summer he was grading examination papers, when he turned a page and found that a student had left it blank. Without quite knowing why, he wrote a single sentence on it: "In a hole in the ground there lived a hobbit." He did not know what a hobbit was. He had spent years inventing languages and mythologies as a private passion, and telling stories to his own children, never imagining any of it would reach the world. But that one line began to grow. It became a story, and then a book, and in 1937, at the age of forty-five, Tolkien published The Hobbit. It was a success, and his publisher asked for a sequel. Tolkien warned them it might take some time. It took 17 years... He wrote it in the margins of a demanding full-time job, revising endlessly, doubting it often. When The Lord of the Rings was finally published, in 1954 and 1955, he was in his early sixties. That book, begun as a middle-aged professor's private side project, went on to sell well over a hundred million copies, to invent modern fantasy as we know it, and to reshape the imagination of the entire world. Tolkien already had a full and respectable life behind him. And still, the thing he is remembered for, the thing that outlived him and reached hundreds of millions of people, was something he began at forty-five, at an age when it would have been the easiest thing in the world to tell himself he had already missed his chance. He didn't. It's never as late as it feels.

The man who invented modern fantasy didn't publish his first novel until he was forty-five. By that age, J.R.R. Tolkien had already built a respectable life. He was an Oxford professor, an expert in ancient languages, with a wife and four children and a settled academic career. He was exactly the kind of man who might reasonably have decided that the shape of his life was already fixed. The work he would be remembered for, he had not yet even begun... The story, which Tolkien told himself, is that one summer he was grading examination papers, when he turned a page and found that a student had left it blank. Without quite knowing why, he wrote a single sentence on it: "In a hole in the ground there lived a hobbit." He did not know what a hobbit was. He had spent years inventing languages and mythologies as a private passion, and telling stories to his own children, never imagining any of it would reach the world. But that one line began to grow. It became a story, and then a book, and in 1937, at the age of forty-five, Tolkien published The Hobbit. It was a success, and his publisher asked for a sequel. Tolkien warned them it might take some time. It took 17 years... He wrote it in the margins of a demanding full-time job, revising endlessly, doubting it often. When The Lord of the Rings was finally published, in 1954 and 1955, he was in his early sixties. That book, begun as a middle-aged professor's private side project, went on to sell well over a hundred million copies, to invent modern fantasy as we know it, and to reshape the imagination of the entire world. Tolkien already had a full and respectable life behind him. And still, the thing he is remembered for, the thing that outlived him and reached hundreds of millions of people, was something he began at forty-five, at an age when it would have been the easiest thing in the world to tell himself he had already missed his chance. He didn't. It's never as late as it feels.

James Lucas

93,539 görüntüleme • 1 ay önce

Dear self-esteemed Madame Nirmala Sitharaman, In your interview with India Today said "Look at this stupid-self confidence with which he stands up" taking potshots at our leader Rahul Gandhi as he was talking about the sad economic reality. You asked him back whether we made a single unit which brought in foreign exchange. Here you go, Madame Ji. This is just a beginning! Last year India's Software exports were $205.2 Billion out of $776.68B total exports. This is a huge 26% of the overall export. This is our single biggest contribution to our exports. From starting the first Computer Science course in IIT Kharagpur in 1971, to STPI to Aadhaar and NPCI we've built this software industry in India from ground up. What was your party doing back then? Trying to obstruct everything and create as many hurdles as possible. Let us remind you that your party declared 1984 as 'anti-computerisation year' and worked towards obstructing the IT sector which was the future. Despite all challenges, we went ahead and did it with the support of vast number of talented engineers of India. Here is a brief history of it. How India Became a Global IT Superpower A few decades ago, India was not known for computers or software. But today, it is one of the biggest IT hubs in the world. Millions of Indians work in the software industry, and companies like Infosys, Wipro, and TCS are global giants. This transformation did not happen overnight. It was the result of important government policies and decisions that started in the 1970s. Let’s go back in time and see how India’s IT journey began. IITs and the Birth of Computer Science Courses (1970s-1980s) India’s famous IITs (Indian Institutes of Technology) started computer science courses in the 1970s and 1980s. IIT Kanpur was one of the first to introduce a Computer Science and Engineering (CSE) program in 1971, with the help of US universities. By the 1980s, almost all IITs and NITs had computer science departments. This was the first step in producing highly skilled software engineers. Many of these graduates went on to work in Silicon Valley or for Indian IT companies. Rajiv Gandhi and the Computer Revolution (1984-1989 In the 1980s, India was not very advanced in technology. Computers were rare, and many people feared that they would take away jobs. But Prime Minister Rajiv Gandhi saw the future. He believed that computers would help India grow. With the help of Sam Pitroda, a telecom engineer, he introduced computers in government offices. At first, there was resistance. Many workers protested, fearing job losses. But soon, people realized that computers made work easier and faster. The government also encouraged companies and schools to use computers. In 1988, the Centre for Development of Advanced Computing (C-DAC) was set up to build India's own supercomputers. This created excitement around computers, and many young students started taking interest in computer science. The 1986 Software Export Policy – India Opens to the World In 1986, the government introduced a policy to promote software exports. The goal was to make India a hub for IT services. This led to the creation of Software Technology Parks of India (STPI) in 1991, where software companies could work with tax benefits. Foreign companies also started outsourcing their software work to India. Suddenly, there were many job opportunities in IT, and students began choosing computer science as a career. The 1991 Economic Reforms – A Game Changer The biggest turning point came in 1991 when India opened its economy to foreign investment. Prime Minister P.V. Narasimha Rao and Finance Minister Dr. Manmohan Singh introduced economic liberalization. Before 1991, starting a company in India was difficult because of too many government rules. After 1991, foreign companies like IBM and Microsoft entered India, creating more jobs in IT. This encouraged even more students to study computer science. The Y2K Boom – India Saves the World (Late 1990s) In the late 1990s, the world faced a big problem – the Y2K bug. Many old computer programs used two-digit years (e.g., ‘99’ for 1999). People feared that when the year 2000 came, computers might fail. Indian IT companies like Infosys, Wipro, and TCS came to the rescue. They fixed Y2K bugs for global companies. This made India famous as a reliable IT outsourcing destination. After this, many foreign companies started hiring Indian engineers for software work. Seeing this success, more engineering colleges expanded their computer science departments. Conclusion – The IT Dream Becomes Reality India’s rise as a global IT powerhouse was not an accident. It was the result of smart government policies, investments in education, and the hard work of young Indian engineers. From Rajiv Gandhi’s computer push to the Y2K boom, and from IITs’ computer science programs to economic liberalization, each step played a role in shaping India’s IT success story. Today, Indian software engineers are leading global tech companies, and India remains one of the world’s top destinations for IT services. The journey is far from over – the future looks even brighter! So Madame Nirmala Sitharaman, shelve your stupid arrogance and think before you talk. Your Govt is able to sustain because of Software Exports which is $205.2 Billion out of $776.68B total exports, a huge 26% of the overall export. Do you need more? We will answer you in the coming days!

Dear self-esteemed Madame Nirmala Sitharaman, In your interview with India Today said "Look at this stupid-self confidence with which he stands up" taking potshots at our leader Rahul Gandhi as he was talking about the sad economic reality. You asked him back whether we made a single unit which brought in foreign exchange. Here you go, Madame Ji. This is just a beginning! Last year India's Software exports were $205.2 Billion out of $776.68B total exports. This is a huge 26% of the overall export. This is our single biggest contribution to our exports. From starting the first Computer Science course in IIT Kharagpur in 1971, to STPI to Aadhaar and NPCI we've built this software industry in India from ground up. What was your party doing back then? Trying to obstruct everything and create as many hurdles as possible. Let us remind you that your party declared 1984 as 'anti-computerisation year' and worked towards obstructing the IT sector which was the future. Despite all challenges, we went ahead and did it with the support of vast number of talented engineers of India. Here is a brief history of it. How India Became a Global IT Superpower A few decades ago, India was not known for computers or software. But today, it is one of the biggest IT hubs in the world. Millions of Indians work in the software industry, and companies like Infosys, Wipro, and TCS are global giants. This transformation did not happen overnight. It was the result of important government policies and decisions that started in the 1970s. Let’s go back in time and see how India’s IT journey began. IITs and the Birth of Computer Science Courses (1970s-1980s) India’s famous IITs (Indian Institutes of Technology) started computer science courses in the 1970s and 1980s. IIT Kanpur was one of the first to introduce a Computer Science and Engineering (CSE) program in 1971, with the help of US universities. By the 1980s, almost all IITs and NITs had computer science departments. This was the first step in producing highly skilled software engineers. Many of these graduates went on to work in Silicon Valley or for Indian IT companies. Rajiv Gandhi and the Computer Revolution (1984-1989 In the 1980s, India was not very advanced in technology. Computers were rare, and many people feared that they would take away jobs. But Prime Minister Rajiv Gandhi saw the future. He believed that computers would help India grow. With the help of Sam Pitroda, a telecom engineer, he introduced computers in government offices. At first, there was resistance. Many workers protested, fearing job losses. But soon, people realized that computers made work easier and faster. The government also encouraged companies and schools to use computers. In 1988, the Centre for Development of Advanced Computing (C-DAC) was set up to build India's own supercomputers. This created excitement around computers, and many young students started taking interest in computer science. The 1986 Software Export Policy – India Opens to the World In 1986, the government introduced a policy to promote software exports. The goal was to make India a hub for IT services. This led to the creation of Software Technology Parks of India (STPI) in 1991, where software companies could work with tax benefits. Foreign companies also started outsourcing their software work to India. Suddenly, there were many job opportunities in IT, and students began choosing computer science as a career. The 1991 Economic Reforms – A Game Changer The biggest turning point came in 1991 when India opened its economy to foreign investment. Prime Minister P.V. Narasimha Rao and Finance Minister Dr. Manmohan Singh introduced economic liberalization. Before 1991, starting a company in India was difficult because of too many government rules. After 1991, foreign companies like IBM and Microsoft entered India, creating more jobs in IT. This encouraged even more students to study computer science. The Y2K Boom – India Saves the World (Late 1990s) In the late 1990s, the world faced a big problem – the Y2K bug. Many old computer programs used two-digit years (e.g., ‘99’ for 1999). People feared that when the year 2000 came, computers might fail. Indian IT companies like Infosys, Wipro, and TCS came to the rescue. They fixed Y2K bugs for global companies. This made India famous as a reliable IT outsourcing destination. After this, many foreign companies started hiring Indian engineers for software work. Seeing this success, more engineering colleges expanded their computer science departments. Conclusion – The IT Dream Becomes Reality India’s rise as a global IT powerhouse was not an accident. It was the result of smart government policies, investments in education, and the hard work of young Indian engineers. From Rajiv Gandhi’s computer push to the Y2K boom, and from IITs’ computer science programs to economic liberalization, each step played a role in shaping India’s IT success story. Today, Indian software engineers are leading global tech companies, and India remains one of the world’s top destinations for IT services. The journey is far from over – the future looks even brighter! So Madame Nirmala Sitharaman, shelve your stupid arrogance and think before you talk. Your Govt is able to sustain because of Software Exports which is $205.2 Billion out of $776.68B total exports, a huge 26% of the overall export. Do you need more? We will answer you in the coming days!

Congress Kerala

138,170 görüntüleme • 1 yıl önce

DISTURBING CONTENT WARNING: SA AND HARM TO CHILDREN Alandra Markman describes the BREEDING COMPOUND in Mexico that he was sent to by the satanic cult that ritually tortured abused and raped him since birth. They were breeding Jewish bloodlines and he was selected for his more than 99% pure Ashkenazi Jewish heritage and apparent decendancy directly from King Solomon. This specific breeding compound was in Mexico and is described as a Satanic Monastery. He alleges that to the best of his knowledge it was run by one of the most prominent philanthropists in the Seattle area (a woman- not bill gates) In other clips I posted yesterday he describes being forced to fight in child cage death matches in front of paying audiences of wealthy elites and politicians as well as meeting Jeffrey Epstein and being groomed for an acting career before flopping out of it. As to credibility, to get a sense for his full story- watch the whole interview here: Worth noting that he has a documented and verifiable history of healing from this abuse over more than a decade, has known Anneke Lukas (the interviewer) for many years. It is clear that this is his whole life- not just an hour of acting. As for believing what he says- I always start with the question- what would he gain from making this up if actually none of it’s true? Furthermore- when you cross reference his story with other survivors of satanic ritual abuse(of which there are waaaaay too many), the similarities are numerous. Our world is infected by evil at the highest levels. And it’s only a matter of time before a culture of disclosure that we foster together, combined with the power of the internet starts exposing people even more evil and involved than Epstein was. Truth will win. Love will win.

Sensitive content

DISTURBING CONTENT WARNING: SA AND HARM TO CHILDREN Alandra Markman describes the BREEDING COMPOUND in Mexico that he was sent to by the satanic cult that ritually tortured abused and raped him since birth. They were breeding Jewish bloodlines and he was selected for his more than 99% pure Ashkenazi Jewish heritage and apparent decendancy directly from King Solomon. This specific breeding compound was in Mexico and is described as a Satanic Monastery. He alleges that to the best of his knowledge it was run by one of the most prominent philanthropists in the Seattle area (a woman- not bill gates) In other clips I posted yesterday he describes being forced to fight in child cage death matches in front of paying audiences of wealthy elites and politicians as well as meeting Jeffrey Epstein and being groomed for an acting career before flopping out of it. As to credibility, to get a sense for his full story- watch the whole interview here: Worth noting that he has a documented and verifiable history of healing from this abuse over more than a decade, has known Anneke Lukas (the interviewer) for many years. It is clear that this is his whole life- not just an hour of acting. As for believing what he says- I always start with the question- what would he gain from making this up if actually none of it’s true? Furthermore- when you cross reference his story with other survivors of satanic ritual abuse(of which there are waaaaay too many), the similarities are numerous. Our world is infected by evil at the highest levels. And it’s only a matter of time before a culture of disclosure that we foster together, combined with the power of the internet starts exposing people even more evil and involved than Epstein was. Truth will win. Love will win.

Ian Carroll

709,399 görüntüleme • 2 yıl önce

VIDEO | Kolkata: Reacting to the Murshidabad railway crossing accident, TMC leader Mahua Moitra says, "An incident took place today in Govindapur, Murshidabad, where the railway gate was not lowered when a school van carrying five children was crossing. The children have died. It is a very sad incident. The Railway Ministry must clamp down on this system because anything that depends on human intervention, where a person is responsible for closing a gate, is prone to human error. It is high time we moved to a fully automated system, and I would urge the Railway Minister to treat this as a top priority. Unfortunately, safety issues in India continue to receive very low priority. Even in 2026, we are witnessing deaths like these, where a vehicle crosses a railway track and children lose their lives. We have also seen the KAVACH system. It is supposed to cover the entire railway network, but that has still not happened. While a high-speed railway line worth Rs 1.30 lakh crore has been built between Mumbai and Ahmedabad, the cost of covering the entire Indian Railways network with KAVACH is around Rs 63,000 crore. Yet that has not been completed. We have no objection to high-speed railways, but we believe the Railways' priority should be safety measures, both on the tracks and in situations like this."

VIDEO | Kolkata: Reacting to the Murshidabad railway crossing accident, TMC leader Mahua Moitra says, "An incident took place today in Govindapur, Murshidabad, where the railway gate was not lowered when a school van carrying five children was crossing. The children have died. It is a very sad incident. The Railway Ministry must clamp down on this system because anything that depends on human intervention, where a person is responsible for closing a gate, is prone to human error. It is high time we moved to a fully automated system, and I would urge the Railway Minister to treat this as a top priority. Unfortunately, safety issues in India continue to receive very low priority. Even in 2026, we are witnessing deaths like these, where a vehicle crosses a railway track and children lose their lives. We have also seen the KAVACH system. It is supposed to cover the entire railway network, but that has still not happened. While a high-speed railway line worth Rs 1.30 lakh crore has been built between Mumbai and Ahmedabad, the cost of covering the entire Indian Railways network with KAVACH is around Rs 63,000 crore. Yet that has not been completed. We have no objection to high-speed railways, but we believe the Railways' priority should be safety measures, both on the tracks and in situations like this."

Press Trust of India

20,948 görüntüleme • 1 ay önce