Microfibers were invented by Japanese textile company Toray in 1970, but the technology wasn’t used for cleaning until the late 1980s.
The key, as the name suggests, is in the fiber: Each strand is really tiny—100 times finer than human hair—which allows them to be packed densely on a towel. That creates a lot of surface area to absorb water and pick up dust and dirt. Plus, microfibers have a positive electric charge when dry (you might notice the static cling on your towels), which further helps the towel to pick up and hold dirt. “They tend to trap the dirt in but not allow it to re-scratch the finish,” explains professional concours detailer Tim McNair, who ditched old T-shirts and terry cloths for microfibers back in the 1990s.
These days, the little towels are ubiquitous and relatively cheap, but in order to perform wonders consistently, they need to be treated with respect. Below, a miniature guide to microfibers.
Care for Your Towels: Dos and Don’ts
“They’re just towels,” you might say to yourself. But if you want them to last and retain their effectiveness, microfiber towels need more care than your shop rags:
DO: Keep your microfiber towels together in a clean storage space like a Rubbermaid container. They absorb dirt so readily that a carelessly stored one will be dirty before you even use it.
DON’T: Keep towels that are dropped on the ground. It’s hard to get that gunk out and it will scratch your paint.
DO: Reuse your towels. “I have towels that have lasted 15 years,” says McNair. That said, he recommends keeping track of how they’re used. “I’ll use a general-purpose microfiber to clean an interior or two, and I’ll take them home and wash them. After about two, three washings, it starts to fade and get funky, and then that becomes the towel that does lower rockers. Then the lower rocker towel becomes the engine towel. After engines, it gets thrown away.”
DON’T: Wash your microfibers with scented detergent, which can damage the fibers and make them less effective at trapping dirt. OxiClean works great, according to McNair.
DO: Separate your microfibers from other laundry. “Make sure that you keep the really good stuff with the really good stuff and the filthy stuff with the filthy stuff,” says McNair.
DO: Air-dry your towels. Heat from the dryer can damage the delicate fibers. If you’re in a rush, use the dryer’s lowest setting.
How Do You Know Microfiber Is Split Or Not?
A widespread misunderstanding is that you can “feel” if a microfiber towel is made from split microfiber or not by stroking it with your hand. This is false!
The theory is that if it feels like the towel “hooks” onto tiny imperfections on dry unmoisturized hands, this is because the fibers are split and they microscopically grab your skin. Although this is partially true, you cannot feel split microfiber “hook” onto your skin. These microscopic hooks are way too small to feel, but do generate a general surface resistance called “grab”. Yet, this is not the “individual” hooking sensation you feel when you touch most microfiber towels. It’s the tiny loops in loop-woven microfiber that are large enough to actually feel grabbing imperfections on your hands (minute skin scales).
Try it for yourself: gently stroke a loop-weave microfiber towel of any kind, split or not. If your hands are dry and unmoisturized, you will feel the typical “hooking” sensation most people hate. It’s simply the loops that catch around the scales on your skin like mini lassos. Take a picture of the microfiber material with your smartphone, zoom in and you can clearly see the loops.
Now try stroking a cut microfiber towel which is not loop-woven, split or not, and it will not give that awful hooking sensation. If you take a picture of this material, you will see a furry surface without those loops. Because there are no loops, it won’t “hook”.
Now you know the truth: it’s the loops that latch onto your skin when you touch a microfiber towel, regardless if the towel is split microfiber or not. Tightly woven microfiber towels without pile (e.g. glass towels) can also have the “hooking” effect, caused by the way their fibers are woven, but less pronounced than loop weave towels.
Another misunderstanding is that a towel that is made of non-split microfiber will “push away” water and is non-absorbent. This also is not true!
Although a non-split microfiber fiber is not absorbent, water is still caught in between the fibers. You can do the test: submerge a 100% polyester fleece garment (check the label), which is always non-split fiber, in a bucket of water and take it out after about 10 sec. Wring it out over an empty bucket and you’ll see that it holds quite a bit of water, meaning it is absorbent.
So, another myth is busted: non-split microfiber can’t be determined simply by testing if it holds water. You can however test how much water it holds. Compare it to a similar dry-weight towel that is known to be split 70/30 microfiber: Submerge both in a bucket of water. If they hold about the same amount of water, they are both split microfiber. If the 70/30 towel holds more than twice as much water, the test towel is more than likely non-split material.
How do you know if Microfiber is split or not?
A widespread misunderstanding is that you can “feel” if a microfiber towel is made from split microfiber or not by stroking it with your hand. This is false!
The theory is that if it feels like the towel “hooks” onto tiny imperfections on dry non-moisturized hands, this is because the fibers are split and they microscopically grab your skin. Although this is partially true, you cannot feel split microfiber “hook” onto your skin. Our friends at classiccarmaintenance.com have more to say about this- “these microscopic hooks are way too small to feel, but do generate a general surface resistance called “grab”.” Yet, this is not the “individual” hooking sensation you feel when you touch most microfiber towels. It’s the tiny loops in loop-woven microfiber that are large enough to actually feel grabbing imperfections on your hands (minute skin scales).
Try it for yourself: gently stroke a loop-weave microfiber towel of any kind, split or not. If your hands are dry and unmoisturized, you will feel the typical “hooking” sensation most people hate. It’s simply the loops that catch around the scales on your skin like mini lassos. Take a picture of the microfiber material with your smartphone, zoom in and you can clearly see the loops.
Now try stroking a cut microfiber towel which is not loop-woven, split or not, and it will not give that awful hooking sensation. If you take a picture of this material, you will see a furry surface without those loops. Because there are no loops, it won’t “hook”.
Now you know the truth: it’s the loops that latch onto your skin when you touch a microfiber towel, regardless if the towel is split microfiber or not. Tightly woven microfiber towels without pile (e.g. glass towels) can also have the “hooking” effect, caused by the way their fibers are woven, but less pronounced than loop weave towels.
Another misunderstanding is that a towel that is made of non-split microfiber will “push away” water and is non-absorbent. This also is not true!
Although a non-split microfiber fiber is not absorbent, water is still caught in between the fibers. You can do the test: submerge a 100% polyester fleece garment (check the label), which is always non-split fiber, in a bucket of water and take it out after about 10 sec. Wring it out over an empty bucket and you’ll see that it holds quite a bit of water, meaning it is absorbent.
So, another myth is busted: non-split microfiber can’t be determined simply by testing if it holds water. You can however test how much water it holds. Compare it to a similar dry-weight towel that is known to be split 70/30 microfiber: Submerge both in a bucket of water. If they hold about the same amount of water, they are both split microfiber. If the 70/30 towel holds more than twice as much water, the test towel is more than likely non-split material.
Tim’s Towels
The budget pack of microfiber towels will serve you fine, but if you want to go down the detailing rabbit hole, there’s a dizzying variety of towel types that will help you do specific jobs more effectively. Here’s what McNair recommends:
General Use: German janitorial supply company Unger’s towels are “the most durable things I’ve ever seen,” says McNair.
Wheels and other greasy areas: This roll of 75 microfiber towels from Walmart is perfect for down-and-dirty cleaning, like wire wheels. When your towel gets too dirty, throw it away and rip a new one off the roll.
Glass: There are specific two-sided towels for glass cleaning. One side has a thick nap that is good for getting bugs and gunk off the windshield. The other side has no nap—just a smooth nylon finish—that’s good for a streak-free final wipe down.
A special ‘Study in Brief’ via our friends at cdhowe.org
This study estimates the economic benefits of a new, dedicated passenger rail link in the Toronto-Québec City corridor, either with or without high-speed capabilities.
Cumulatively, in present value terms over 60 years, economic benefits are estimated to be $11-$17 billion under our modelled conventional rail scenarios, and $15-$27 billion under high-speed rail scenarios.
This study estimates economic benefits, rather than undertaking a full cost-benefit analysis. The analysis is subject to a range of assumptions, particularly passenger forecasts.
Introduction
Canada’s plans for faster, more frequent rail services in the Toronto-Québec City corridor are underway.
In 2021, the federal government announced plans for a new, high frequency, dedicated passenger rail link in the Toronto-Québec City corridor. More recently, the government has considered the potential for this passenger line to provide high-speed rail travel. These two options are scenarios within the current proposed rail project, which VIA-HFR has named “Rapid Train.” This paper analyzes the economic benefits of the proposed Rapid Train project, considering both scenarios, and by implication the costs of forgoing them.
The project offers substantial economic and social benefits to Canada. At a time when existing VIA Rail users must accept comparatively modest top speeds (by international standards) and regular delays, this project offers a dedicated passenger line to solve network capacity constraints. With Canada’s economy widely understood to be experiencing a productivity crisis (Bank of Canada 2024), combined with Canada seeking cost-effective approaches to reducing harmful CO2 emissions, the project offers both productivity gains and lower-emission transportation capacity. There are, in short, significant opportunity costs to postponing or not moving ahead with this investment and perpetuating the status quo in rail service.
The Toronto-Québec City corridor, home to more than 16 million people (Statistics Canada 2024) and generating approximately 41 percent of Canada’s GDP (Statistics Canada 2023), lacks the sort of fully modernized passenger rail service provided in comparable regions worldwide. For example, Canada is the only G7 country without high-speed rail (HSR) – defined by the International Union of Railways (UIC) as a train service having the capability to reach speeds of 250 km per hour. Congestion has resulted in reliability (on time performance) far below typical industry standards. Discussion about enhancing rail service in this corridor has persisted for decades. But delays come with opportunity costs. This Commentary adds up those costs in the event that Canada continues to postpone, or even abandons, investment in enhanced rail services.
The existing rail infrastructure in the Toronto-Québec City corridor was developed several decades ago and continues to operate within parameters set during that time. However, significant changes have occurred since then, including higher population growth, economic development, and shifting transportation patterns. Rising demand for passenger and freight transportation – both by rail and other modes – has increased pressure on the region’s transportation network. There is increasing need to explore the various mechanisms through which enhancements to rail service could affect regional economic outcomes.
According to Statistics Canada (2024), the Toronto-Québec City corridor is the most densely populated and heavily industrialized region in Canada. This corridor is home to 42 percent of the country’s total population and comprises 43 percent of the national labor market. Transport Canada’s (2023) projections indicate that by 2043, an additional 5 million people will reside in Québec and Ontario, marking a 21 percent increase from 2020. This population growth will comprise more than half of Canada’s overall population increase over the period. As the population and economy continue to expand, the demand for all modes of transportation, including passenger rail, will rise. The growing strain on the transportation network highlights the need for infrastructure improvements within this corridor. In 2019, passenger rail travel accounted for only 2 percent of all trips in the corridor, with the vast majority of journeys (94 percent) undertaken by car (VIA-HFR website). This distribution is more skewed than in other countries with high-speed rail. For example, between London and Paris, aviation capacity has roughly halved since the construction of a high-speed rail link (the Eurostar) 25 years ago, which now has achieved approximately 80 percent modal share (Morgan et al. 2025, OAG website 2019). As such, there is potential for rail to have a greater modal share in Canada, particularly as the need for sustainable and efficient transportation solutions becomes more pressing in response to population growth and environmental challenges.
In practical terms, the cost of not proceeding with the Rapid Train project can be estimated as the loss of economic benefits that could have been realized if the project had moved forward. It should be noted that this study does not undertake a full cost-benefit analysis (CBA) of the proposed investment. Rather, it examines the various economic advantages associated with introducing the proposed Rapid Train service in the Toronto-Québec City corridor. Specifically, it analyzes five key dimensions of economic impact: rail-user benefits, road congestion reduction, road network safety improvements, agglomeration effects (explained below), and emission savings. The first three benefits primarily impact individuals who would have travelled regardless, or were induced to travel by rail or car. Agglomeration benefits extend to everyone living in the corridor, while emission savings contribute to both national and international efforts to combat climate change. In each of these ways, enhanced rail services can contribute to regional economic growth and sustainability. By evaluating these aspects, this study aims to develop quantitative estimates of the benefits that enhanced rail services could bring to the economy and society, and by doing so indicate the potential losses that could result from forgoing the proposed rail investment.
Rail user benefits constitute the most direct economic gains. Through faster rail transport with fewer delays, rail users experience reduced travel times, increased service reliability, and improved satisfaction. The Rapid Train project provides rail-user benefits because dedicated passenger tracks would remove the need to give way to freight transport, thus reducing delays. The Rapid Train project would see further benefits with faster routes reducing travel time.
Congestion effects extend beyond individual transportation choices to influence broader economic activity. This study considers how enhanced rail services might affect road congestion levels in key urban centres and along major highways within the corridor. Road network safety is a further aspect of the economic analysis in this study, as modal shift from road to rail could reduce road traffic accidents and their associated economic costs.
Agglomeration economies are positive externalities that arise from greater spatial concentration of industry and business, resulting in lower costs and higher productivity. Greater proximity results in improved opportunities for labour market pooling, knowledge interactions, specialization and the sharing of inputs and outputs (Graham et al. 2009). Improved transportation (both within and between urban areas) can support agglomeration economies by improving connectivity, lowering the cost of interactions and generating productivity gains.1 Supported by academic literature (Graham 2018), these wider economic benefits are included within international transportation appraisal guidance (Metrolinx 2021, UK Department for Transport 2024). Agglomeration effects from enhanced connectivity offer economic benefits distinct from (and additional to) benefits for rail users.
Environmental considerations, particularly emission savings, constitute a further economic benefit. This analysis examines potential reductions in transportation-related emissions and their associated economic value, including direct environmental costs. This examination includes consideration of how modal shifts might influence the corridor’s overall carbon footprint and its associated economic impacts.
The methodology employed in this analysis draws from established economic assessment frameworks while incorporating recent developments in transportation economics. The study utilizes data from VIA-HFR, Statistics Canada, and several other related studies and research papers. Where feasible, the analysis utilizes assumptions that are specific to the Toronto-Québec City corridor, recognizing its unique characteristics, economics, and demographic patterns.
The findings presented here may facilitate an understanding of how different aspects of rail service enhancement might influence economic outcomes across various timeframes and stakeholder groups. This analysis acknowledges that while some benefits may be readily quantifiable, others involve more complex, long-term economic relationships that require careful consideration within the specific context of the Toronto-Québec City corridor.
Based on our modelling and forecasts, the proposals for passenger rail infrastructure investment in the Toronto-Québec City corridor would present substantial economic, environmental, and social benefits (see Table 4 in the Appendix for a full breakdown, by scenario). Our scenario modelling is undertaken over a 60-year period, with new services coming on-stream from 2039, reported in 2024 present value terms. The estimated total of present value benefits ranges from $11 billion in the most conservative passenger growth scenario, to $27 billion in the most optimistic growth scenario. Cumulatively, in present value terms, economic benefits are estimated to be $11-$17 billion under our modelled conventional rail scenarios, and larger – $15-$27 billion – under high-speed rail scenarios. This is subject to a range of assumptions and inputs, including passenger forecasts.
These estimated benefits are built-up from several components. User benefits – stemming from time savings, increased reliability, and satisfaction with punctuality – are the largest component, with an estimated value of $3.1-$9.2 billion. Economic benefits from agglomeration effects (leading to higher GDP) are estimated at $2.6-$3.9 billion, while environmental benefits from reduced greenhouse gas emissions are estimated at $2.6-$7.1 billion. Additional benefits include reduced road congestion, valued between $2.0-$5.9 billion, and enhanced road safety, which adds an estimated $0.3-$0.8 billion. In addition, further sensitivity analysis has been undertaken alongside the main passenger growth scenarios.
Overall, the findings in this study demonstrate and underscore the substantial economic benefits of rail investment in the Toronto-Québec City corridor, and the transformative potential impact on the Toronto-Québec City region from economic growth and sustainable development.
Finally, there are several qualifications and limitations to the analysis in this study. It considers the major areas of economic benefit rather than undertaking a full cost-benefit analysis or considering wider opportunity costs, such as any alternative potential investments not undertaken. It provides an economic analysis, largely building on VIA-HFR passenger forecasts, rather than a full bottom-up transport modelling exercise. Quantitative estimates are subject to degrees of uncertainty.
The Current State of Passenger Rail Services in Ontario and Québec
The Toronto-Québec City corridor is the most densely populated and economically active region of the country. Spanning major urban centres such as Toronto, Ottawa, Montreal, and Québec City, this corridor encompasses more than 42 percent of Canada’s population and is a vital artery for both passenger and freight transport. Despite the significance of the corridor and the economic potential it holds, passenger rail services in Ontario and Québec face numerous challenges, and their overall state remains a topic of debate.
Passenger rail services in the region are primarily provided by VIA Rail, the national rail operator, along with commuter rail services like GO Transit in Ontario and Exo in Québec. VIA Rail operates intercity passenger trains connecting major cities in the Toronto-Québec City corridor, offering an alternative to driving or flying. VIA Rail’s most popular routes include the Montreal-Toronto and Ottawa-Toronto services, which run multiple times per day and serve business travellers, tourists, and daily commuters.
In addition to VIA Rail’s existing medium-to-long-distance services, commuter rail services play a key role in daily transportation for residents of urban centres like Toronto and Montreal. GO Transit, operated by Metrolinx, is responsible for regional trains serving the Greater Toronto and Hamilton Area, while Exo operates commuter trains in the Montreal metropolitan area. These services provide essential links for suburban commuters travelling to and from major employment hubs.
One of the primary challenges facing passenger rail services in Ontario and Québec is that the vast majority of rail infrastructure used by VIA Rail is owned by freight rail companies and is largely shared with freight trains, which means that passenger trains are regularly required to yield to freight traffic. This leads to frequent delays and slower travel times, making passenger rail less attractive compared to other modes of transport, especially for travellers who prioritize frequency, speed and punctuality. The absence of dedicated tracks for passenger rail is a major obstacle in improving travel times and increasing the frequency of service. Without addressing this issue, it is difficult to envisage a significant modal shift towards passenger rail, with cars having greater flexibility, and planes offering faster travel speeds once airborne. Much of the rail network was constructed several decades ago, and despite periodic maintenance and upgrades, it is increasingly outdated in its inability to facilitate higher speeds.
Passenger rail has the potential for low emission intensity. However, some of the potential environmental benefits of rail services in Ontario and Québec have yet to be fully realized. Many existing VIA Rail trains operate on diesel fuel, contributing to greenhouse gas emissions and air pollution. The transition to electrified rail, which would significantly reduce emissions, has been slow, and there is currently no comprehensive plan for widespread electrification of existing VIA Rail passenger rail services in the region.
The current state of rail passenger services in Ontario and Québec – and the opportunities for improvement – have prompted the development of the Rapid Train project along the Toronto-Québec City corridor, which proposes to reduce travel times between major cities and provide a more competitive alternative to air and car travel. The project would also generate significant environmental benefits by reducing greenhouse gas emissions associated with road and air transport. Furthermore, by investing in enhanced rail services, journey times would be further cut, generating additional time savings and associated economic benefits.
Current Government Commitment to Enhanced Rail Services
The Rapid Train project plans to introduce approximately 1,000 kilometres of new, mostly electrified, and dedicated passenger rail tracks connecting the major city centres of Toronto, Ottawa, Montreal, and Québec City. As such, it would be one of the largest infrastructure projects in Canadian history. It is led by VIA-HFR, a Crown corporation that collaborates with several governmental organizations, including Public Services and Procurement Canada, Housing, Infrastructure and Communities Canada; Transport Canada and VIA Rail, all of which have distinct roles during the procurement phases. Subject to approval, a private firm or consortium is expected to be appointed to build and operate these new rail services, via a procurement exercise (see below).
This new rail infrastructure would improve the frequency, speed, and reliability of rail services, making it more convenient for Canadians to travel within the country’s most densely populated regions. The project has the potential to shift a significant portion of travel from cars (which currently account for 94 percent of trips in the Toronto-Québec City corridor) to rail (which represents just 2 percent of total trips).
The project also seeks to contribute to Canada’s climate goals by reducing greenhouse gas emissions. Electrified trains and the use of dual-powered technology (for segments of the route that may still require diesel) will significantly reduce the environmental footprint of intercity travel. The project is expected to improve the experience for VIA Rail users, as dedicated passenger tracks will reduce delays caused by freight traffic, offering passengers faster, more frequent departures, and shorter travel times.
Beyond environmental benefits, the project is expected to stimulate economic growth by creating new jobs in infrastructure development, supporting new economic centres, and enhancing connectivity between cities, major airports, and educational institutions.
The project is currently at the end of the procurement phase, following the issuance of a Request for Proposals (RFP) in October 2023. Through the procurement exercise, a private-sector partner will be selected to co-develop and execute the project. The design phase, which may last four or more years, will involve regulatory reviews, impact assessments, and the development of a final proposal to the government for approval. Once constructed, passenger operations are expected to commence by 2040.
The Rapid Train project also offers opportunities to improve services on existing freight-owned tracks. VIA Rail’s local services, which currently operate between these major cities, will benefit from integration with this project. Although final service levels are not yet determined, the introduction of a new dedicated passenger rail line is expected to enable VIA Rail to optimize operating frequencies and schedules, leading to more responsive and efficient service for passengers. In turn, this will mean that departure and arrival times can be adjusted to better suit travellers’ needs, reducing travel times and increasing the attractiveness of rail as a mode of transportation for both leisure and business. As many of VIA Rail’s existing passenger services switch onto dedicated tracks, there is potential to free up capacity on the existing freight networks. As such, freight rail traffic may benefit from reduced congestion, supporting broader economic growth by easing supply chains and by improving the efficiency of goods transportation across Canada.
The project design will enable faster travel compared to existing services, but as the co-development phase progresses, it will examine the possibility of achieving even higher speeds on certain segments of the dedicated tracks. Achieving higher speeds is not guaranteed, due to the extensive infrastructure changes required and its associated costs, e.g., full double-tracking and the closure of approximately 1,000 public and private crossings. However, the project design currently incorporates flexibility to explore higher speeds where there may be opportunities for operational and financial efficiencies and additional user benefits.
The current Rapid Train project proposal seeks to achieve wider social and government objectives. In the context of maintaining public ownership, private-sector development partners will be required to respect existing labor agreements. VIA Rail employees will retain their rights and protections, with continuity ensured under the Canada Labour Code and relevant contractual obligations.
International Precedent
High-Speed Rail (HSR) already exists in many countries, with notable examples of successful implementation in East Asia and Europe. As of the middle of 2024, China has developed the world’s largest HSR network spanning over 40,000 kilometres, followed by Spain (3,661 km), Japan (3,081 km), and France (2,735 km) (Statista 2024). Among the G7 nations, Canada stands as the only country without HSR infrastructure, albeit the United States maintains relatively limited high-speed operations through the Acela Express in the Northeast Corridor. Recent significant HSR developments include China’s Beijing-Shanghai line (2,760 km), which is the world’s longest HSR route. In Europe, the UK’s High Speed 1 (HS1) connects London to mainland Europe via the Channel Tunnel. Italy has extended its Alta Velocità network with the completion of the Naples-Bari route in 2023, significantly reducing travel times between major southern cities (RFI 2023). Morocco recently became the first African nation to implement HSR with its Al Boraq service between Tangier and Casablanca (OCF 2022). In Southeast Asia, Indonesia’s Jakarta-Bandung HSR, completed in 2023, is the region’s first HSR system (KCIC 2023). India is installing the Mumbai-Ahmedabad HSR corridor, the country’s first bullet train project, which is scheduled to commence partial operations by 2024 (NHSRCL 2023).
The economic impacts of HSR have been extensively studied, particularly in Europe. In Germany, Ahlfeldt and Feddersen (2017) analyzed the economic performance of regions along the high-speed rail line between Cologne and Frankfurt: the study found that, on average, six years after the opening of the line, the GDP of regions along the route was 8.5 percent higher than their estimated counterfactual. In France, Blanquart and Koning (2017) found that the TGV network catalyzed business agglomeration near station areas, with property values increasing by 15-25 percent within a 5km radius of HSR stations. An evaluation of the UK’s HS1 project estimated cumulative benefits of $23-$30 billion (2024 prices, present value, converted from GBP) over the lifetime of the project, excluding wider economic benefits (Atkins 2014).
Modal shift and passenger growth is a critical driver of economic benefits. The Madrid-Barcelona corridor in Spain provides an example: HSR captured over 60 percent of the combined air-rail market within three years of operation, demonstrating that HSR can have a competitive advantage over medium-distance air travel (Albalate and Bel 2012). However, analysis by the European Court of Arbiters (2018) suggests that HSR routes require certain volumes of passengers (estimated at nine million) to become net beneficial, and while some European HSR routes have achieved this level (including the Madrid-Barcelona route), others have not. In the US, the Amtrek Acela service between Boston and Washington D.C. is estimated to have 3-4 million passengers (Amtrek 2023). For some high-speed rail lines, passenger volumes are supported by government environment policy. For example, Air France was asked directly by the government to reduce the frequency of short haul flights for routes where a feasible rail option existed (Reiter et al. 2022). Overall, passenger growth constitutes a key assumption regarding the benefits derived from the Rapid Train project.
Regarding the environmental benefits of HSR, a detailed study by the European Environment Agency (2020) found that HSR generates approximately 14g of CO2 per passenger-kilometre, compared to 158g for air travel and 104g for private vehicles. In Japan, the Central Japan Railway Company reports that the Shinkansen HSR system consumes approximately one-sixth the energy per passenger-kilometre compared to air travel. The UIC’s Carbon Footprint Analysis (2019) demonstrated that HSR infrastructure, despite high initial carbon costs during construction, typically achieves carbon neutrality within 4-8 years of operation through reduced emissions from modal shift.
Socioeconomic benefits of HSR extend beyond direct impacts on rail users. In Spain, the Madrid-Barcelona high-speed rail line enhanced business interactions by allowing for more same-day return trips and improved business productivity (Garmendia et al. 2012). Research has found that Chinese cities connected by HSR experienced a 20 percent increase in cross-regional business collaboration, providing potential evidence of enhanced knowledge spillovers and innovation diffusion (Wang and Chen 2019).
However, the implementation of HSR is not without challenges. Flyvbjerg’s (2007) analysis of 258 transportation infrastructure projects found that rail projects consistently faced cost overruns averaging approximately 45 percent. For example, the costs of the California High-Speed Rail project in the United States rose from an initial estimate of $33 billion in 2008 to over $100 billion by 2022, highlighting the importance of realistic cost projections and robust project management.
Positive labor market impacts are also evident, although varied by region. Studies in Japan by Kojima et al. (2015) found that cities served by Shinkansen experienced a 25 percent increase in business service employment over a 10-year period after connection. European studies, particularly in France and Spain, show more modest but still positive employment effects, with employment growth rates 2-3 percent higher in connected cities compared to similar unconnected ones (Crescenzi et al. 2021).
For developing HSR networks, international experience suggests several critical success factors. These include careful corridor selection based on population density and economic activity, integration with existing transportation networks, and sustainable funding mechanisms. The European Union’s experience, documented by Vickerman (2018), emphasizes the importance of network effects in finding that the value of HSR increases significantly when it connects multiple major economic centres.
Methodology
This study integrates data from VIA-HFR, Statistics Canada, prior reports on rail infrastructure proposals in Canada, and related studies, to build an economic assessment of potential benefits of the proposed Rapid Train project. Key assumptions throughout this analysis are rooted in published transportation models, modelling guidelines, and an extensive body of research. The methodology draws extensively from the Business Case Manual Volume 2: Guidance by Metrolinx, which itself draws upon the internationally recognized transportation appraisal guidelines set by the UK government’s Department for Transport (DFT). These established guidelines offer best practices and standards that provide a structured and reliable framework for estimating benefits. By aligning with proven methodologies in transportation and infrastructure project appraisal, this study ensures rigor and robustness within the economic modelling and analysis.
The proposed route includes four major stations: Toronto, Ottawa, Montréal, and Québec City. These major urban centres are expected to experience the most significant ridership impacts and related benefits. There are three further stations on the proposed route – Trois-Rivières, Laval, and Peterborough – although these are anticipated to have a more limited effect on the overall modelling results, due to their smaller populations. Based on forecast ridership data provided by VIA-HFR for travel between the four main stations, our model designates these areas as four separate zones to facilitate the benefit estimation. Figure 1 below illustrates the proposed route for the Rapid Train project and highlights the different zones modeled in this analysis.
According to current VIA-HFR projections, the routes are expected to be operational between 2039 and 2042. In line with typical transport appraisals, this paper estimates and monetizes economic and social benefits of the project over a 60-year period, summing the cumulative benefits from 2039 through to 2098, inclusive. To calculate the total present value (as of 2024) of these benefits, annual benefits are discounted at a 3.5 percent social discount rate, in line with Metrolinx guidance, and then aggregated across all benefit years.
Our model examines multiple scenarios to assess the range of potential benefits under various conditions. The primary scenarios within the Rapid Train project are for Conventional Rail (CR) and High-Speed Rail (HSR). These scenarios are distinguished by differences in average travel time, with HSR benefiting from significantly faster speeds than CR, and therefore lower travel times (see Table 2).
Within each of these scenarios, we consider three sub-scenarios from VIA-HFR’s modelled passenger projections – central, downside and upside – plus a further sub-scenario (referred to as the 2011 feasibility study in the Figures) based on previous modelled estimates of a dedicated passenger rail line in the corridor. The central sub-scenario provides VIA-HFR’s core forecast for passenger growth under CR and HSR. The upside sub-scenario reflects VIA-HFR’s most optimistic assumptions about passenger demand, while the downside represents the organisation’s more cautious assumptions.
The use of VIA-HFR’s passenger projections is cross-checked in two ways: First, our analysis models an alternative passenger growth scenario (2011 feasibility study), which is based upon the projected growth rate for passenger trips as outlined in the Updated Feasibility Study of a High-Speed Rail Service in the Québec City – Windsor Corridor by Transport Canada (2011).2 The analysis in that study was undertaken by a consortium of external consultants. Second, we have reviewed passenger volumes in other jurisdictions (discussed above and below).
In the absence of investment in the Rapid Train project, VIA-HFR’s baseline scenario passenger demand projections indicate approximately 5.5 million trips annually by 2050 using existing VIA Rail services in the corridor. In contrast, with investment, annual projected demand for CR ranges from 8 to 15 million trips, and for HSR between 12 and 21 million trips by 2050, across all the sub-scenarios described above. Figures 2 and 3 illustrate these projected ridership figures under CR and HSR scenarios across each sub-scenario, as well as compared to the baseline scenario.
Under the CR and HSR scenarios, while the vast majority of rail users are expected to use the new dedicated passenger rail services, VIA-HFR passenger forecasts indicate that some rail users within the corridor will continue to use services on the existing VIA Rail line, for example, due to travelling between intermediate stations (Kingston-Ottawa). The chart below illustrates the breakdown of benefits under the central sub-scenario for high-speed rail.
User Benefits
User benefits in transportation projects such as CR/HSR can be broadly understood as the tangible and intangible advantages that rail passengers gain from improved services. These benefits encompass the value derived from time saved, enhanced reliability, reduced congestion, and improved overall travel experience. For public transit projects like CR/HSR, user benefits are often key factors in justifying the investment due to their broad social and economic impact.
Rail infrastructure projects can reduce the “generalized cost” of travel between areas, which directly benefits existing rail users, as well as newly induced riders. The concept of generalized cost in transportation economics refers to the total cost experienced by a traveller, considering not just monetary expenses (like ticket prices or fuel) but also non-monetary factors such as travel time, reliability, comfort, and accessibility.
Investments that improve transit may reduce generalized costs in several ways. Consistent, on-time service lowers the uncertainty, inconvenience and dissatisfaction associated with delays. More frequent services provide passengers with greater flexibility and reduced waiting times. Reduced crowding can offer more comfortable travel, reducing the disutility associated with congested services. Enhanced services like better seating, Wi-Fi, or improved station facilities may increase user satisfaction. Better access to transit stations or stops may allow for easier integration into daily commutes, increasing the convenience for existing and new travellers. Faster travel can reduce travel time, which is often valued highly by passengers.
In this paper, user benefits are estimated based on three core components: travel time savings based on faster planned journey times, enhanced reliability (lower average delays on top of the planned journey time), and the psychological benefit of more reliable travel. In our analysis, the pool of users is comprised of the existing users who are already VIA Rail passengers within this corridor, plus new users who are not prior rail passengers. Within this category of new users there are two sub-groups. First, new users include individuals who are forecast to switch to rail from other modes of transport, such as cars, buses, and airplanes – known as “switchers.” Second, new users also include individuals who are induced to begin to use CR/HSR as a result of the introduction of these new services – known as “induced” passengers. Overall, this approach captures the comprehensive user benefits of CR/HSR, recognizing that time efficiency, increased dependability, and greater customer satisfaction hold substantial value for both existing and new riders. The split of new users across switchers and induced users – including the split of induced users between existing transport modes, primarily road and air – is based on the federal government’s 2011 feasibility study, although the modelling in this Commentary also undertakes sensitivity analysis using VIA-HFR’s estimates for these proportions. The approach to estimating rail-user benefits is discussed below.
The modelling in this study incorporates projections of passenger numbers for both existing VIA Rail services (under a ‘no investment’ scenario) and for the proposed CR/HSR projects, sourced from VIA-HFR transport modelled forecasts. This enables the derivation of forecasts for both existing and new users.
In line with the formula (above) for user benefits, this study estimates the reduction in generalized costs (C1 – C0 ) arising from the new CR/HSR transportation service. Since the ticket price for the proposed CR/HSR is still undetermined, we have not assumed any changes versus current VIA Rail fares, although this is discussed as part of sensitivity analysis. The model reflects a reduction in generalized costs attributed to shorter travel times and enhanced service reliability under CR/HSR. Table 2 shows a comparison of the average scheduled journey times (as of 2023) for existing VIA Rail services, compared to forecast journey times under the proposed CR/HSR services, across different routes.
In addition to travel time savings based on scheduled journey times, an important feature of the CR/HSR project is that a new, dedicated passenger rail line can reduce the potential for delays. To estimate the reduction in travel delays under CR/HSR, we first calculated a lateness factor for both existing VIA Rail and the proposed CR/HSR, based on punctuality data and assumptions. Current data indicate that VIA Rail services are on time (reaching the destination within 15 minutes of the scheduled arrival time) for approximately 60 percent of journeys. Therefore, VIA Rail experiences delays (arriving more than 15 minutes later than scheduled) approximately 40 percent of the time. Data showing the average duration of delays are not available, and therefore we estimate that each delay is 30 minutes on average, based on research and discussions with stakeholders. CR/HSR would provide a dedicated passenger rail service, which would have a far lower lateness rate. Our model assumes CR/HSR would aim to achieve significantly improved on-time performance, with on-time arrivals (within 15 minutes) for 95 percent of journeys (Rungskunroch 2022), which equates to 5 percent (or fewer) of trains being delayed upon arrival.
Combined, there are time savings to users from both faster scheduled journeys and fewer delays. The estimated travel time savings are derived from the difference between the forecast travel times of CR/HSR and the average travel times currently experienced with VIA Rail. The value of time is monetized by applying a value of $21.45 per hour, calculated by adjusting the value of time recommended by Business Case Manual Volume 2: Guidance-Metrolinx ($18.79 per hour, in 2021 dollars) to 2024 dollars using the Consumer Price Index (CPI). This value remains constant (in real terms) over our modelling period.
There is an additional psychological cost of unreliability associated with delays. Transport appraisal guidelines and literature typically ascribe a multiplier to the value of time for unscheduled delays. The modelling in this study utilizes a multiplier of 3 for lateness, which is consistent with government transport appraisal guidance in the UK and Ireland (UK’s Department for Transport 2015, Ireland’s Department of Transport 2023). Some academic literature finds that multipliers may be even higher, although it varies according to the journey distance and purpose (Rossa et al. 2024). Overall, the lateness adjustment increases the value to rail users of CR/HSR due to its improved reliability and generates a small uplift to the total user benefits under CR/HSR.
The modelling combines these user benefits and makes a final adjustment to net off indirect taxes, ensuring that economic benefits are calculated on a like-for-like basis with costs incurred by VIA-HFR (Metrolinx 2021). Individual users’ value of time implicitly takes into account indirect taxes paid, whereas VIA-HFR’s investments are not subject to indirect taxation. Ontario’s rate of indirect taxation (13 percent harmonized sales tax rate) has been used in the modelling (Metrolinx 2021).
The modelling does not assume any variation in ticket prices under the proposed CR/HSR services, relative to existing VIA Rail services. User benefits in the analysis are derived purely from the shorter journey times and improved reliability. This approach enables the estimation, in the first instance, of the potential benefits from time savings and reliability. While CR/HSR ticket prices are not yet determined, it is nevertheless possible to consider the impact of changes to ticket prices as a secondary adjustment, which is discussed in the sensitivity analysis further below.
Congestion and Safety on the Road Network
In addition to rail-user benefits, the proposed CR/HSR project would also provide benefit to road users via decongestion and a potential reduction in traffic accidents.
When new travel options become available, such as improved rail services, some travellers shift from driving to using transit, reducing the number of vehicles on the road. This reduction in vehicle-kilometres travelled (VKT) decreases road congestion, providing benefits to the remaining road users. Decreased congestion leads to faster travel times, and can also lower vehicle operating costs, particularly in terms of fuel efficiency and vehicle wear-and-tear.
Our research model includes a forecast of how improvements in rail travel could lead to decongestion benefits for auto travellers in congested corridors. Through CR/HSR offering a faster and more reliable journey experience versus existing VIA Rail services, VIA-HFR’s passenger modelling forecasts shifts in travel patterns, with a significant proportion of new rail users being switchers from roads. These shifts reduce road congestion and in turn generate welfare benefits for those continuing to use highways.
Analysis of Canadian road use data, cross-checked with more granular traffic data from the UK, suggests that the proportion of existing road VKT is 37 percent in peak hours and 63 percent in off-peak hours, based on Metrolinx’s daily timetable of peak versus non-peak hours (Metrolinx 2021, Statistics Canada 2014, Department for Transport 2024). Using this information, the estimated weighted average impact of road congestion is approximately 0.004 hours/VKT. Time savings are converted into monetary values (using $21.45/hour, in 2024 dollars) to estimate the economic benefits of reduced road congestion.
In practice, road networks are unlikely to decongest by the precise number of transport users who are forecast to switch from road to rail. First, the counterfactual level of road congestion (without CR/HSR) will change over time, as a function of population growth, investment in road networks (such as through highway expansion), developments in air transport options, and wider factors. Many of these factors are not known precisely (e.g., investment decisions regarding highways expansion across the coming decades), therefore the counterfactual is necessarily subject to uncertainty. Second, if some road users switch to rail due to investment in CR/HSR, the initial (direct) reduction in congestion would reduce the cost of road travel, inducing a subsequent (indirect) “bounce-back” of road users (known as a general equilibrium effect). The modelling of congestion impacts in this study is necessarily a simplification, focusing on the direct impacts of decongestion, based on the forecast number of switchers from road to rail.
In addition to decongestion, CR/HSR may also improve the overall safety of the road network through fewer vehicle collisions. Collisions not only cause physical harm but also cause economic and social costs. These include the emotional toll on victims and families, lost productivity from injuries or fatalities, and the costs associated with treating accident-related injuries. Road accidents can cause disruptions that delay other travellers, adding additional economic costs, and can also incur greater public expenditure through emergency responses.
With CR/HSR expected to shift some users from road to rail, this study models the forecast reduction in overall road VKT. This estimate for the reduction in road VKT is converted into a monetary value assuming $ 0.09/VKT in 2024 prices, which is discounted in future years by 5.3 percent per annum to account for general safety improvements on the road network over time (such as through improvements in technology) and fewer accidents per year (Metrolinx 2018, Metrolinx 2021).
Agglomeration
Agglomeration economies are the economic benefits that arise when firms and individuals are located closer to one another. This generates productivity gains which are additional to direct user benefits. These gains can stem from improved labor market matching, knowledge spillovers, and supply chain linkages, benefiting groups of firms within specific industries (localization economies) as well as across multiple industries (urbanization economies). Where businesses cluster more closely – such as within dense, urbanized environments – these businesses benefit from proximity to larger markets, varied suppliers, and accessible public services. For instance, if a manufacturing firm relocates to an urban hub such as Montreal, productivity benefits may ripple across industries as the economic density and activity scale of the area increases. Agglomeration can enable longer-term economic benefits, through collaboration across businesses, universities, and research hubs, stimulating research and development, supporting innovation and enabling new industries to develop and grow.
Transport investments generate economic benefits and increase productivity through urbanization and localization economies. Urbanization economies (Jacobs 1969) refer to benefits arising from a business being situated in a large urban area with a robust population and employment base. This type of agglomeration allows firms to leverage broader markets and infrastructure advantages, thus achieving economies of scale that are independent of industry. Conversely, localization economies (Marshall 1920) focus on productivity gains within a specific industry, where firms in close proximity can cluster together to benefit from a specialized labor pool and more efficient supply chains. For example, as multiple manufacturing firms cluster within an area, their proximity allows them to co-create a specialized workforce and share industry knowledge, creating productivity gains unique to that industry.
In practice, improved transportation can generate agglomeration effects in two ways; first is “static clustering”, where improvements in connectivity facilitate greater movement between existing clusters of businesses and improved labor market access, without changing land use. For individuals and businesses in their existing locations, enhanced connectivity reduces the travel times and the costs of interactions, so people and businesses are effectively closer together and the affected areas have a higher effective density.
Second, “dynamic clustering” can occur when transport investments alter the location or actual density of economic activity. Dynamic clustering can lead to either increased or decreased density in certain areas, impacting the overall productivity levels across regions by altering labor and firm distributions. Conceptually, dynamic clustering’s benefits include the benefits from static clustering.
The analysis in this study is based on static clustering effects, focusing on productivity benefits arising from improved connectivity without modelling potential changes in land use or actual density. This approach estimates the direct economic gains of reduced travel times and enhanced accessibility within existing urban and industrial structures. Benefits arising from dynamic clustering are subject to greater uncertainty because it may involve displacement of economic activity between regions. In addition, variations in density across regions could be influenced by external factors – such as regional economic policies, housing availability, or industry-specific demands – that would require a much deeper and granular modelling exercise. Overall, focusing on static clustering provides a more conceptually conservative estimate of the benefits.
To estimate the agglomeration economies associated with the CR/HSR project, we utilize well-established transport appraisal methodology for agglomeration estimation (Metrolinx 2021). The analysis in this study applies one simplification to accommodate data availability, which is to undertake the analysis at an economy-wide level, rather than performing and aggregating a series of sector-specific analyses.
Overall, the three-step model estimates these agglomeration effects through changes in GDP. In the first step, the generalized journey cost (GJC) between each zone pair is calculated. This GJC serves as an average travel cost across various transportation modes (e.g., road, rail, air), taking account of journey times and ticket prices. The GJC is estimated for both the baseline (existing VIA Rail) and investment scenarios (CR/HSR), across multiple projection years. Due to the sensitivity of agglomeration calculations, in the baseline the GJC for CR/HSR, road and air are assumed to be equivalent, and in the investment scenario the GJC for road and rail are reduced by utilizing the rule of half principle (see Figure 5). The baseline utilizes Canada-wide vehicle kilometre data from Statistics Canada to estimate passenger modal shares (across existing VIA Rail, road, and air) for 2024, with the modal shares remaining constant over time in the baseline (Transport Canada 2021, Transport Canada 2018, Statistics Canada 2016). In the scenarios, the modal shares are adjusted for passengers moving from existing VIA Rail (and other transport modes) to CR/HSR, as well as induced passengers.
In the second step, the effective density of each of the four zones is calculated under all scenarios. Effective density increases in the investment scenarios because CR/HSR reduces the GJC and enhances connectivity between zones.
In the third step, changes in effective density between scenarios are converted into productivity gains measured as changes in GDP, utilizing a decay parameter of 1.8 and an agglomeration elasticity of 0.046 (Metrolinx 2021). The decay parameter (being greater than 1) diminishes the agglomeration benefits between regions that are further away from each other, such that the estimated productivity gains (arising from greater connectivity) are higher for areas that are closer together. The agglomeration elasticity is – based on academic literature – the assumed sensitivity of GDP to changes in agglomeration. Approximately, an elasticity of 0.046 assumes that a 1 percent increase in the calculated estimate for effective density (see step 2) would correspond to a 0.046 percent increase in GDP. Data on GDP and employment are sourced from Statistics Canada’s statistical tables, and forecast employment growth is assumed to align with Statistics Canada’s projected population growth rates.
Emissions
Environmental effects from transportation create a further source of economic impact. This study considers the main dimensions – greenhouse gas (GHG) emissions and air quality – each contributing to external welfare impacts that affect populations and ecosystems.
Transportation accounts for approximately 22 percent of Canada’s GHG emissions (Canada’s 2024 National Inventory Report), primarily through automobile, public transit, and freight operations. Emissions from GHGs, particularly carbon dioxide, significantly impact the global climate by contributing to phenomena such as rising sea levels, shifting precipitation patterns, and extreme weather events. The social cost of carbon (SCC) framework, published by Environment and Climate Change Canada, assigns a monetary value to these emissions, reflecting the global damage caused by an additional tonne of CO₂ released into the atmosphere. The federal government’s SCC values were published in 2023, more recently than the values recommended by Metrolinx’s 2021 guidance, and therefore the government’s values are used for the modelling in this study. For SCC, data from Environment and Climate Change Canada’s Greenhouse Gas Estimates Table are used, adjusted to 2024 values using CPI. Within the modelling, SCC values increase from $303.6 (in 2024) to $685.5 (in 2098). Using SCC in cost-benefit analyses enables more informed decisions on transportation investments by calculating the welfare costs and benefits associated with emissions under both investment and business-as-usual scenarios.
A wider set of pollutants emitted by vehicles – including CO, NOx, SO₂, VOCs, PM10s, and PM2.5s – pose further health risks, causing respiratory issues, heart disease, and even cancer. These harmful compounds, classified as Criteria Air Contaminants (CACs), impact individuals living or working in the vicinity of transport infrastructure, leading to external societal costs that are not fully perceived by direct users of the transport network. Health Canada’s Air Quality Benefits Assessment Tool (AQBAT) quantifies the health impacts of CACs, evaluating the total economic burden of poor air quality through a combination of local pollution data and Concentration Response Functions (CRFs), linking pollutants to adverse health effects. Furthermore, AQBAT considers air pollution’s effects on agriculture and visibility, allowing analysts to estimate the overall benefits of reducing transport-related emissions for communities across Canada.
This study identifies that CR/HSR has the potential to reduce emissions across multiple fronts. First, as an electrified rail system, CR/HSR is capable of operating with zero emissions, providing a cleaner alternative to existing rail services. If VIA Rail discontinues some services on overlapping routes with CR/HSR, emissions from rail transport in those areas would decrease, as per its planning forecasts. Additionally, CR/HSR’s higher speeds and greater reliability are expected to attract more passengers over time, encouraging a modal shift from more carbon-intensive forms of transportation, such as cars and airplanes. This anticipated shift would lead to a reduction in overall emissions from private vehicle and regional air travel, contributing to CR’s/HSR’s positive environmental impact.
By incorporating SCC and AQBAT metrics, the analysis offers a holistic appraisal of the environmental and social benefits of reducing emissions and improving air quality through CR/HSR, capturing the external welfare consequences beyond direct user impacts. Unit costs of CACs (see Table 3 below) are sourced from Metrolinx (2021) and are also adjusted by CPI into 2024 prices.
Results and Analysis
This section sets out the potential benefits of CR/HSR across various scenarios and sub-scenarios, spanning the 60-year period project implementation (2039 to 2098, inclusive). Results are reported in 2024 present value terms, cumulated over the 60-year period, as per cost-benefit analysis (CBA) literature (e.g., Metrolinx 2021). This cumulative present value represents the total value of benefits to 2098, with benefits in future years discounted to 2024 values. Figure 6 below illustrates the total cumulative present value of benefits for the proposed CR/HSR project, under different scenarios and passenger growth sub-scenarios in our model.
Since the HSR upsideis the most optimistic sub-scenario, with a higher speed and the highest projected growth rate for rail passengers, it yields the largest total economic benefit, estimated at approximately $27 billion. Conversely, the CR downsideassumes a comparatively lower speed and a smaller growth rate for rail passengers, resulting in the lowest benefit among all sub-scenarios, estimated at around $11 billion. This range of outcomes highlights that economic benefits are sensitive to assumptions around speed and passenger growth, underscoring the importance of these factors in the overall project evaluation.
Figure 7 illustrates the breakdown of benefits from the proposed CR/HSR project across different sub-scenarios and categories of benefits (see Table 4 in the Appendix for numerical values). User benefits form the largest component, indicating that rail passengers are expected to gain approximately $3.1–$9.2 billion in value over the modelling period, in present-day terms. Road decongestion effects, agglomeration impacts and emissions reductions are also forecast to deliver economic benefits. This study’s modelling estimates that CR/HSR could generate agglomeration effects that boost GDP by around $2.6–$3.9 billion over the 60-year analysis period, through enhancing productivity in the Ontario-Québec corridor. CR/HSR could significantly reduce greenhouse gas emissions and improve air quality, valued at approximately $2.6–$7.1 billion when considering the social cost of carbon and other pollutants. Benefits from reduced congestion on roads are estimated at $2.0–$5.9 billion. Finally, improved road safety offers an additional $0.3–$0.8 billion (approximately) in present value. Together, these impacts illustrate the wide-ranging economic, environmental, and social benefits anticipated from the CR/HSR project.
Given the potential sensitivity of economic benefits to assumptions around passenger growth, the 2011 federal government feasibility study provides a useful point of comparison for rail passenger growth under CR/HSR. The current outlook for rail passenger forecasts is not the same as it was in 2011, but some of the changes will have offsetting impacts. On one hand, Canada’s population has both grown faster (between 2011 and 2024) and is expected to grow faster in the future, relative to expectations in 2011. On the other hand, remote working has increased significantly since the COVID-19 pandemic. Passenger forecasts are discussed in more detail below.
Modelled agglomeration benefits are at the upper end of expectations. For example, the value of agglomeration effects for the HSR central scenario in this study ($3.4 billion) is almost 50 percent of the value of rail user benefits ($7.2 billion). Within academic literature, economic benefits from agglomeration are typically estimated to be in the region of 20 percent of direct user benefits on average (Graham 2018). However, across a range of studies, agglomeration benefits up to 56 percent have been identified (Oxera 2018). Therefore, the modelled estimates appear high relative to prior expectations, but within a plausible range.
To note, our agglomeration modelling (based on the Metrolinx methodology) forecasts significant economic benefits for all four of the zones. Our modelled agglomeration estimates for each zone are a function of the distance between zones (higher distance reduces agglomeration benefits due to the decay parameter), forecast uptake of CR/HSR services, and GDP. For example, Toronto’s agglomeration effect (as a percentage of GDP) is forecast to be one-third less than that of Montreal, due to be Toronto being slightly further away (from Ottawa, Montreal and Quebec City) than those cities are to each other. The agglomeration modelling is complex and sensitive to input assumptions, therefore it is important to recognize a degree of uncertainty around the precise value of agglomeration-related economic benefits.
Sensitivity Analysis
Ticket prices for CR/HSR impact the total benefits. For example, under the HSR central scenario, if HSR ticket prices were set 20 percent above existing Via Rail ticket prices, the forecast present value of user benefits falls by around 40 percent. The present value of economic benefits would fall by $4.2 billion compared to the HSR central case (from $20.7 billion to $16.5 billion), the majority being due to lower user benefits. However, recognizing cost of living concerns for Canadian households, it is also possible that median ticket prices could fall – such as through dynamic pricing – in which case economic benefits could also rise, by a similar amount.
The source of CR/HSR passengers will impact the estimated quantum of benefits, although relatively moderately. If proportions for “switchers” and “induced” passengers are sourced from VIA-HFR’s estimates, the level of economic benefits is $3.0 billion lower (falling from $20.7 billion to $17.7 billion). VIA-HFR’s forecasts assume a higher proportion of induced passengers, and also assume a greater share of switchers from air transport. As a result, the main impact of the VIA-HFR assumptions is to produce a smaller road decongestion effect, which reduces the potential benefits for road users.
The agglomeration calculation is relatively sensitive to the baseline assumption for passenger modal share. The modelling in this study is based on Canada-wide vehicle kilometre data, utilizing information from Transport Canada and Statistics Canada. Further analysis could be undertaken to refine this assumption across Ontario and Québec, while also ensuring that forecast agglomeration benefits align with wider estimates in existing transport literature.
Discussion and Qualifications
The analysis presented in this study is based on currently available information and projections, which are subject to certain limitations. Notably, there are uncertainties surrounding several key factors, including the precise routes and station locations, the design specifications (e.g., maximum achievable speed), ticket pricing, expected passenger numbers, the breakdown across ”switchers” and “induced” passengers, and passenger modal shares more generally. These elements, if altered, could impact the economic outcomes considerably.
There are several important qualifications to the scope of this study. First, it provides an analysis of potential economic benefits from CR/HSR investment but does not seek to quantify or analyze the direct costs involved in procurement, financing, construction, operations, maintenance or renewals. As such, this study constitutes an analysis of economic benefits, rather than a full cost-benefit analysis exercise. Second, this study seeks to estimate national, aggregate-level impacts, rather than undertaking a full distributional analysis of the impacts across and between different population groups. Third, this study’s primary focus is an economic assessment, rather than a transportation modelling exercise. The economic analysis utilizes and relies upon detailed, bottom-up passenger forecasts developed by VIA-HFR (received directly), cross-checked against the 2011 federal government’s previous HSR study. All three of these scope issues are important inputs to a holistic transport investment appraisal and should be considered in detail as part of investment decision-making.
Specifically, regarding this final issue – passenger forecasts – it is relevant to consider the transport modelling assumptions in further detail. As noted above, this study has not developed a full transport model, nor does it seek to take a definitive view on VIA-HFR’s forecasts. We would recommend that independent technical forecasts are developed. However, there are several relevant observations.
On one hand, VIA-HFR’s estimates do not appear implausible. For example, HSR has achieved a 7-8 percent share of passenger travel within certain routes in the United States (New York-to-Boston and New York-to-Washington), which would appear to be broadly consistent with the level of ambition within VIA-HFR’s passenger growth forecasts for the HSR central scenario (LEK 2019). The Madrid-Barcelona high speed link is estimated to serve 14 million passengers per year (International Railway Journal 2024). Internationally, HSR has achieved high market shares in Europe and Asia, such as 36 percent modal share for Madrid-Barcelona and 37 percent for London-Manchester, albeit noting that Europe typically has lower road usage and a higher propensity to use public transport (LEK 2019).
On the other hand, it is important to recognize the historic tendency for optimism bias within transportation investment projects. For example, in the UK, the HS2 project was criticized as having “overstated the forecast demand for passengers using HS2 [and] overstated the financial benefits that arise from that demand” (Written evidence to the Economic Affairs Committee, UK 2014). A review of HS2 in 2020 revised downwards previous estimates of economic benefits (Lord Berkeley Review 2020). As noted further above, analysis by the European Court of Arbiters (2018) posits that not all HSR projects induce sufficient passenger volumes to achieve net benefits over the project lifetime.
Overall, future passenger forecasts will depend upon a range of factors, including ticket prices, the availability and price of substitute modes (i.e., air), cultural preferences for private vehicle ownership, the impact of changing emission standards and the feasibility of construction plans.
This study applies some pragmatic, simplifying assumptions and approximations, applied to best practice transport appraisal (Metrolinx 2021; Department for Transport, UK, 2024). Across these modelling assumptions, there is variation in the directional impact on our estimates for economic benefits.
On one hand, some of the modelled benefits are likely to be relatively high-end estimates. First, for rail-user benefits, the modelling assumes no differential in ticket prices between existing VIA Rail services and CR/HSR. It also assumes that CR/HSR can deliver VIA-HFR’s proposed journey times with 95 percent reliability, which is achievable but not guaranteed. Second, for road congestion benefits, the forecast (direct) reductions in road congestion assume no indirect “bounce-back” effect where reduced traffic encourages new or longer trips (as noted above). For example, analysis of US highway demand suggests that capacity expansion only results in temporary congestion relief, for up to five years, before congestion returns to pre-existing levels (Hymel 2019). Third, for agglomeration, the modelled estimates for economic benefits are approximately 50 percent of rail-user benefits, which is close to the upper end of estimates from other transportation studies. Fourth, for emissions, the estimated benefits from forecast emissions savings do not seek to make assumptions about future changes to fuel efficiency for road and air transport, the emissions associated with power generation for CR/HSR, or the anticipated growth in electric vehicle adoption. In the case of electric vehicle deployment, there is uncertainty regarding the level of uptake, as well as the carbon intensity of electricity generation (albeit Ontario and Québec have relatively “clean” grids by international standards). Fifth, for benefits overall, this study leverages the VIA-HFR forecasts for passenger growth which are likely to be ambitious, though they have been robustly developed.
On the other hand, by focusing on the most material economic benefits, this study may exclude some smaller additional benefits that could be considered in further detail. First, there may be specific impacts on the tourism and hospitality sector. By enhancing travel convenience, CR/HSR is likely to draw more visitors to the various cultural, entertainment, and natural attractions across the corridor. As this influx would benefit local businesses by stimulating economic growth and job creation, these impacts are likely to be reflected within the estimate of agglomeration benefits.
Second, CR/HSR would improve national and global competitiveness, enhancing the appeal of Canadian cities to investors and environmentally conscious travellers while helping Canada align more closely with global standards for sustainable, modern infrastructure. Again, the economic benefits are likely to align with the agglomeration estimates.
Third, this study does not seek to quantify the potential gains to individual productivity from CR/HSR ridership, e.g., from individuals having time to work on the train. There is not expected to be a benefit for existing rail users, as they can already utilize Wi-Fi on existing VIA Rail services. For individuals switching to rail from road or air, potential benefits would only accrue to business users. Although switchers from road and air could have opportunities for improved individual productivity, Wi-Fi is increasingly available on airlines and individuals are able to dial into meetings remotely whilst driving.
Fourth, CR/HSR could generate wider economic benefits by increasing competition between businesses along the corridor. International transport appraisal literature suggests that enhanced transport connectivity can erode price markups (and therefore increase consumer surplus) by overcoming market imperfections (Metrolinx 2021; Department for Transport 2024). However, such impacts are likely to be relatively small, e.g., the Department for Transport (UK) estimates them at 10 percent of the benefits for rail business users only. Furthermore, sources of market power in Canada are legal in nature (e.g., interprovincial trade barriers) which rail investment alone is unlikely to overcome.
There are a further group of issues that have been excluded consciously from the methodology in this study. First, impacts on rail crowding are not considered. Some transport appraisals (such as the UK’s economic appraisal of the High Speed 2 project) do estimate the user benefits from reduced crowding. However, this is not as applicable for CR/HSR: In the UK, users of existing rail services may be required to stand if the train is overbooked, whereas users of existing VIA Rail services are guaranteed a seat with their booking. Second, impacts on land and property values are not included within the economic benefits. With greater access to efficient transportation, properties near rail stations typically see increased demand and value, boosting local tax revenues and promoting urban revitalization. While CR/HSR could increase values in areas close to the proposed stations, such changes are not additional to other wider economic benefits, but rather reflect a capitalization of those benefits. To avoid the risk of double counting the economic benefits already estimated, these are excluded (Department for Transport 2024).
CR/HSR may improve social equity and accessibility by offering affordable, reliable travel options for those without cars, including low-income individuals, students, and seniors. This expanded access enables broader employment, education, and healthcare opportunities, contributing to a more inclusive society. Whilst this study does not include a distribution analysis, social benefits from greater inclusion and social equity would constitute a benefit of CR/HSR investment and merit further detailed analysis.
Finally, in addition to policy considerations, major investment decisions have a substantial political dimension. For example, Canada is the only G7 country without HSR infrastructure. While cognizant of the political context, the analysis in this study is purely an economic assessment and does not consider political factors.
Conclusion
Canada’s population and economy continue to expand, particularly within the Toronto-Québec corridor. Existing transportation routes can expect greater congestion over time, particularly capacity-constrained VIA Rail services. In this context, can Canada afford not to progress with faster, more frequent rail services? There are significant opportunity costs to postponing investment.
This study has developed quantified estimates of the economic benefits of investing in the proposed Rapid Train project in the Toronto-Québec City corridor. Cumulatively, in present value terms, these economic benefits are estimated to be $11-$17 billion under our modelled conventional rail (CR) scenarios, and larger – at $15-$27 billion – under high-speed rail (HSR) scenarios. Economic benefits arise from several areas, including rail user time savings and improved reliability, reduced congestion on the road network, productivity gains through enhanced connectivity, and environmental benefits through emission reductions. With many commentators highlighting that Canada is experiencing a “productivity crisis” and a “climate emergency,” the projected productivity gains and lower-emission transportation capacity from the Rapid Train project present particularly valuable opportunities.
This study has assessed major economic benefit categories as identified within mainstream transport appraisal guidance. Further research could include additional sensitivity analysis around key parameters, as well as consideration of potential dynamic clustering effects, and projections for housing and land values.
Clearly, there is a cost to investment in a new dedicated passenger rail service: upfront capital investment, ongoing operations and maintenance expenditure, and any financing costs. These costs are not assessed in this study and will need to be considered carefully by policymakers. However, inaction – by continuing with the status quo rail infrastructure – also has a significant opportunity cost. Canada would forgo billions of dollars worth of economic advantage if it fails to deal with current challenges, including congestion on the rail and road networks, stifled productivity, and environmental concerns.
This study identifies the multi-billion-dollar economic benefits from the proposed Rapid Train project. While these benefits will need to be weighed alongside the forecast project costs, this study provides a basis for subsequent project evaluation and highlights the significant opportunity costs that Canada is incurring in the absence of investment.
Appendix
For the Silo, Tasnim Fariha, David Jones. The authors thank Daniel Schwanen, Ben Dachis, Glen Hodgson and anonymous reviewers for comments on an earlier draft. The authors retain responsibility for any errors and the views expressed.
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Plastics that break down into particles as tiny as our DNA—small enough to be absorbed through our skin—are released into our environment at a rate of 82 million metric tons a year. These plastics, and the mix of chemicals they are made with, are now major contributors to disease, affecting the risk of afflictions ranging from cancer to hormonal issues.
Plastic pollution threatens everything from sea animals to human beings, a problem scientists, activists, business groups, and politicians are debating as they draft a global treaty to end plastic pollution. These negotiations have only highlighted the complexity of a threat that seems to pit economic growth and jobs against catastrophic damage to people and the planet.
Rapid growth in plastics didn’t begin until the 1950s, and since then, annual production has increased nearly 230-fold, according to two data sets processed by Our World in Data. More than 20 percent of plastic waste is mismanaged—ending up in our air, water, and soil.
Inescapable Problem
While plastic doesn’t biodegrade—at least not in a reasonable time frame—it does break down into ever smaller particles. We may no longer see it, but plastic constantly accumulates in our environment. These microscopic bits, known as microplastics and nanoplastics, can enter our bodies through what we eat, drink, and breathe.
Microplastics measure five millimeters or less. Nanoplastics are an invisible fraction of that size, down to one billionth of a meter or around the size of DNA.
While microplastics can be as small as a hair, they remain visible. Nanoplastics, however, are impossible to see without a microscope. (Illustration by The Epoch Times, Shutterstock)
Plastic pollution is a chemical remnant of petroleum with other chemicals added in to change the durability, elasticity, and color. PlastChem Project has cataloged more than 16,000 chemicals—4,200 considered highly hazardous, according to the initiative’s report issued in March.
The astounding level and types of plastics, many with unknown health effects, should be a wakeup call for everyone, says Erin Smith, vice president and head of plastic waste and business at the World Wildlife Fund (WWF).
“Plastic pollution is absolutely everywhere,” she said. “What’s hard right now is the body of science, trying to understand what the presence of plastic inside us means from a human health perspective, is still new.”
Ms. Smith said we may be waiting for the science to reveal the full scope of plastic’s biological effects, but one thing is certain: “We know it’s not good.”
Reproductive and Neurological Issues
Newer human health studies have shown plastic has far-reaching effects.
“The research is clear: Plastics cause disease, disability, and death. They cause premature birth, low birth weight, and stillbirth as well as leukemia, lymphoma, brain cancer, liver cancer, heart disease and stroke. Infants, children, pregnant women, and plastics workers are the people at greatest risk of these harms. These diseases result in annual economic costs of $1.2 trillion,” said Dr. Phil Landrigan, pediatrician and environmental health expert, in a Beyond Plastics news release in March.
Beyond Plastics, an advocacy group for policy change, warns that new research indicates plastic could be leading to an increased risk of heart disease, stroke, and death.
Successive studies have found microscopic plastic particles affect every system of our bodies and at every age.
Nearly 3,600 studies indexed by the Minderoo Foundation have detailed the effects of polymers and additives like plasticizers, flame retardants, bisphenols, and per- and polyfluoroalkyl substances. The vast majority of studies indicate plastics affect endocrine and metabolic function, the reproductive system, and contribute to mental, behavioral, and neurodevelopment issues.
One study published in Environmental Science & Technology looked at plastic food packaging from five countries and found hormone-disrupting chemicals were common.
“The prevalence of estrogenic compounds in plastics raises health concerns due to their potential to disrupt the endocrine system, which can, among others, result in developmental and reproductive issues, and an elevated risk of hormone-related cancers, such as breast and prostate cancer,” the authors noted.
Data mapped by Our World in Data shows national rates of per capita plastic pollution to the oceans. American individuals add about .01 kilograms (10 grams) of plastic waste to the world’s oceans each year. At 336,500,000 people today, that amounts to 3,311 tons or 7,418,555 pounds. (The Epoch Times)
The full scope of these chemical consequences is far from known. According to Minderoo, less than 30 percent of more than 1,500 plastics chemicals have been investigated for human health impacts. That includes the “substitution” chemicals used to replace additives that were restricted after being found problematic.
“All new plastic chemicals should be tested for safety before being introduced in consumer products, with ongoing post-introduction monitoring of their levels in human biospecimens and evaluation of health effects throughout the lives of individuals and across generations,” said professor Sarah Dunlop, Minderoo Foundation’s head of plastics and human health.
Absorbed Into Arteries and Skin
The relatively recent discovery that plastic particles can make their way into the human body through multiple methods has come with other unsetting insights. Microplastics and nanoplastics in human artery wall plaque were recently linked to a 350 percent increased risk of heart attack, stroke, and death.
Plastic pollution comes in all forms, from packaging and waste that clogs the Buckingham Canal in Chennai, India to plastic pellets from petrochemical companies that litter the ground in Ecaussinnes, Belgium. (R. SATISH BABU, Kenzo TRIBOUILLARD / AFP via Getty Images)
Published March 6 in the New England Journal of Medicine, the study followed 257 patients over 34 months. Among those involved in the study, 58.4 percent had polyethylene in carotid artery plaque and 12.1 percent had polyvinyl chloride.
Polyethylene is the most common plastic found in bottles and bags, including cereal box liners. Polyvinyl chloride, better known as PVC, is another common plastic, often used in medical and construction materials.
Besides finding entry through ingestion, polymers can also make their way into the bloodstream through our skin, according to another study published in April in Environment International. The findings, based on a human skin equivalent model, add to evidence that suggests that as plastics break down, it may be impossible for us to avoid absorbing them. Microscopic plastic has been found in our soil, water supply, air, and arctic ice.
Sweaty skin was found to be especially prone to absorbing the particles.
Once inside the body, plastic can mimic hormones, collect in arteries, and contribute to one of the most common disease pathologies today—an imbalance of free radicals and antioxidants known as oxidative stress.
Dr. Bradley Bale, a heart attack and stroke prevention specialist and co-author of “Beat The Heart Attack Gene,” says there’s plenty of evidence that plastic is causing oxidative stress.
“Plastics are ubiquitous on planet Earth,” Dr. Bale said. “You’re crazy to think you can eliminate your exposure to that. It would be next to impossible. But we can look at other issues that cause oxidative stress.”
Data processed by our Our World in Data shows the increase in plastic production in metric tonnes. (Illustration by The Epoch Times, Shutterstock)
Those other issues, including poor diet and other toxic exposures, may be resolved through lifestyle approaches, supplements, or avoidance.
Dr. Bale suspects future nanoplastics research will reveal a relationship between plastics exposure and early death, dementia, cancer, diabetes, and any disease impacted by oxidative stress.
How to Stop the Plastic Onslaught
Since cleaning up plastic is nearly impossible once it breaks down, advocacy groups are pushing for legislation that would reduce single-use products such as food wrappers, bottles, takeout containers, and bags—some of the most prolific and problematic plastics.
The United Nations Environment Programme, a global environmental decision-making body with representatives from all UN member states, decided in March 2022 that the plastics issue needed a coordinated response. It committed to fast-tracking a treaty meant to address the world’s growing plastic problem.
However, after holding the fourth of five sessions in late April in Canada, the group still hasn’t decided whether to identify problematic plastics or call for new plastic to be phased out or scaled back. The final meeting begins in late November with a treaty expected in 2025.
(Left) The secretariat of the Intergovernmental Negotiating Committee (INC) to Develop an International Legally Binding Instrument on Plastic Pollution consults on the dais during the closing plenary in Ottawa on April 30, 2024; (Center) Members of Greenpeace holds up placards during the discussions in Ottawa, Canada, on April 23, 2024.; (Right) Pro-plastic messaging was seen at hotels in Ottawa during the UN INC meetings. (IISD-ENB/Kiara Worth, DAVE CHAN/AFP via Getty Images)
Meanwhile, U.S. lawmakers are on a third attempt to gain Congressional consideration of the Break Free From Plastic Pollution Act. First introduced in 2020, it remains stuck in committee. Among the act’s proposals are reducing and banning some single-use plastics, creating grants for reusable and refillable products, requiring corporations to take responsibility for plastic pollution, and temporarily banning new plastic facilities until protections are established.
The Economics of Plastics
Plastics are important for many businesses and the plastics industry itself is significant and influential. However, plastics aren’t as profitable as one may expect. New plastic facilities often get subsidies and tax breaks that make plastics artificially cheap to produce. These financial supports have increased substantially in the past three years.
In addition to direct fossil fuel subsidies, the plastics and petrochemical industries benefit from grants, tax breaks, and incentives. Because of a lack of transparency, exact figures on subsidies are hard to come by, according to the Center for International Environmental Law. The group is urging the UN to ban certain subsidies, including any that would reduce the price of raw goods used to make plastic.
Some organizations question whether these incentives are beneficial to local economies and taxpayers as a whole.
The Environmental Integrity Project issued a report in March that found 64 percent of 50 plastic plants built or expanded in the United States since 2012 received nearly $9 billion in state and local subsidies. Unexpected events were common, including violations of air pollution permits among 42 plants and more than 1,200 accidents like fires and explosions. State-modified permits at 15 plants allowed for additional emissions that were often detected beyond the property line of the plants.
A case study report published June 2023 by the Ohio River Valley Institute examined the $6 billion Shell facility built in Beaver County, Pennsylvania to produce plastic pellets.
“Since the project’s inception, industry executives and government officials alike have argued that it would spur local economic growth and renewed business investment. Yet prosperity still has not arrived. Beaver County has seen a declining population, zero growth in GDP, zero growth in jobs, lackluster progress in reducing poverty, and zero growth in businesses—even when factoring in all the temporary construction workers at the site,” the report says.
The Shell Pennsylvania Petrochemicals Complex makes plastic from “cracking” natural gas in Beaver County, near Pittsburgh, PA. (Mark Dixon/Flickr)
Conflicted Solutions for a Plastic World
The Plastics Industry Association argues that plastic “makes the world a better place”—language it wants in the plastics treaty.
The association represents more than one million workers throughout the entire supply chain. A $468 billion industry, plastics are the sixth largest U.S. manufacturer, according to the association, which did not respond to media requests for an interview.
David Zaruk, a communications professor in Belgium with a doctorate in philosophy, said opposition to plastic is largely an attack on the fossil fuel industry—part of a larger “anti-capitalist political agenda.” The value of plastic on society, he said, is frequently understated.
He pointed to a 2024 study published in Environmental Science and Technology that concludes plastic is far more “sustainable” with lower greenhouse gas emissions than alternatives like paper, glass, and aluminum—many of which it was designed to replace. Arguments often overlook the environmental impact of alternatives, the study notes, and in some cases, there are no substitutions for plastic.
“This isn’t a recent revelation either. Academic scientists have said for years that plastic serves essential functions. Speaking specifically of short-lived plastic uses, a pair of supply chain experts argued in 2019 that ’some plastic packaging is necessary to prevent food waste and protect the environment.’ By the way, food waste produces roughly double the greenhouse emissions of plastic production,” Mr. Zaruk wrote recently on the Substack blog, Firebreak.
The Plastics Industry Association heavily promotes recycling and biodegradable plastics but critics say there are inherent problems with both.
Only 4 percent of plastic is recycled in the United States, while an equal amount ends up in rivers, oceans, and soil—breaking down into microplastics and nanoplastics that experts believe will persist for centuries.
The U.S. Plastics Pact—a collaboration of more than 100 businesses, nonprofit organizations, government agencies, and academic institutions initiated by The Recycling Partnership and World Wildlife Fund—identified 11 problematic plastics that its members aim to voluntarily eliminate by 2025. Members include major plastics users and the products are all finished items or components of plastics that either aren’t recycled or cause problems in the recycling system and could be eliminated or replaced.
While some major companies support the pact, the Plastics Industry Association has taken a dim view of the pact, describing it as an attempt to “tell others how to run their businesses by restricting their choices.”
The association says the best way to increase recycling is through education and innovation.
Recycled Mystery Chemicals
Unfortunately, recycling isn’t a perfect solution to the plastic problem. Recycled plastics present additional hazards because they are made from a blend of products and a more uncertain chemical makeup, according to Therese Karlsson, science advisor for the International Pollutants Elimination Network, a global consortium of public interest groups.
“We’ve looked a lot at recycled plastics. There you have a lot of different plastic materials that you don’t know what they contain and you combine that into a new plastic material that you have even less information about what it contains,” Ms. Karlsson. “As a consumer, you can’t look at a piece of plastic to figure out if it’s safe or not. We just don’t know, but we know a lot of the chemicals used in plastic are toxic.”
An IPEN investigation in April found plastic pellets recovered from recycling facilities in 24 countries had hundreds of toxic chemicals—including pesticides, industrial chemicals, pharmaceuticals, dyes, and fragrances.
“For our recycling technology, it just doesn’t work, and a lot of that ends up in landfills anyway,” said Ms. Smith from the WWF. “It shouldn’t require a decoder ring to decide what goes in that blue bin because everything should be designed for that system.” For the Silo, Amy Denny.
Little Changes Make a Big Difference
In the absence of government intervention, Ms. Smith said there are some easy tips consumers can take to limit their own plastic exposure:
Shop with reusable shopping bags.
Don’t use plastic in the microwave or dishwasher because heat can release additional polymers.
Buy metal or glass snack containers to replace sealable plastic bags.
Use beeswax cloth in place of plastic wrap.
Replace dryer sheets with wool balls.
Carry a refillable cup for water and coffee.
Consider reusable trash bags.
Use and carry metal straws, stir sticks, and/or reusable cutlery.
Don’t litter, and pick up trash you find outdoors.
The US Centers for Disease Control (CDC) has designated January as National Radon Action Month to draw attention to what it describes as “an invisible, silent home invader.” The CDC initiative seeks to unmask the dangers of radon, a colorless, odorless, and tasteless gas that is responsible for an estimated 21,000 lung cancer deaths in the US each year.
“Radon can build up in the air in any home or building, whether or not it has a basement, is sealed or drafty, or is new or old,” the CDC warns. It also explains that there is “no known safe level of radon,” encouraging every homeowner to test for radon and, when detected, implement effective mitigation systems.
The last week of January 2025 is the CDC’s Radon Awareness Week, which encourages people to explore their personal “Radon Story.” The following facts about radon can help anyone understand how they might come into contact with it, its potential health impacts, and how radon levels in a home or other building can be reduced.
Any home can be vulnerable to radon
Radon is a naturally occurring, radioactive element that is released when radium in rocks, plants, and soil breaks down. It makes its way into buildings through cracks and other openings in foundations.
Outdoors, radon dissipates in the atmosphere to levels that are not harmful to humans. If trapped indoors, however, it can accumulate to dangerous levels. In the US, the Environmental Protection Agency estimates that 1 in 15 homes contains dangerous radon levels. The 2024 Cross-Canada Survey of Radon Exposure in Residential Buildings of Urban and Rural Communities found that 18 percent of Canadian homes contain unsafe levels of radon.
Certain people face higher risks of radon-related health issues
When radon accumulates indoors, it can be breathed in by humans to be trapped in lung tissues, where its radioactivity then can lead to cancer. It is estimated that radon exposure causes an estimated 84,000 lung cancer deaths globally each year, which makes it second only to smoking for lung cancer deaths.
While radon can cause health impacts for anyone, certain people have been identified as being more vulnerable to its effects. According to the EPA, cigarette smokers face a higher risk of radon-induced lung cancer due to the synergistic effects of radon and smoking. Those with a faster breathing rate, including pregnant women and children, also face more of a risk of health impacts from radon.
Modern technology can provide real-time radon readings
Traditional tests determine radon levels by using charcoal canisters to capture a sample of indoor air that is then analyzed in a lab. The effectiveness of those tests is limited by the fact that they capture only a single snapshot of radon levels, which can fluctuate significantly between seasons and even throughout the day. In addition, obtaining test results from the lab requires waiting several days.
Modern radon monitors provide ongoing readings of radon levels, with initial readings available within minutes and reliable results determined within an hour. These monitors ensure that fluctuations in radon levels are identified, and they can also be easily moved around within a home or building to identify radon hot spots. Continuous readings from the monitors can also be accessed wirelessly through a mobile app for in-depth analysis, capable of alerting the residents to potential radon issues even when they are not at home.
High levels of accumulation require radon mitigation
Mitigation is essential for homes where high levels of radon accumulation are detected. The EPA has set the radon action level at 4 pCi/L. Canadian authorities have set a level of 200 Bq/m3, which is approximately 5.4 pCi/L.
Radon mitigation systems utilize fans and suction pipes to carry out a process known as active soil depressurization. The process removes radon from beneath foundations before it can make its way into structures. The systems typically require little maintenance and can be run for as little as $10 per month in operating costs. They also prevent other soil gases from entering the home.
While radon poses serious health risks, these risks can be easily prevented. Homeowners can stay safe from the dangerous effects of the gas by taking the steps to: 1)continuously monitoring for radon accumulation by using a modern radon monitor that provides ongoing readings of radon levels, and 2) when necessary, leveraging the mitigation tools available for reducing radon levels or seeking the help of radon professionals to eliminate the threat of toxic gas from the inside of their homes. For the Silo, Insoo Park, Founder and CEO of Ecosense.
The technological enhancement in our age makes our life a lot easier than we first thought. Especially in the field of real estate, technology brings us effective construction methods. Let’s think about implementing some of that new technology in our homes for a moment.
The roof in particular needs more attention than other parts of a house because it faces more rough weather contact and gets damaged slowly but surely. Saving your roof and increasing its life span is very important. Recent roofing trends may help reduce the hassle of replacing the roof with technological help. These trends are sustainable and ensure a long life span.
Roofing technology trends
Solar Roofs:
Can you guess the type of this advanced roof?
Solar roofs are trending because they are a cheap and effective roofing technology for homeowners. Solar is sustainable and works as an alternative power source. It gives support to your house along with a solar energy source. Solar roofs have been getting popular for the last few years. People are accepting this technology for many reasons. Solar roofs are becoming physically stronger due to ever improving solar tiles and shingles. It also saves lots of extra electricity expenses and offer unlimited power backup direct from the sun.
Green Roofs:
Green roofs are a kind of living pleasure. They will give you the feeling of living in a jungle with the latest technology. Green roofs shield directly the intense hit from the warm heat coming from the sun. They also absorb rainwater so that the roof can avoid flooding. Moreover, a green roof is eco-friendly and a suitable place for relaxing.
Green roofs have lots of benefits. This type of roofing technology ensures more durability than other roofing. It creates a natural feel for the eye and makes the roof a perfect hangout place. It also absorbs the heat of the building. So the whole building remains cool in the warm season.
Drone:
Drones are a surprisingly useful innovation of science and technology. These remotely controlled flying robots are handy devices that help us in many ways. In terms of real estate, drones help with the capability of Ariel observation. You can inspect your entire home along with the roof without having to climb up and down a ladder or having to physically move to every single spot. The drone will go do the inspections for you and you can observe the whole process by viewing your mobile phone screen.
In the roofing industry, drone technology becomes a must-have tool. It is now used widely for its benefits. Roofers use them often for any kind of roof-related assistance. The high-resolution cameras give a clear and detailed intro to any problems. As mentioned earlier, since the roofer doesn’t have to climb on the roof for further inspection it helps the whole project by cutting down work time and adding an extra level of safety.
Drone photos or videos also help the project manager and roof repair company build their project portfolio. Nowadays, every real estate company uses drones in every project because it helps the company to plan perfectly for repairing a damaged roof or installing a new one.
Mixed material roofs:
We always want to install long-lasting roofs. The reason behind this is installing a new roof or replacing shingles from time to time wastes lots of money. Why should someone spend time and money on a something that may only last 5 seasons, if they could install a more stable and longer lasting durable roof at a reasonable price?
Nowadays, new and innovative technology takes roofing ideas into far more advanced areas. Technological improvements have introduced us to sustainable roofing options never dreamed of a few decades ago. Options like cool roofs, green roofs, solar roofs, and so on.
We all know that metal roofs are popular for their durability.
Tech improvements have also added various style and color options so that modern roofs can better match the building structure. Because of the improvement in aesthetics, metal roofing technology is successfully gaining attention from homeowners: read more about eco-friendly metal roofs.
Recently an architectural trend called mixed material is getting popular. By mixing various materials together, roofs can be stronger than a single material. It is something like the proverb “unity makes us strong”. That’s why composite shingles and metal makes a strong and sustainable element that increases the lifespan of the roof.
Mobile Apps:
Using mobile phones every day is a habit for all of us. We can’t live a single day without using a mobile phone. Although there are several reasons behind this, a mobile phone can help our day become efficient through the use of apps.
Mobile apps take on an important role in the roofing business. Using mobile roofing applications, we can measure the whole building and roof remotely. We can create a complete report and send them directly to the workers.
It saves time and increases the project success rate. Roofing and building apps also help find out the estimated time for the project complication. Contractors have affirmed that all kinds of paper work and invoices are easy to handle with mobile roofing software.
Last word
We all know “Old is Gold”. But that proverb is not suitable for every sector of human life. Particularly, in the real estate business, implementing new technology in the roofing system will increase durability. That’s why new roofing technology trends are getting popular day by day.
Fraunhofer will be at CES 2025 from January 6-January 8, 2025 at the Fraunhofer suite in the Venetian Hotel.
December 31, 2024, Erlangen, Germany — Fraunhofer Institute for Integrated Circuits (Fraunhofer IIS), a leading developer of advanced audio technologies, including mp3 and AAC, will present at CES 2025 upHear Flexible Rendering, a ground-breaking audio technologythat greatly simplifies high-quality immersive sound experiences on consumer audio reproduction devices, including loudspeakers, soundbars, and TVs. upHear Flexible Rendering enhances and distributes sound flexibly to all available speakers for a spectacular enveloping immersive audio effect at all times.
upHear Flexible Rendering for Effortless Flexibility: Expand Setups from Stereo to Immersive
upHear Flexible Rendering belongs to Fraunhofer’s upHear range of audio processing technologies. They enhance the sound quality of content from voice signals to immersive audio masterpieces and provide pristine audio pickup as well as faithful reproduction from classic stereo setups to complex scenarios with multiple devices. The upHear Flexible Rendering technology automatically combines wireless speakers for the best possible experience, supporting new immersive audio formats as well as providing first-class upmixing for legacy content.
What Makes This Technology Impressively Different
With upHear Flexible Rendering, everything is adjustable: Adding or removing a speaker from the system is no trouble due to its automaticadaptation to the current playback situation. Its inherent flexibility provides the option for effortless system growth making it very budget-friendly. All systems upgraded with upHear Flexible Rendering achieve enhanced immersion for an extraordinary sound experience. “Currently, users can only connect to one smart speaker at a time or to a fixed setup per room.
With the upHear technology, you now have the flexibility to conveniently combine any number of speakers into an immersive speaker cluster wherever you want. Party music in the kitchen? Transform your living room into a movie theatre? Operas in the bathroom? It is all possible without a fuss,” said Sebastian Meyer, Product Manager upHear, Fraunhofer IIS.
Fraunhofer Demos will be available at CES 2025 –
Speaker Repositioning: Smart speakers will be distributed in the room playing immersive music. The upHear Flexible Rendering technology will make it possible to add/remove speakers and to reposition them. The upHear algorithm optimizes the sound image based on the current setup. Visitors will be able to try out repositioning for themselves. The wireless speaker setup also uses the Fraunhofer Communication Codec LC3plus for ultra-low-latency wireless audio transmission.
upHear Microphone Processing Technologies: Through live calls, Fraunhofer will show how they make life easier: An “office” in the suite will show advanced AI-based technologies such as Echo Control, Noise Reduction, and the latest feature: Voice Isolation, which is the highlight of the Microphone Processing area. Users can create a “fingerprint” of their voice in seconds, which makes it possible to remove all sounds but their voice from a call for a truly personalized live call experience for better conferencing.
upHear Mobile Audio: Fraunhofer’s virtualization platform opens the door to true spatial playback experiences on headphones. It works from a multitude of sources, from legacy stereo to current immersive formats. Thanks to the minimum resource requirements of the low-complexity rendering, it can run on DSPs for any audio device class, be it headphones, mobile devices, home audio systems, or even a low-power XR devices.
Fraunhofer Audio Codecs to be presented at CES 2025 –
xHE-AAC: The stereo codec for broadcast and streaming provides DASH/HLS streaming at 12-320+ kbit/s, a new anchor loudness feature, mandatory loudness and dynamic range control, improved speech quality, and stereo imaging. The technology is already used by Netflix, Facebook stories, and Instagram Reels. xHE-AAC is natively supported on the latest Amazon, Android, Microsoft, and Apple products and operating systems.
LC3plus Lossless: Video calls, music, and gaming are best enjoyed with wireless headphones and microphones that deliver perfect audio quality and long battery life. With LC3plus, sound reaches users in perfect quality and the new LC3plus Lossless switches seamlessly between lossless and lossy modes of operation. It works with all features of LC3plus, including low-delay and superior robustness thanks to Advanced Packet Loss Concealment. LC3plus is on the Japan Audio Society’s list of codecs whose implementation opens the door for device manufacturers to use the prestigious High-Res Audio Wireless logo. Fraunhofer IIS will demonstrate integrations into the AKG N5 Hybrid Earbuds, a HyperX gaming headset, a Sony streaming microphone, and a headphone prototype by BEStechnic.
MPEG-H Audio: Next Generation Audio system for streaming and broadcast applications with advanced personalization and accessibility options. Fraunhofer will showcase devices by globally leading CE manufacturers with MPEG-H Audio support, which is required for Brazil’s upcoming broadcast standard DTV+. Here, the technology helps Globo, TV Cultura, and other major providers to deliver customizable immersive sound experiences with a high degree of accessibility. Viewers can choose between different languages and commentators or select a version with enhanced dialogue.
For the Silo, Karen Thomas/ Eva Yutani.
About Fraunhofer IIS Audio & Media Technologies Fraunhofer IIS is part of Fraunhofer-Gesellschaft, Europe’s leading applied research organization. Theglobal leader in advanced technologies for audio coding and moving picture production. Almost all computers, mobile phones, and consumer electronic devices available today are equipped with technologies from Erlangen and are used by billions of people around the world every day. The creation of mp3, co-development of AAC as well as HE-AAC prove how Fraunhofer IIS has been innovating the audio sector for over 30 years. The current generation of compelling audio technologies includes Fraunhofer Symphoria for automotive 3D audio, EVS for phone calls with crystal-clear audio quality, xHE-AAC, which is used by major streaming services such as Netflix, by Facebook stories, and by Instagram Reels. MPEG-H Audio delivers personalized immersive sound for broadcast and streaming, which lets viewers adjust dialogue volume to suit their personal preferences.
While EVs are known mainly as environmentally friendly offerings, this list proves not all things with electric motors on four wheels are created equal.
1a. Automobili Pininfarina B95: $4.7 Million usd/ $6.67 Million cad
Topping the list is the Pininfarina B95, the world’s most expensive electric car at $4.7 million usd. Limited to just 10 units, the B95 blends breathtaking performance with unmatched luxury. With a top speed of 186 mph and acceleration from 0 to 62 mph in under two seconds, it’s as fast as it is exclusive. Crafted for collectors, the B95 epitomizes automotive luxury in the EV era.
1b. Automobili Pininfarina Battista B95 Dark Knight $4.2 Million usd/ $5.94 Million cad
Celebrating 85 years of Batman, this hypercar is meticulously crafted as the ultimate inspiration for Bruce Wayne’s conquest against darkness. The Battista Dark Knight emerges blending superhero mystique with high-performance luxury. Dark Knight transforms the elegant, pure-electric Battista into its most formidable version yet, Furiosa. Featuring never-previously-seen bespoke enhancements and aggressive styling, it showcases the pinnacle of Automobili Pininfarina’s dynamic design and craftsmanship.
2. Aspark Owl: $3.1 Million usd/ $4.4 Million cad
Hailing from the Land of the Rising Sun, theAspark Owl takes electric speed to another level with a claimed top speed of 260 mph and a 0-60 mph time of 1.72 seconds. Its all-carbon-fiber body minimizes weight while maximizing aerodynamics. Limited to 50 units, the Owl’s exclusivity matches its $3.1 million usd price tag. A recent evolution of the model reached a record-breaking 272 mph, solidifying its place as one of the fastest EVs ever.
3. NIO EP9: $3 Million usd/ $4.25 Million cad
China’s NIO EP9 stands out with its focus on aerodynamics and track performance. With an active rear wing and 5,395 pounds of downforce at 150 mph, the EP9 excels on the racetrack. Its four motors enable a 0-124 mph sprint in just 7.1 seconds, and its innovative battery-swapping system adds convenience. Limited to 50 units, the EP9 costs $3 million usd and showcases NIO’s technical expertise.
4.Lotus Evija: $2.3 Million usd/ $3.25 Million cad
The Lotus Evija aims to redefine what an electric hypercar can achieve, delivering 1,973 horsepower from its four motors. Its lightweight design, with a curb weight of just 3,704 pounds, emphasizes performance, while a range of 250 miles ensures practicality. A special Fittipaldi edition pays homage to Lotus’s racing legacy, featuring even greater power and exclusivity. At $2.3 million, the Evija remains a pinnacle of British engineering.
5. Pininfarina Battista: $2.25 Million usd/ $3.18 Million cad
We mentioned the Batman version above already but the ‘base model’ Automobili Pininfarina’s Battista is an electrified masterpiece, blending exquisite design with awe-inspiring performance. With a combined output of 1,900 horsepower from four motors, the Battista rockets from 0 to 62 mph in just 1.86 seconds. Its 120 kWh battery allows fast charging to 80% in 25 minutes, and its carbon fiber construction optimizes agility. Priced at $2.25 million, this Italian creation is limited to 150 units.
6. Rimac Nevera: $2.2 Million usd/ $3.11 Million cad
Croatia’s Rimac Nevera has rewritten the record books, claiming the title of the world’s fastest EV with a top speed of 258 mph. Its four motors generate 1,813 horsepower, enabling blistering acceleration and exceptional handling. With only 150 units produced, each priced at $2.2 million, the Nevera is a true collector’s item. A special Time Attack variant, priced at over $3 million usd , adds even more exclusivity to an already rare hypercar.
7. Deus Vayanne: $2 Million usd/ $2.83 Million cad
The Deus Vayanne debuted at the 2022 New York Auto Show, boasting a staggering 2,243 horsepower thanks to its tri-motor setup. Designed in Austria, produced in Italy, and electrified in the UK, this hypercar achieves a balance of power and elegance. Its unique infinity-loop-inspired grille complements an interior lined with sustainable materials. With a range of 310 miles and a limited production run of 99 units, the Vayanne offers exclusivity at $2 million.
General Motors’ affinity for using entertainment to promote its products reached a fever pitch in 1955, as an estimated two million people attended Motorama in New York City, Boston, Miami, San Francisco, and Los Angeles. It was followed that same year by Poweramain Chicago, a show that highlighted GM’s non-automotive businesses and featured a musical dubbed “More Power to You.” It included French acrobats atop a 70-foot crane, 35-ton bulldozers dancing the mambo, and a battle of strength between a top-hatted elephant and a bulldozer in which the pachyderm is sent packing. The show ran for 26 days and attracted two million visitors.
But that wasn’t the end of it, as GM produced musicals—yes musicals—to help move the metal. The result would be Buick’s Spacerama (so many -ramas) and Oldsmobile’s The Merry Oh-h-h.
Oldsmobile in 1955
Flickr/Chad Horwedel
Having reached record sales of 583,179 units for the 1955 model year, Oldsmobile hoped to continue the sales boom for 1956, even though its lineup was mostly carryover. The biggest news was the Jetaway Hydra-matic automatic transmission, which was redesigned for the first time since its introduction in 1940. For the first time, it offered a Park position, like modern automatics, and featured two fluid couplings to enhance shifts between its four gears. The Jetaway was standard on the 98 and Super 88.
J.F. Wolfram, Oldsmobile general manager, confidently predicted Oldsmobile would sell 750,000 cars for the 1956 model year as Oldsmobile employment reached a record high of 19,170 employees.
To stoke enthusiasm, the company created a musical dubbed “The Merry Oh-h-h”, which debuted in New York City at the Ziegfeld Theatre. The show starred Chita Rivera, who had appeared in “Call Me Madam” and “Can Can.” Here she plays Miss Jetaway Drive alongside singer Mildred Hughes and Billy Skipper, who danced in “Annie Get Your Gun.” Other notable names include Joe Flynn, Frank Gorshin, Charles Cooper and Bern Hoffman. It was directed by Max Hodge, who would go on to work on the TV shows “Mission: Impossible” and “Mannix.”
GM
The musical, which at the time cost GM $150,000 usd / $210,000 cad to produce, espoused the glories of power steering, automatic transmissions and Rocket V8 engines. Songs included “Tops in Transmission,” “Advancing on Lansing” and “The Car is the Star.”
After its New York debut, the musical and its 34-member cast went on tour to San Francisco, Fort Worth and Chicago before arriving in Lansing, Michigan, Oldsmobile’s hometown, which included an appearance by pop star Patti Page.
But the show generated unintentional notoriety when its piano player, Robert Orpin, was found dead in his room at the Hilton Hotel in Fort Worth. Orpin, who hailed from Forest Hills, Long Island, was found in a filled bathtub with the hot water running. He was discovered by a maid who heard the running water running. His death was later ruled accidental.
“The Merry Oh-h-h” would play to 30,000 Oldsmobile employees and their families nationwide. But it did little for Oldsmobile sales, as demand fell to 485,492 units for the model year.
Buick heads for Spacerama
GM
No doubt using a stage show to promote new models was hardly an isolated idea at GM in 1955. In fact, Buick arrived at the idea before Oldsmobile, thanks to their ad agency at the time, the Kudner Agency and its vice president, Myron Kirk.
Kirk had attended GM’s 1954 Motorama during its nine-day stand in Boston, where he ran into Ivan Wiles, vice president and general manager of Buick, and Al Belfie, Buick’s general sales manager. While watching the theatrics, Kirk told the executives of the impressive dancing he had seen in the then-new movie, “Seven Brides for Seven Brothers.” Kirk arranged a private viewing of the film for them, and afterwards, Kirk received approval to bring in the movie’s choreographer, Michael Kidd, to produce a show to promote the 1956 Buick lineup.
GM
He tapped Alan Lipscott and Robert Fisher to write the show. The duo was well-known for writing scripts for such TV shows as “Make Room For Daddy,” “The Donna Reed Show” and “Bachelor Father” along with many others. The plot concerned mankind’s search for the obtaining transportation from the Stone Age to the current day, where a trip to Mars reveals a depressed population. They overcome their depression when they are brought to earth to see the 1956 Buick lineup. The show starred Mark Dawson and comedian Jack E. Leonard.
For the music, Kirk’s agency chose Bernie Wayne, who is best known for such songs as “Blue Velvet,” “The Magic Touch,” the Miss America theme, and the commercial jingle “Chock Full O’Nuts Is the Heavenly Coffee.” For Buick’s musical, Wayne composed such songs as “Just Like Coming Home Again,” “Switch the Pitch,” and ‘The Peak of Civilization.”
The show started in Flint, Michigan before heading to Los Angeles, Houston, Chicago, Atlanta, Detroit, and wrapping up in New York City. In all, 50,000 Buick dealers, employees and their families saw the show.
Still, you have to wonder why GM went to so much trouble. “We have about 12,000 dealers and their salesmen,” a Buick spokesman told the Detroit Free Press in September 1955. “Many of them will sell as much as $150,000 usd of our products next year. You surely can afford to spend $100 or more to entertain them.”
Of course, GM could afford such largesse; they were on their way to their first billion-dollar annual profit. Now that’s a lot of spacebucks. For the Silo, Larry Printz/ Hagerty.Featured image- GM’s Spacerama 2 promo.
PRINCE ALBERT II OF MONACO, APOLLO 15 COMMANDER DAVID SCOTT AND ASTRONAUT JEAN-FRANCOIS CLERVOY VISITING VENTURI SPACE
Monaco, November 2024 – Gildo Pastor, President of the Monegasque company Venturi Space, welcomed HSH Prince Albert II of Monaco, General David Scott – the first person to have driven a rover on the Moon and Commander of the Apollo 15 mission – and astronaut Jean-François Clervoy.
As a prelude to the lunar missions in which Venturi Space will participate in 2025 and 2026, its President, Gildo Pastor, invited Prince Albert II of Monaco and former astronauts David Scott and Jean-François Clervoy to learn more about the upcoming programme and the advanced technologies developed by Venturi Space’s European bases (Monaco, Switzerland, and France) as part of their collaboration with the North American strategic partner, Venturi Astrolab, Inc. This US-based entity is developing multi-purpose rovers optimised for the needs of the lunar South Pole: FLIP, which will become operational in 2025, and FLEX, scheduled for launch with SpaceX in 2026 at the earliest. FLEX is also one of three mobility solutions shortlisted by NASA for the Artemis V mission in 2030.
In the presence of Isabelle Berro-Amadeï, Minister for External Relations and Cooperation; Pierre-André Chiappori, Minister for Finance and the Economy; HE Maguy Maccario-Doyle, Monaco’s Ambassador to the United States of America; and Frédéric Genta, Interministerial Delegate for Attractiveness and Digital Transition, the visit consisted of five main stages:
-A presentation of the FLIP and FLEX rovers, -An overview of Venturi Space Monaco’s lunar battery manufacturing technologies and techniques, -A discussion of the upcoming missions of Venturi Astrolab and Venturi Space, featuring insights from David Scott and Jean-François Clervoy, -A presentation of Venturi Space Switzerland’s hyper-deformable lunar wheel technology, -An exhibition by Philippe Tondeur dedicated to the helmets and suits of aerospace history.‘ Venturi Space is taking on a very serious challenge! The FLEX rover is very different from the one I drove, it’s much bigger and will have an enormous operating life. It seems to me that the teams are doing a good job, and I wish them good luck.’ – General David Scott.
‘I’m passionate about space exploration and wheeled vehicles. Welcoming the first person to have driven a rover on the Moon, in the presence of the Sovereign and Jean-François Clervoy, brings me immense pleasure’ – Gildo Pastor, President of Venturi Space.
The new findings bring the total number of UAP cases under review to more than 1,600 as of June 2024.
A photo from the Department of Defense shows an “unidentified aerial phenomenon.” Department of Defense
There were 757 reports of unidentified anomalous phenomena (UAP) between May 2023 and June 2024, according to an unclassified Department of Defense (DOD) report released on Nov. 14.
Congress mandated the annual report by the DOD’s All-Domain Anomaly Resolution Office (AARO), which is tasked with studying and cataloging reports of UAPs, formerly referred to as UFOs.
The report said that AARO received 757 UAP reports from May 1, 2023, to June 1, 2024, and “485 of these reports featured UAP incidents that occurred during the reporting period.”
“The remaining 272 reports featured UAP incidents that occurred between 2021 and 2022 but were not reported to AARO until this reporting period and consequently were not included in previous annual UAP reports,” the report reads.
The new findings bring the total number of UAP cases under AARO review to more than 1,600 as of June.
AARO Director Jon Kosloski said at a Nov. 14 media briefing that the findings have left investigators puzzled.
“There are interesting cases that I, with my physics and engineering background and time in the [intelligence community], I do not understand,“ Kosloski said. ”And I don’t know anybody else who understands them either.”
Some cases were later resolved, with 49 determined to be sightings of common objects such as balloons, birds, and unmanned aerial systems. Another 243, also found to be sightings of ordinary objects, were recommended for closure by June. However, 444 were deemed inexplicable and lacking sufficient data, so they were archived for future investigation.
Notably, 21 cases were considered to “merit further analysis” because of anomalous characteristics and behaviors.
Despite the unexplained incidents, the office noted that it “has discovered no evidence of extraterrestrial beings, activity, or technology.”
The report said UAP cases often had consistent patterns, described as having unidentified lights and as orb-shaped or otherwise round objects with distinct visual traits.
Of the new cases, 81 were reported in U.S. military operating areas, and three reports from military air crews described “pilots being trailed or shadowed by UAP.”
The Federal Aviation Administration reported 392 unexplained sightings among the 757 reports made since 2021.
In one such case, the AARO resolved a commercial pilot’s sighting of white flashing lights as a Starlink satellite launched from Cape Canaveral, Florida.
“AARO is investigating if other unresolved cases may be attributed to the expansion of the Starlink and other mega-constellations in low earth orbit,” the report states.
The AARO report maintains that none of the resolved cases has substantiated “advanced foreign adversarial capabilities or breakthrough aerospace technologies.” The document also states that the AARO will immediately notify Congress if any cases indicate such characteristics, which could suggest extraterrestrial involvement.
The report emphasized the AARO’s “rigorous scientific framework and a data-driven approach” and safety measures while investigating these phenomena.
UAP Hearing
The report was released a day after a House Oversight Committee hearing titled “Unidentified Anomalous Phenomena: Exposing the Truth,” during which witnesses alleged government secrecy surrounding the phenomena.
During the hearing, a former DOD official, Luis Elizondo, said, “Advanced technologies not made by our government or any other government are monitoring sensitive military installations around the globe.”
He testified that the government has operated secret programs to retrieve UAP crash materials to identify and reverse-engineer alien technology.
“Furthermore, the U.S. is in possession of UAP technologies, as are some of our adversaries. I believe we are in the midst of a multi-decade secretive arms race, one funded by misallocated taxpayer dollars and hidden from our elected representatives and oversight bodies,” Elizondo said.
“Although much of my government work on the UAP subject still remains classified, excessive secrecy has led to grave misdeeds against loyal civil servants, military personnel, and the public, all to hide the fact that we are not alone in the cosmos.
“A small cadre within our own government involved in the UAP topic has created a culture of suppression and intimidation that I have personally been victim to, along with many of my former colleagues.” For The Silo, Rudy Blalock/NTD.
Cybersecurity expert explains how virtual wars are fought
With the Russia-Ukraine war in full swing, cybersecurity experts point to a cyber front that had been forming online long before Russian troops crossed the border. Even in the months leading up to the outbreak of war, Ukrainian websites were attacked and altered to display threatening messages about the coming invasion.
“In response to Russian warfare actions, the hacking collective Anonymous launched a series of attacks against Russia, with the country’s state media being the main target. So we can see cyber warfare in action with new types of malware flooding both countries, thousands of sites crashing under DDoS (distributed denial-of-service) attacks, and hacktivism thriving on both sides of barricades,” Daniel Markuson, a cybersecurity expert at NordVPN, says.
The methods of cyberwarfare
In the past decade, the amount of time people spend online has risen drastically. Research by NordVPN has shown that Americans spend around 21 years of their lives online. With our life so dependent on the internet, cyber wars can cause very real damage. Some of the goals online “soldiers” are trying to pursue include:
Sabotage and terrorism
The intent of many cyber warfare actions is to sabotage and cause indiscriminate damage. From taking a site offline with a DDoS attack to defacing webpages with political messages, cyber terrorists launch multiple operations every year. One event that had the most impact happened in Turkey when Iranian hackers managed to knock out the power grid for around twelve hours, affecting more than 40 million people.
Espionage
While cyber espionage also occurs between corporations, with competitors vying for patents and sensitive information, it’s an essential strategy for governments engaging in covert warfare. Chinese intelligence services are regularly named as the culprits in such operations, although they consistently deny the accusations.
Civilian activism (hacktivism)
The growing trend of hacktivism has seen civilian cyber activists take on governments and authorities around the world. One example of hacktivism is Anonymous, a group that has claimed responsibility for assaults on government agencies in the US. In 2022, Anonymous began a targeted cyber campaign against Russia after it invaded Ukraine in an attempt to disrupt government systems and combat Russian propaganda.
Propaganda and disinformation
In 2020, 81 countries were found to have used some form of social media manipulation. This type of manipulation was usually ordered by government agencies, political parties, or politicians. Such campaigns, which largely involve the spread of fake news, tended to focus on three key goals – distract or divert conversations away from important issues, increase polarization between religious, political, or social groups, and suppress fundamental human rights, such as the right to freedom of expression or freedom of information.
The future of cyber warfare
“Governments, corporations, and the public need to understand this emerging landscape and protect themselves by taking care of their physical security as well as cybersecurity. From the mass cyberattacks of 2008’s Russo-Georgian War to the cyber onslaught faced by Ukraine today, this is the new battleground for both civil and international conflicts,” Daniel Markuson says.
Markuson predicts that in the future, cyber war will become the primary theater of war for global superpowers. He also thinks that terrorist cells may focus their efforts on targeting civilian infrastructure and other high-risk networks: terrorists would be even harder to detect and could launch attacks anywhere in the world. Lastly, Markuson thinks that activism will become more virtual and allow citizens to hold large governmental authorities to account.
A regular person can’t do much to fight in a cyber war or to protect themselves from the consequences.
However, educating yourself, paying attention to the reliability of sources of information, and maintaining a critical attitude to everything you read online could help increase your awareness and feel less affected by propaganda. For the Silo, Darija Grobova.
The trees are almost bare and the evening arrives sooner each day. We all know what that means: It’s time to tuck away our classics into storage.
Just when you thought you’d heard every suggestion and clever tip for properly storing your classic automobile, along comes another recommendation—or two, or three or twelve 😉
As you can imagine, I’ve heard plenty of ideas and advice about winter storage over the years. Some of those annual recommendations are repeated here. And some have been amended—for example, the fragrance of dryer sheets is way more pleasing to noses than the stench of moth balls, and the fresh smell actually does a superior job of repelling mice.
Wash and wax
Sabrina Hyde
It may seem fruitless to wash the car when it is about to be put away for months, but it is an easy step that shouldn’t be overlooked. Water stains or bird droppings left on the car can permanently damage the paint. Make sure to clean the wheels and undersides of the fenders to get rid of mud, grease and tar. For added protection, give the car a coat of wax and treat any interior leather with a good conditioner.
Car cover
Don Rutt
Even if your classic is stored in a garage in semi-stable temperatures and protected from the elements, a car cover will keep any spills or dust off of the paint. It can also protect from scratches while moving objects around the parked car.
Oil change
Sabrina Hyde
If you will be storing the vehicle for longer than 30 days, consider getting the oil changed. Used engine oil has contaminants that could damage the engine or lead to sludge buildup. (And if your transmission fluid is due for a change, do it now too. When spring rolls around, you’ll be happy you did.)
Fuel tank
Sabrina Hyde
Before any extended storage period, remember to fill the gas tank to prevent moisture from accumulating inside the fuel tank and to keep the seals from drying out. You should also pour in fuel stabilizer to prevent buildup and protect the engine from gum, varnish, and rust. This is especially critical in modern gasoline blended with ethanol, which gums up more easily. The fuel stabilizer will prevent the gas from deteriorating for up to 12 months.
Radiator
This is another area where fresh fluids will help prevent contaminants from slowly wearing down engine parts. If it’s time to flush the radiator fluid, doing it before winter storage is a good idea. Whether or not you put in new antifreeze, check your freezing point with a hydrometer or test strips to make sure you’re good for the lowest of winter temperatures.
Battery
Optima
An unattended battery will slowly lose its charge and eventually go bad, resulting in having to purchase a new battery in the spring. The easiest, low-tech solution is to disconnect the battery cables—the negative (ground) first, then the positive. You’ll likely lose any stereo presets, time, and other settings. If you want to keep those settings and ensure that your battery starts the moment you return, purchase a trickle charger. This device hooks up to your car battery on one end, then plugs into a wall outlet on the other and delivers just enough electrical power to keep the battery topped up. Warning: Do not use a trickle charger if you’re storing your car off property. In rare cases they’ve been known to spark a fire.
Parking brake
For general driving use it is a good idea to use the parking brake, but don’t do it when you leave a car in storage long term; if the brake pads make contact with the rotors for an extended period of time, they could fuse together. Instead of risking your emergency brake, purchase a tire chock or two to prevent the car from moving.
Tire care
Sabrina Hyde
If a vehicle is left stationary for too long, the tires could develop flat spots from the weight of the vehicle pressing down on the tires’ treads. This occurs at a faster rate in colder temperatures, especially with high-performance or low-profile tires, and in severe cases a flat spot becomes a permanent part of the tire, causing a need for replacement. If your car will be in storage for more than 30 days, consider taking off the wheels and placing the car on jack stands at all four corners. With that said, some argue that this procedure isn’t good for the suspension, and there’s always this consideration: If there’s a fire, you have no way to save your car.
If you don’t want to go through the hassle of jack stands, overinflate your tires slightly (2–5 pounds) to account for any air loss while it hibernates, and make sure the tires are on plywood, not in direct contact with the floor.
Repel rodents
Gabe Augustine
A solid garage will keep your car dry and relatively warm, conditions that can also attract unwanted rodents during the cold winter months. There are plenty of places in your car for critters to hide and even more things for them to destroy. Prevent them from entering your car by covering any gaps where a mouse could enter, such as the exhaust pipe or an air intake; steel wool works well for this. Next, spread scented dryer sheets or Irish Spring soap shavings inside the car and moth balls around the perimeter of the vehicle. For a more proactive approach and if you’re the killing type, you can also lay down a few mouse traps (although you’ll need to check them regularly for casualties).
Maintain insurance
In order to save money, you might be tempted to cancel your auto insurance when your vehicle is in storage. Bad idea. If you remove coverage completely, you’ll be on your own if there’s a fire, the weight of snow collapses the roof, or your car is stolen. If you have classic car insurance, the policy covers a full year and takes winter storage into account in your annual premium.
“An ex-Ferrari race mechanic (Le Mans three times) recommends adding half a cup of automatic transmission fluid to the fuel tank before topping up, and then running the engine for 10 minutes. This applies ONLY to carburetor cars. The oil coats the fuel tank, lines and carb bowls and helps avoid corrosion. It will easily burn off when you restart the car.”
A warning regarding car covers: “The only time I covered was years ago when stored in the shop side of my machine shed. No heat that year and the condensation from the concrete caused rust on my bumpers where the cover was tight. The next year I had it in the dirt floor shed and the mice used the cover ties as rope ladders to get in.”
“I use the right amount of Camguard in the oil to protect the engine from rust. It’s good stuff.”
“Your car’s biggest villain is rust, that’s why I clean the car inside and out, and wax it prior to putting it in storage. For extra protection, I generously wax the bumpers and other chrome surfaces, but I do not buff out the wax. Mildew can form on the interior; to prevent this I treat the vinyl, plastic, and rubber surfaces with a product such as Armor All.
“Ideally, your car should be stored in a clean, dry garage. I prepare the floor of the storage area by laying down a layer of plastic drop cloth, followed by cardboard. The plastic drop cloth and cardboard act as a barrier to keep the moisture that is in the ground from seeping through the cement floor and attacking the underside of my car.”
“Fog out the engine. I do this once the car is parked where it is to be stored for the winter, and while it is still warm from its trip. Remove the air cleaner and spray engine fogging oil into the carburetor with the engine running at a high idle. Once I see smoke coming out of the exhaust, I shut off the engine and replace the air cleaner. Fogging out the engine coats many of the internal engine surfaces, as well as the inside of the exhaust with a coating of oil designed to prevent rust formation.”
Relax, rest, and be patient
Gabe Augustine
For those of us who live in cold weather provinces or states, there’s actually a great sense of relief when you finally complete your winter prep and all of your summer toys are safely put to bed before the snow flies. Relax; you’ve properly protected your classic. It won’t be long before the snow is waist-high and you’re longing for summer—and that long wait may be the most difficult part of the entire storage process. Practice patience and find something auto-related to capture your attention and bide your time. You’ll be cruising again before you know it. (Keep telling yourself that, anyway.) For the Silo, Rob Siegel/Hagerty.
Top Gear UK November 2024- Not one but two new Porsche 911 GT3s are upon us, both a regular be-winged car and the more subtle Touring model. And for once, the headline news isn’t the power, the peak revs or the Nürburgring lap time, but how practical it is.
That’s right, because for the first time in the 25-year history of the GT3, it’s being offered with back seats.
It’s only for the Touring, but that addition alone will be enough to start The Internet chattering about whether this is ‘all the car you’ll ever need’.
However, if kids, or at least taking your kids with you, isn’t your thing, then worry not. The back seats are merely an option, and the non-Touring GT3 can’t be had with them at all. Plus, if you’re the sort of Porsche purest who hates weight, you can double down on that ethos with either a Weissach pack for the GT3 or a Leichtbau (aka Lightweight) pack for the Touring.
As for what else is new (and there are a lot of detailed, GT3 RS-inspired changes), join Top Gear’s Tom Ford for an in-depth walkaround of both new GT3s with Andreas Preuninger, Porsche’s Director of GT Cars…
Remember early last year when we were besieged by strange, large balloons in our airspace- the kind of balloons that certain nations are using to spy on us or possibly manipulate the weather?
Okay let’s put those conspiracy theories aside for now. Hopefully everyone has seen a hot air balloon in flight at least once because they are majestic and otherworldly and quite calming to watch drifting around up in the blue sky above.
But have you ever wondered when the first one was invented? Or how much hot air is required to get them safely off the ground and ready for a flight around the skies? Or where they are stored when they aren’t being used? Our friends at SpareFoot were wondering the same thing, and the data they shared with us below is quite astonishing.
It’s been nearly two years since arguments and questions kept rising following the FAA outage that happened on January 11th, 2023, which resulted in the complete closure of the U.S. Airspace and most of the airspace here in Canada.
The FAA initially urged airlines to ground domestic departures following the system glitch Credit: Reuters
“The FAA said it was due to one corrupted file – who believes this? Are there no safeguards against one file being corrupted, bringing everything down? Billions of Dollars are being spent on cybersecurity, yet this is going on – are there any other files that could be corrupted?”questions Walt Szablowski, Founder and Executive Chairman of Eracent, a company that specializes in providing IT and cybersecurity solutions to large organizations such as the USPS, Visa, U.S. Airforce, British Ministry of Defense — and dozens of Fortune 500 companies.
There has been a string of cybersecurity breaches across some high-profile organizations.
Last year, on January 19th, T-Mobile disclosed that a cyberattacker stole personal data pertaining to 37 million customers, December 2022 saw a trove of data on over 200 million Twitter users circulated among hackers. In November 2022, a hacker posted a dataset to BreachForums containing up-to-date personal information of 487 million WhatsApp users from 84 countries.
The Ponemon Institute in its 2021 Cost of a Data Breach Report analyzed data from 537 organizations around the world that had suffered a data breach. Note all of the following figures are in US dollars. They found that healthcare ($9.23 million ), financial ($5.72 million), pharmaceutical ($5.04 million), technology ($4.88 million), and energy organizations ($4.65 million) suffered the costliest data breaches.
The average total cost of a data breach was estimated to be $3.86 million in 2020, while it increased to $4.24 million in 2021.
“In the software business, 90% of the money is thrown away on software that doesn’t work as intended or as promised,”argues Szablowski. “Due to the uncontrollable waves of costly network and data breaches, the U.S. Federal Government is mandating the implementation of the Zero Trust Architecture.“
“Relying on the latest technology will not work if organizations do not evolve their thinking. Tools and technology alone are not the answer. Organizations must design a cybersecurity system that fits and supports each organization’s unique requirements,” concludes Szablowski. For the Silo, Karla Jo Helms.
SHENZHEN, China (October, 2024) — After five years of renovations, Xiaomeisha Sea World have taken the bold step to include forward-thinking robotic alternatives to using live animals to educate and entertain visitors.
“We are thrilled to see Xiaomeisha Sea World taking a step toward more compassionate entertainment with its animatronic whale shark, and we hope this move encourages people to reconsider why they feel entitled to see live marine animals in confinement — especially when it comes to species who are known to suffer extreme psychological and physical harm as a result of captivity — and that that this aquarium will continue to lead the way with more exhibits that don’t use live animals.” Hannah Williams, Cetacean Consultant for In Defense of Animals.
Xiaomeisha Sea World’s decision comes in the context of a broader global movement toward protecting marine life. In recent years, New Zealand made headlines for banning swimming with dolphins to prevent the disturbance of wild populations — a step in recognizing the importance of reducing stress on these sentient beings. In Mexico City, the ban on keeping dolphins and whales in captivity has been a landmark victory, specifically citing the former use of living dolphins in displays that landed the city’s aquarium on In Defense of Animals’ “10 Worst Tanks” list.
Developed by Shenyang Aerospace Xinguang Group under the Third Academy of China Aerospace Science and Industry Corporation Limited, this groundbreaking achievement marks a significant step forward in modern marine technology.
The nearly five-meter-long, 350-kilogram bionic marvel is capable of replicating the movements of a real whale shark with remarkable precision, including swimming, turning, floating, diving, and even movements of its mouth.
At Xiaomeisha Sea World- cutting edge display technology is front and center.
Wild whale and dolphin populations are in global decline. Fishing has caused a severe decline of Indian Ocean dolphins and Pacific Ocean orcas — who also suffer additionally from ship traffic and marine noise. The marine animal entertainment industry puts further pressure on wild animals since it depends on continual top ups of captive populations with wild captures of dolphins and small whales, such as Japan’s infamous Taiji Cove drive hunt. Each year, dolphins face traumatic experiences during live captures, either being killed or traumatically ripped from their pods and shipped for a life of confinement.
In light of the inherent cruelty and conservation impacts of traditional aquarium captivity, Xiaomeisha Sea World’s animatronic whale shark represents a promising shift towards humane marine entertainment. We encourage Xiaomeisha to build on this achievement by becoming the world’s first fully animatronic aquarium. By adopting more “species” of advanced marine robots — which include manta rays, dolphins, and orcas — Xiaomeisha could address lingering concerns, such as new reports of fish with white spot disease, crowded tanks, “lots of excrement in the snow wolf garden,” ongoing harmful beluga whale shows, and firmly put to rest the heartbreaking legacy of Pezoo, a zoochotic polar bear who suffered in extreme confinement for years. Transitioning away from outdated live-animal performances would position Xiaomeisha as a global leader in innovative, ethical marine exhibits.
Exciting developments in next-generation animal entertainment are taking place around the world. Time Magazine named Axiom Holographics’ animal-free Hologram Zoo in Brisbane among the best inventions of 2023.
Edge Innovations in California has created hyper-realistic animatronic animals, including dolphins that can swim, respond to questions, and engage closely with audiences — without any of the ethical concerns associated with real captive animals. These lifelike creations offer enhanced levels of interaction and can thrive in confined environments like theme parks, aquariums, and shopping malls, preventing real animals from suffering and premature death.
“A tidal wave of excitement is building for the future of animal-free entertainment, driven by cutting-edge technologies like animatronics, holograms, and virtual reality. “Aquariums and zoos have a unique opportunity to captivate audiences with these immersive experiences — without capturing live animals. Modern technology can bring the wonders of animal life to people in ways that were never possible before. We urge Xiaomeisha Sea World to fully embrace animatronics and seize this chance to proudly and openly lead the way to a sustainable, cruelty-free model that respects marine animal lives.” Fleur Dawes, Communications Director for In Defense of Animals.
In Defense of Animals is an international animal protection organization with over 250,000 supporters and a 40-year history of defending animals, people, and the environment through education, campaigns, and hands-on rescue facilities in California, India, South Korea, and rural Mississippi. For more information, visit https://www.idausa.org/campaign/cetacean-advocacy
An electric vehicle is seen being charged in Ottawa on on July 13, 2022. The Canadian Press/Sean Kilpatrick
More than half of Canadians DO NOT support the federal government’s mandate to require all new cars sold in Canada to be electric by 2035, a recent Ipsos poll finds.
Canadians across the country are “a lot more hesitant to ban conventional cars than their elected representatives in Ottawa are,” said Krystle Wittevrongel, research director at the Montreal Economic Institute (MEI), in a news release on Oct. 3.
“They have legitimate concerns, most notably with the cost of those cars, and federal and provincial politicians should take note.”
The online poll, conducted by Ipsos on behalf of the MEI, surveyed 1,190 Canadians aged 18 and over between Sept. 18 and 22. Among the participants overall, 55 percent said they disagree with Ottawa’s decision to ban the sale of conventional vehicles by 2035 and mandate all new cars be electric or zero-emissions.
“In every region surveyed, a larger number of respondents were against the ban than in favour of it,” MEI said in the news release. According to the poll, the proportion of those against the ban was noticeably higher in Western Canada, at 63 percent, followed by the Atlantic provinces at 58 percent. In Ontario, 51 percent were against, and in Quebec, 48 percent were against.
In all, only 40 percent nationwide agreed with the federal mandate.
‘Lukewarm Attitude’
Just 1 in 10 Canadians own an electric vehicle (EV), the poll said. Among those who don’t, less than one-quarter (24 percent) said their next car would be electric.
A research report released by Natural Resources Canada (NRCan) in March this year suggests a trend similar to that of the Ipsos poll’s findings. The report indicated that only 36 percent of Canadians had considered buying an EV in 2024—down from 51 percent in 2022.
“Survey results reveal that Canadians hold mixed views on ZEVs [Zero-Emission Vehicles] and continue to have a general lack of knowledge about these vehicles,” said the report by EKOS Research Associate, which was commissioned by NRCan to conduct the online survey of 3,459 Canadians from Jan. 17 to Feb. 7.
The MEI cited a number of key reasons for “this lukewarm attitude” in adopting EVs, including high cost (70 percent), lack of charging infrastructure (66 percent), and reduced performance in Canada’s cold climate (64 percent).
Canada’s shift from gas-powered vehicles to EVs is guided by federal and provincial policies aimed at zero-emission transportation. The federal mandate requires all new light-duty vehicles, which include passenger cars, SUVs, and light trucks, sold by 2035 to be zero-emission—with interim targets of 20 percent by 2026 and 60 percent by 2030.
Some provincial policies, such as those in Quebec, are even stricter, including a planned ban on all gas-powered vehicles and used gas engines by 2035.
‘Unrealistic’
The MEI survey indicated that two-thirds of respondents (66 percent) said the mandate’s timeline is “unrealistic,” with only 26 percent saying Ottawa’s plan is realistic.
In addition, 76 percent of Canadians say the federal government’s environmental impact assessment process used for energy projects takes too long, with only 9 percent taking the opposite view, according to the survey.
A study by the Fraser Institute in March said that achieving Ottawa’s EV goal could increase Canada’s demand for electricity by 15.3 percent and require the equivalent of 10 new mega hydro dams or 13 large natural gas plants to be built within the next 11 years.
“For context, once Canada’s vehicle fleet is fully electric, it will require 10 new mega hydro dams (capable of producing 1,100 megawatts) nationwide, which is the size of British Columbia’s new Site C dam. It took approximately 10 years to plan and pass environmental regulations, and an additional decade to build. To date, Site C is expected to cost $16 billion,” said the think tank in a March 14 news release.
On April 25, Prime Minister Justin Trudeau announced that Canada since 2020 has attracted more than $46 billion cad in investments for projects to manufacture EVs and EV batteries and battery components. A Parliamentary Budget Officer report published July 18 said Ottawa and the provinces have jointly promised $52.5 billion cad in government support from Oct. 8, 2020, to April 25, 2024, which included tax credits, production subsidies, and capital investment for construction and other support.
On July 26, a company slated to build a major rechargeable battery manufacturing plant in Ontario announced that it would halt the project due to declining demand for EVs.
In a news release at the time, Umicore Rechargeable Battery Materials Canada Inc. said it was taking “immediate action” to address a “recent significant slowdown in short- and medium-term EV growth projections affecting its activities.”
For The Silo, Isaac Teo with contribution from the Canadian Press.
Broad Arrow Auctions has released the complete digital catalog for its upcoming inaugural Chattanooga Auction, set for 12 October 2024 at the Chattanooga Convention Center in Tennessee and we have it here for you to drool over (see below).
Among the 90+ collector cars on offer at the single-day sale are no less than 15 variations of the 911 model, including such rarities as the 1984 Porsche 911 SC RS Gruppe B “Evolutionsserie”, the vertible “missing link” in any Carrera RS collection.
Friday, October 11 9:00 am – 5:00 pm ET Saturday, October 12 9:00 am – 1:00 pm ETAuction Saturday, October 12 1:00 pm ET
How to avoid being hacked during this Fall’s travel season.
According to a recent study by cybersecurity firm NordVPN, one in four travelers has been hacked when using public Wi-Fi while traveling abroad. However, unsecured Wi-Fi is not the only factor travelers should be worried about.
Last year, the FBI published a tweet (see below) warning users against smartphone charging stations in public places (airports, hotels, and shopping malls). Hackers may have modified the charging cables with the aim of installing malware on phones to perform an attack called juice jacking.
“Digital information, although it exists virtually, can also be stolen using physical devices. So it is important to take a 360-degree approach and secure your device from both online and offline threats,” says Adrianus Warmenhoven, a cybersecurity advisor.
What is juice jacking?
Juice jacking is a cyberattack where a public USB charging port is used to steal data or install malware on a device. Juice jacking attacks allow hackers to steal users’ passwords, credit card information, addresses, names, and other data. Attackers can also install malware to track keystrokes, show ads, or add devices to a botnet.
Is juice jacking detectable?
Juice jacking attacks can be difficult to detect. If your device has already been compromised, you may notice some suspicious activity – but that won’t always be the case.
For example, you may notice something you don’t recognize on your phone — like purchases you didn’t make or calls that look suspicious.
Your phone may also start working unusually slowly or feel hotter than usual. Chances are you may have picked up malware. For a full list of signs to watch out for read on and find out how to know if your phone is hacked.
How to protect yourself
Since no sign of juice jacking is 100% reliable, it is best to avoid falling victim to this attack by using the following the advice:
Get a power bank. Power banks are a safe and convenient way to charge your device on the go. Getting a portable power bank means that you’ll never have to use public charging stations where juice jacking attacks occur. Always ensure your power bank is fully charged so you can use it on the go.
Use a USB data blocker. A USB data blocker is a device that protects your phone from juice jacking when you’re using a public charging station. It plugs into the charging port on your phone and acts as a shield between the public charging station’s cord and your device.
Use a power socket instead. Juice jacking attacks only happen when you’re connected to a USB charger. If you absolutely need to charge your phone in public, avoid the risk of infected cables and USB ports and use a power outlet. This is typically a safe way to charge your mobile device and other devices in public.
What vehicle never got the engine it deserved? That’s the question posed to our friends at Hagerty Auto Insurance. Their love of cars goes back decades, or centuries and they’ve all been wondering how much better certain cars would be if they had a different engine …
… Or a better engine, something that truly spoke to the rest of the car. Let’s see what alternate car realities they would have created.
A Standard V-8 for Every Cadillac
Lies! All lies! Cadillac
For me, it’s the fact that all Cadillac cars (cars—Escalade excluded) from the last 20 or so years lack a standard V-8 engine. GM has an excellent LS motor, and a baby Caddy with a modest 4.8-liter small-block would give buyers more reason to avoid a thirsty BMW for a slightly more thirsty Caddy.
As the Caddy becomes larger, the V-8 engine follows suit (5.3-liter CTS, 6.2-liter CT-6, etc.) with increased displacement, and forced induction for the V-series examples. The inherent torque and simplicity of a pushrod V-8 complements the minimalist architecture of GM’s new EV powertrains, and exclusively pairing those two in a luxury car brand will make Cadillac more appealing than any of its competition. — Sajeev Mehta
As under-the-radar-good (and as mod-friendly) as the ATS-V’s LF4 V-6 is, I agree. After having spent over ten thousand miles with the smaller of the Alpha-chassis Caddys, the ATS should have gotten the 455-horse LT1 from the Camaro, and the ATS-V should have gotten the LT4. — Eddy Eckart
V-8 Bronco Raptor/ Ford GT
Ford
Ford Bronco Raptor. Lack of a V-8 is … yeaaaaah. For the record, I am fully aware that you can’t easily fit that V-8 into Ford’s T-6 frame. Actually, here’s the same opinion again: This also applies to the most recent Ford GT. — Matt Tuccillo
For sure, the Ford GT shoulda had a V-8. — Larry Webster
I think I’ll also jump on the Ford GT bandwagon, as I don’t care for the reasoning of why it got the EcoBoost V-6. That car deserved a V-8 based on heritage alone. – Greg Ingold
Yes, please! Kill the flying buttress, make room for a 900+ horsepower Coyote with a twin-screw supercharger. — Sajeev Mehta
V-8 Prowler
FCA
The Plymouth Prowler comes to mind. Chrysler Corporation came up with a car that was a modern nod to the classic hot rod but forgot the one factor that people want from a hot rod: A V-8 engine. You have to actively try to miss that detail. I don’t think anyone would’ve minded seeing a 318 Magnum out of a Ram pickup in the Prowler, as long as it came with eight cylinders. — Greg Ingold
Honda Motors in a Modern Lotus
Lotus
Any modern-day Lotus fits in this category. They make do with Toyota engines but the chassis deserves the character of a Honda motor. — Larry Webster
Having a Lotus with a K-Series would be excellent! Totally agree with that take. — Greg Ingold
A Straight-Six SLK
Mercedes-Benz
Let’s not overlook the original Mercedes SLK. This folding-roof roadster needed Mercedes’ juicy and punchy 2.8-liter straight six. That supercharged four-cylinder engine was disappointing, and the manual gearbox was even worse. — Larry Webster
I only thought of this car/engine combo since I yanked my 1989 Continental Signature Series out of storage. Turns out it needed new rubber, and tires from a 1989 Ford Taurus SHO are a smidge wider on the same-sized wheel. Getting a set of those and slapping a set of 1/4-inch spacers on the rear gave it a stance that I can’t stop looking at. And now, curiously, it’s getting a lot more compliments. Even the manager of a local burger joint stopped me from giving my order so he could compliment me on it.
He thought it was a Town Car, but that’s not the point. These moments get this Lincoln-restomodding fool thinking about one thing: Ford needed an automatic transmission ready for the Taurus SHO sooner, and should have slapped it all into the 1989 Continental. Such a tragedy! — Sajeev Mehta
The Citroën DS was so unconventional and interesting that it’s easy to forget there was only ever an old-fashioned, underwhelming OHV four under the hood. The later SM got a Maserati V-6, but the DS was never so lucky. — Andrew Newton
The Sky Shoulda Been the Limit
GM
GM flogged its Ecotec four-banger, and I know they made crazy power for drag racing. But I thought the Pontiac Solstice and Saturn Sky deserved a more refined motor. — Larry Webster
They needed an LS, maybe just a small-displacement 4.8-liter, to keep Chevrolet appeased with their Corvette’s dominance. But I am sure that was discussed in some conference room at GM, and it was quickly shot down. — Sajeev Mehta
Featured image- Ford GT with Ecoboost 6 cylinder engine.
World Economic Forum’s EDISON Alliance Impacts Over 1 Billion Lives, Accelerating Global Digital Inclusion.
The EDISON Alliance has connected over 1 billion people globally to essential digital services like healthcare, education and finance through a network of 200+ partners in over 100 countries.
Investments in bridging the universal digital divide could bring $8.7 trillion usd/ $11.7 trillion cad in benefits to developing countries, home to more than 70% of the Alliance’s beneficiaries.
The Alliance’s 300+ partner initiatives, including digital dispensaries in India, economy digitalization programmes in Rwanda and blended learning in Bangladesh, continue to shape a digitally equitable society.
Follow the Sustainable Development Impact Meetings 2024 here and on social media using #SDIM24.
New York, USA, September 2024 – The EDISON Alliance, a World Economic Forum initiative, has successfully connected over 1 billion people globally – ahead of its initial 2025 target – to essential digital services in healthcare, education and finance in over 100 countries. Since its launch in 2021, the Alliance has united a diverse network of 200+ partners from the public and private sectors, academia and civil society to create innovative solutions for digital inclusion.
Despite living in a digitally connected world, 2.6 billion people are currently not connected to the internet.
This digital exclusion impacts access to healthcare, financial services and education, contributing to significant economic costs for both the individuals involved and their countries’ economies.
Klaus Schwab- German mechanical engineer, economist and founder of the World Economic Forum.
“Ensuring universal access to the digital world is not merely about connectivity, but a fundamental pillar of equality and opportunity,” said Klaus Schwab, Founder and Chairman of the World Economic Forum. “Let us reaffirm our commitment to ensuring that every individual, regardless of their geographic or socioeconomic status, has access to meaningful connectivity.”
The Alliance has made substantial progress in South Asia and Africa.
In Madya Pradesh, India, The EDISON Alliance fostered the Digital Dispensaries initiative, a collaboration between the Apollo Hospitals Group and a US telecom infrastructure provider. This partnership has successfully delivered quality and affordable healthcare, improving patient engagement, addressing gender health disparities and optimizing patient convenience, and making it a scalable model for delivering patient-centric healthcare through digital solutions. Other partner projects improved digital access through economy digitalization programmes in Rwanda, provided solutions for bridging the education gap in Bangladesh with blended learning techniques and explored solutions to reduce financial exclusion in Pakistan.
“Everybody, no matter where they were born or where they live, should have access to the digital services that are essential for life in the 21st century,” said Hans Vestberg, Chair of the EDISON Alliance, Chairman and CEO of Verizon. “Making sure that everybody can get online is too big a challenge for any one company or government, so the EDISON Alliance brings people together to find practical, community-based solutions that can scale globally.”
By driving digital inclusion through its 300+ partner initiatives, the Alliance contributes to unlocking the immense potential of the digital economy. Achieving universal internet access by 2030 could require $446 billion usd/ $600 billion cad, but would yield $8.7 trillion usd/ $11.7 trillion cad in benefits for developing countries. This highlights the significant potential of digital inclusion to drive economic growth and improve lives. The EDISON Alliance has made substantial contributions to this goal, with over 70% of its impact concentrated in developing nations.
The milestone of connecting 1 billion lives was initially targeted for 2025.
Achieving this ahead of schedule demonstrates the effectiveness of its partners, through collaboration and targeted projects, in bridging the digital divide and providing access to critical services to underserved communities.
Beyond digital access, the rapidly evolving technological landscape – marked by such advancements as artificial intelligence, presents opportunities and challenges. The EDISON Alliance remains committed to ensuring that marginalized communities can fully benefit from these developments and avoid being left behind. As technology continues to advance, the Alliance will focus on expanding digital access, fostering innovation and addressing the digital gender gap to create a more inclusive digital future.
About the Sustainable Impact Meetings 2024
The Sustainable Development Impact Meetings 2024 are being held this week in New York. Over 1,000 global leaders from diverse sectors and geographies will come together to assess and renew global action around the United Nations Sustainable Development Goals (SDGs) through a series of impact-oriented multistakeholder dialogues. The meetings are an integral part of the Forum’s year-round work on sustainable development and its progress.
I’m so excited to join forces with charity Made By Dyslexia today to launch the free onlineUniversity of Dyslexic Thinking, hosted by Open University and available to access from all around the world.
We decided to launch the university to teach the skills most relevant to today’s world – Dyslexic Thinking skills.
The courses are for anyone, at any stage of life; you might be a dyslexic looking to learn more about your Dyslexic Thinking skills and apply them to different industries, or someone who isn’t dyslexic but is curious to understand how this kind of thinking works in action, and why these skills are more valuable than ever before.
This morning, Made By Dyslexia revealed its new Intelligence 5.0 report, which includes research from Randstad Enterprise that shows the skills inherent to dyslexics are the most sought-after in every job, in every sector, globally.
The report clearly demonstrates that today’s AI-driven world needs a new kind of intelligence focused on human skills such as complex problem solving, adaptability, resilience, communication and creative thinking.
These are skills dyslexics naturally possess but aren’t measured by traditional education and workplace tests, which instead focus on dyslexic challenges. Based on this, it concludes the outdated systems that are designed to teach and measure intelligence need a rethink – it’s time for a new school of thought.
And this is where DyslexicU comes in! We’re shaking things up and teaching the skills the world needs. We need more innovators, problem-solvers, storytellers and unconventional thinking. The online course features many of the world’s greatest dyslexics talking about how Dyslexic Thinking skills like this have fuelled innovation and success, and the lessons we can gain from their experiences. They’re the kind of lessons I wish I was taught in the classroom.
I’m delighted to be joined by some of the incredible (dyslexic) course contributors today to launch DyslexicU at Virgin Hotels New York City, including HRH Princess Beatrice, Dame Maggie Aderin-Pocock, and Jean Oelwang.
HRH Princess Beatrice
Courses in ‘Entrepreneurs & Start-Up Mentality’ (made in partnership with Virgin StartUp) and another on ‘Changemakers & Activism’ (made in partnership with Virgin Unite) are available on DyslexicU, hosted on Open University today, with lots more to come later this year (or next term, should I say?!) They cover subjects such as storytelling, sport, fashion, culinary arts, and music.
While ‘U’ might technically’ stand for ‘University’, I quite like the irony that it resembles the ‘U’ that myself and many dyslexics sometimes see scribbled on our report cards, because traditional education systems are not made for minds like ours. If you’re a dyslexic, I know how disheartening that can be. I hope the launch of DyslexicU today can be a reminder to you that thinking in a different way to everyone else is indispensable in this new world of work. It’s your superpower.
As the automotive industry evolves at a rapid-fire pace, trust in autonomous driving vehicles remains a critical challenge amid pervasive reliability concerns. Addressing this substantial industry pain point is automotive AI technology disruptor Autobrains Technologies. Its game-changing “Liquid AI” innovation—combining AI-assisted driving with its Autonomous Driving capabilities—directly addresses such marketplace reliability concerns, setting new standards for autonomous driving in the process.
“The safety debate surrounding AVs is more relevant than ever,” notes Autobrains Founder and CEO Igal Raichelgauz. “While AVs promise to reduce traffic fatalities by eliminating human error such as distracted driving, there are still significant reliability concerns for both manufacturers and drivers. The ongoing dialogue around AVs is critical, and we’re not only at the forefront of these discussions, but also advancing AI that prioritizes driverless car safety. We believe our Liquid AI technology offers a paradigm shift by mimicking human cognitive processes, thereby improving the system’s adaptability and decision-making in real-time. The automotive industry stands at a crossroad. We are proud to lead this charge, setting new standards for what AI in driving can achieve.”
Driving Change
Autobrains’ revolutionary Liquid AI technology enhances situational awareness and decision-making, providing a safer and more reliable driving experience. As AI continues to evolve, these advancements are crucial in building trust and adoption among drivers and manufacturers, alike. Combining AI-assisted driving with its Autonomous Driving capabilities, Liquid AI enhances situational awareness and decision-making, providing a safer and more reliable driving experience, which is crucial in building trust and adoption among both drivers and manufacturers. As AI continues to be integrated into vehicles, the question of generating trust becomes paramount.
“The reliability of Autonomous Driving has been a significant concern for both manufacturers and drivers,” said Raichelgauz. “We believe that our Liquid AI technology offers a paradigm shift by mimicking human cognitive processes, thereby improving the system’s adaptability and decision-making in real-time. Traditional AI, with its narrow focus, often falls short when faced with the unpredictable nature of real-world driving. Liquid AI, however, marks a significant departure from this approach. By incorporating principles of human cognition, it learns and adapts in real-time, ensuring that our driving systems are predictable and optimized for any real-world driving scenario.”
There are several key factors that differentiate Liquid AI from traditional AI systems. These include:
Robust Edge Case Handling: Effectively addresses the long tail of edge cases that traditional AI systems struggle with.
Human-Like Cognitive Processing: Mimics human decision-making, allowing for better handling of unpredictable real-world conditions.
Efficient Resource Utilization: Lower computational power requirements make it scalable across various vehicle models without compromising performance.
Real-Time Learning: Liquid AI adapts in real-time to new driving scenarios, ensuring higher accuracy and fewer false positives.
With a background in AI innovation spanning multiple disciplines, Raichelgauz is a distinguished technology executive who has co-founded several successful businesses, including Cortica—a company renowned for its self-learning technology in visual perception. Under his leadership, the Autobrains Liquid AI technology is now driving consequential change in the automotive industry by resolving autonomous vehicle reliability.
“The automotive industry stands at a crossroad,” Raichelgauz continued. “As we continue to integrate AI into our vehicles, the question of generating trust becomes paramount. Traditional AI, with its narrow focus, often falls short when faced with the unpredictable nature of real-world driving. Liquid AI, however, marks a significant departure from this approach. By incorporating principles of human cognition, it learns and adapts in real-time, ensuring that our driving systems are predictable and optimized for any real-world driving scenario. At Autobrains, we are proud to lead this charge, setting new standards for what AI in driving can achieve.” For the Silo, Merilee Kern.
Porsche is well known for a love of details and colours. And if the normal option list just isn’t enough, the experts from Porsche Exclusive Manufaktur, Porsche Classic and our Sonderwunsch programme are happy to help.
In this article we will cast the light on some of the recent special editions and look at the illustrious career of Michael Mauer, Vice President Style Porsche, who celebrated his 20th anniversary with the brand.
As if that wasn’t enough, two extraordinary events took place recently.
While the Formula Student Germany brought together top students and motorsport enthusiasts, Porsche once again attended the Gamescom in Cologne, the world’s biggest trade fair for computer games.
Something extraordinary does not just happen somehow, somewhere. It happens at a very particular place. Hand-crafted. With experience. With passion. And through the inspiration of customers. Experts in their profession pass on these ideas and the personality of the buyers to the vehicle – and thus make a Porsche your Porsche.
What starts with special paint colours and a stylish leather interior can be topped with one-off cars from the Sonderwunsch department. Here, the highest level of customisation has been offered for more than 70 years. There are technically no boundaries other than the specific budget and the existing rules and regulations to get road approval for the vehicle in the country of the respective buyer.
The Porsche Exclusive Manufaktur is also responsible for special edition models that are either offered worldwide like the new 911 Turbo 50 Years** or only for a specific market like the Taycan Turbo K-Edition***.
Let’s have a look at some of the recent special editions.
During the recent Monterey Car Week in California, Porsche celebrated the debut of the new 911 Turbo 50 Years** edition to mark the 50th anniversary of our top-of-the-line sports car.
Paying tribute and reinterpreting the Turbo heritage
The 911 Turbo 50 Years** anniversary model is based on the 911 Turbo S**** introduced in 2019. It pays a special tribute to and reinterprets this heritage:
Limited 911 Turbo 50 Years** edition to just 1,974 units worldwide in honour of the year in which the first 911 Turbo made its debut.
When it was introduced in 1974, the Type 930 Porsche 911 Turbo shifted the boundaries of what was possible. It brought the benchmark turbo technology from the 917/10 and 917/30 racing cars into a production sports car with superior performance and combined it with a unique design and unprecedented day-to-day usability.
Combining outstanding performance and the finest materials with exclusive design elements, the 911 Turbo 50 Years edition is available with an optional Heritage Design package. Those who prefer a minimalistic look can dispense with some or all of the graphic elements on the outside.
The standard side vinyl graphics are a nod to the historic livery of the Porsche 911 RSR Turbo presented at the Frankfurt Motor Show in 1973, itself a forerunner of the 911 Turbo*****.
It features the current Porsche Turbo-exclusive colour Turbonite, which makes its first appearance on a 911. Turbonite is also used on inlays in the rear engine cover, the fuel tank cap and in the Porsche crest. It is also being used as a contrasting colour in the Turbo 50 model logo.
One of the further highlights of this year’s Monterey Car Week was the premiere of a one-off car based entirely on the personal vision of designer and Speedster collector Luca Trazzi.
He made his dream of a 911 Speedster come true via the Sonderwunsch programme.
“In this form, and with this vast range of modifications, the 911 Speedster is our first Factory One-Off for an end customer. This one-off car shows what’s possible with our Sonderwunsch programme – based on a classic Porsche 911 from 1994.” Alexander Fabig, Vice President Individualisation & Classic at Porsche
It took more than three years to create this one-off car based on a 911 Carrera Cabriolet (Type 993) from 1994.
The two-seater with the characteristic rear lid underwent comprehensive technical modifications.
Out of passion, Trazzi designed what this model might look like. He wanted the project to unify the stylistic elements of all previous Speedster models.
Taycan Turbo K-Edition***
Next to special editions, the Sonderwunsch department and Porsche Exclusive are also working together with teams of specific Porsche markets to create unique editions only offered to customers there.
One example is the new Taycan Turbo K-Edition***, which is heavily inspired by Korean culture. It marks the 10th anniversary of 포르쉐코리아 / Porsche Korea and is available in five different exterior paints from the ‘Paint to Sample’ programme.
Designed exclusively for the K-Edition, a unique logo is based on the shape of a historical royal stamp. Within this symbol, the name ‘Taycan’ is written in traditional Korean characters.
The Style Porsche designers have also integrated a racetrack into the abstract representation of the logo and the specialists in the Sonderwunsch team hand-paint this logo in a high-gloss black onto the charging port door on the driver’s side.
Another unique selling point of the K-Edition is a special skyline graphic, created in close collaboration with Porsche Korea. The silhouette combines the characteristics of Korean cities, buildings and landscapes. It is also hand-painted in high-gloss black on the rear spoiler and the key housing.
Elsewhere on the car, the graphic is also milled into the front door entry guards (which are made of brushed black aluminium) and is revealed when the door sills are illuminated.
Inside, the skyline logo is embossed in the lower part of the leather dashboard on the passenger side.
Taycan Turbo K-Edition***911 S/T****** in Dani Blue
Some customers contact their Porsche dealers with special requests. Often, they would like to order a new car in a colour not offered in the current sample. If it is a paint from an earlier Porsche model, many of those can be found via the ‘Paint to Sample’ programme.
But sometimes an owner would like to have his or her personal colour of choice – maybe inspired from jewelry, a model car or just from imagination. This is where the Sonderwunsch team comes in with its ‘Paint to Sample Plus’ programme, as in the case of Porsche enthusiast Jorge Carnicero
As part of the Porsche Sonderwunsch programme, a comprehensively customised 911 S/T in Dani Blue****** has been created.
During the configuration of his 911 S/T, Carnicero asked the colour experts at Porsche to create a special blue that would suit the sporty, puristic character of the limited anniversary model.
The colour concept of the exterior is carried on in the interior, where it strikes a balance between the sporty, puristic S/T look and high-quality individualisation. The most striking feature is the tricoloured pepita pattern on the seat centres.
The sports car collector from the US state of Kentucky named the colour exclusively developed for him after Colour & Trim designer Daniela Milošević.
“Giving the paint my nickname is an overwhelming sign of gratitude for me and my work,” Daniela Milošević, Colour & Trim designer
911 S/T****** in Dani Blue
The hybrid design process at Porsche
With all these special models, did you ever wonder how the vision of a new Porsche actually becomes reality?
Innovative software – from the gaming sector, for instance – supports Style Porsche during the design process. But even in the age of digitalisation, our design department still values the design quality of classic sketches and labour-intensive clay models very highly. Along the path from vision to reality, the designers combine the best of both worlds.
Figure of the month:
20 years: That’s how long Michael Mauer has shaped our design as Vice President Style Porsche.
Continuity is an important aspect of the company philosophy at Porsche. As a luxury brand, Porsche is not about constantly inventing new things, but rather continuously refining things that are already good.
Last month, from 12 to 18 August, the international construction and design competition Formula Student Germany (FSG) took place at the Hockenheimring.
Racing teams from 20 different nations competed against each other. After intense months of preparation, the teams competed in the electric vehicle (EV) class and the so-called Driverless Cup (DC). The best overall package of design and performance as well as financial and sales planning is what counts.
911 GT3 RS*******
Porsche was also on site this year to exchange ideas with the young talents. Employees from some of our specialist departments and recruiting not only cheered on the students, but also advised them on career opportunities at the Porsche Careers stand.
“As Porsche, we have been involved in Formula Student for many years and have access to many talented engineers of tomorrow. The students put a lot of heart and soul into preparing for this competition. We experience an impressive team spirit.” Lena Siegle, Employer Branding
As a special highlight of the cooperation, Porsche invited its sponsored racing teams to the Porsche Experience Centre (PEC) at the Hockenheimring during the competition. A barbecue in a relaxed atmosphere provided the opportunity to talk to the experts from our departments and our recruiters.
“The dialogue with the students was extremely valuable for us. Getting to know their wishes and needs and meeting them at eye level at such events is essential for our work.” Sandra Knittel, Recruiting Young Talents
JOIN THE PORSCHE FAMILY: Interested in joining Porsche for an internship, thesis or dual studies? Find all our current vacancies here: https://porsche.click/NLStudents
Macan Turbo Electric********
With more than 300,000 visitors, Gamescom once again was the biggest get-together for the worldwide gaming community. For the second time, we were present at the trade fair with our own stand. At our exhibition space in Hall 9.1, visitors could dive into the world of the popular game Overwatch 2®.
“At Gamescom, we have created a special multi-sensory experience of the game with a special Porsche touch for the community to enjoy.” Deniz Keskin, Head of Brand Management & Partnerships
In the spring of 2024, we cooperated with game developer Blizzard Entertainment® for the first time on the successful Overwatch 2®. For the duration of Gamescom, the digital Porsche package was once again available in the game, with players being able to use it to equip the characters D.Va and Pharah with skins inspired by Porsche.
Further, our recruiting colleagues were also present with an additional careers stand on site to advise you about our dual study program, our apprenticeships, as well as other career opportunities.
To: Canadian trade watchers From: Ari Van Assche Date: August, 2024 Re: Canada’s Electric Vehicle De-Risking Trilemma
With the recent wrap-up of Ottawa’s month-long public consultation on levying tariffs on electrical vehicles (EVs) made in China, let’s paraphrase a story Nobel Prize-winner Paul Krugman once used to explain the often under-appreciated benefits of free trade:
Consider a Canadian entrepreneur who starts a new business that uses secret technology to transform Canadian lumber and canola into affordable EVs. She is lauded as a champion of industry for her innovative spirit and commitment to Net Zero. But a suspicious reporter discovers that what she is really doing is exporting Canadian-made lumber and canola and using the proceeds to purchase Chinese-made EVs. Sentiment turns sharply against her. On social media, she is widely denounced as a fraud who is destroying Canadian jobs and threatening national security. Parliament passes a unanimous resolution condemning her.
Going the other direction: China is Canada’s third largest destination for agricultural products.
This story underscores a critical dilemma that should have been central in the public consultations.
Those opposing tariffs argue that trade is a potent yet undervalued tool in our fight against climate change: It provides Canada access to low-emissions technologies at increasingly affordable prices, which is essential for transitioning society away from carbon-intensive energy sources. In contrast, those in favour are concerned about supply security, fearing excessive reliance on our biggest geopolitical rival for low-emissions technologies. They warn against swapping the West’s age-old energy insecurity in oil for insecurity in the supply of critical minerals and EV batteries.
The $70,000 cad Polestar 2 EV produced by Volvo. In 2010, Geely Holding Group a Chinese automotive group bought Volvo.
Copilot AI
“As of now, the Chinese electric vehicle (EV) market is making strides globally, but in Canada, the landscape is still evolving: Tesla Model Y and Polestar 2: While not exclusively Chinese, the Tesla Model Y (which is produced in China) and the Polestar 2 (a subsidiary of Volvo, which has Chinese ownership) are currently the most prominent Chinese-made EVs available in Canada. These models have gained attention due to their performance, range, and brand reputation1.”
I examined some of the national security issues that have surfaced in the discussion surrounding supply chains for low-emissions energy technologies like EV batteries in my recent C.D. Howe Institute report.
After examining the various de-risking policies governments have implemented, including their downsides and unintended consequences, I conclude Ottawa probably should develop de-risking policies.
But it needs to apply them judiciously, prudently and rarely. And it needs to justify them with credible, detailed evidence regarding concerns about supply security and whether domestic industry really would be able to compete if market conditions were fairer. This will be important in upholding Canada’s reputation as a leading proponent of the rules-based multilateral system.
China’s role in the supply chains of low-emissions energy technologies does raise real security concerns. China has established near monopolies in several critical minerals and other components of EV batteries, solar panels and wind turbines. No ready alternatives are produced in other countries. For example, 79 percent of global production capacity of polysilicon, which is key for solar cell production, is in China. The next biggest producers, Germany and the United States, have difficulty competing with China’s high-quality, ultra-cheap polysilicon.
China’s monopolies create chokepoints that could enable its government to manipulate production to pursue its own geopolitical ambitions.
Precedents exist: China blocked rare-earth exports to Japan in 2010 and banned exports of rare-earth processing technology in 2023.
Several countries have started adopting de-risking policies to reduce their reliance on these Chinese chokepoints, usually either onshoring or friendshoring. Canada’s recent Critical Minerals Strategy is typical. It was designed in part to reduce this country’s dependence on foreign-mined and processed critical raw materials by, among other things, allocating $1.5 billion to support Canadian critical minerals projects related to advanced manufacturing, processing and recycling.
But these de-risking policies come at a cost.
Ottawa needs to carefully navigate a “policy trilemma” as it strives to formulate a policy agenda that simultaneously targets three goals: Advancing security, promoting low-emissions energy adoption, and capturing the benefits of trade for consumers and businesses.
Proposed steep tariffs on Chinese EV imports provide a good example of the trilemma.
They may well safeguard security by protecting a domestic production base. But they could discourage the uptake of EVs, which are already experiencing a slowdown in sales. Moreover, such unilateral action against China could escalate geopolitical tensions, thereby generating new risks, including Chinese retaliation. The path to effective de-risking is clearly fraught with trade-offs and requires careful navigation.
There is scant evidence that China is on its way to becoming a near-monopoly in global EV production itself, but it may seek to benefit from its near-monopoly in key inputs. The ultimate question that the government should answer is, therefore, whether the security concerns regarding these chokepoints, and more generally China’s willingness to compete fairly under these conditions, justify the costs and risks of higher tariffs. The burden on Ottawa is to provide concrete evidence to that effect before imposing an inherently costly tariff on Canadians.
Ari Van Assche is a professor of international business at HEC Montréal and Fellow-in-Residence at the C.D. Howe Institute.
There was a time, not terribly long ago, when it seemed like the automotive industry was on the fast track to total electrification.
Ahead of Their Time
Many of us think of hybrid or all-electric power as a relatively new technology. After all, Porsche just introduced its very first production EV, the Taycan. But in reality, electricity has been around in the automotive world for over a century. And Ferdinand Porsche was one of very first pioneers to embrace this technology. When Porsche was a teenager back in 1893, he installed an electric lighting system in his parents’ house. Even the very first vehicles he designed had electric drives. After toying around with a few different ideas, Porsche designed the world’s first functional hybrid car, the Semper Vivus (Latin for “always alive”), in 1900. But due to its modest power output, heavyweight, and lack of infrastructure, the idea was relegated to the back burner for many years.
Amid concerns over global warming, governments around the globe began floating regulations that sought to ban ICE vehicles outright – but in recent months, with demand falling behind expected levels of growth, a lot has changed, and now, those same plans are being scaled back.
Up To and Beyond
While Porsche recently revealed that it continues to develop the all-electric version of its Cayenne crossover, it also plans to continue to offer hybrid and combustion engine-powered examples of that same model – “up to and beyond 2030,” in fact.
Keeping the V8
Interestingly, Porsche also noted that the currently, third generation of the Cayenne will be upgraded and will continue to be offered alongside the fourth, all-electric generation model. Engineers will focus on the Cayenne’s ICE powertrains, however, including its twin-turbocharged V8, which it will need to tweak to ensure that it meets increasingly stringent emissions standards.
Still Focused
This is obviously great news for fans of ICE powertrains and the V8 in general, but also note that Porsche remains focused on an electrified future, regardless. “Our product strategy could enable us to deliver more than 80 percent of our new cars fully electrified in 2030 – depending on the demand of our customers and the development of electromobility in the regions of the world.” Oliver Blume CEO Porsche AG.
As such, Porsche plans to continue making gas engines for some time, it seems.
This Article is 95.6% Made by Human / 4.4% by Artificial Intelligence
One of the most concerning uncertainties surrounding the emergence of artificial intelligence is the impact on human jobs.
100% Satisfaction Guarantee
Let us start with a specific example – the customer support specialist. This is a human-facing role. The primary objective of a Customer Support Specialist is to ensure customer satisfaction.
The Gradual Extinction of Customer Support Roles
Within the past decade or so, several milestone transformations have influenced the decline of customer support specialists. Automated responses for customer support telephone lines. Globalization. And chat-bots.
Chat-bots evolved with the human input of information to service clients. SaaS-based products soon engineered fancy pop-ups for everyone. Just look at Uber if you want a solid case-study – getting through to a person is like trying to contact the King of Thailand.
The introduction of new artificial intelligence for customer support solutions will make chat-bots look like an AM/FM frequency radio at the antique market.
The Raging Battle: A Salute to Those on the Front Lines
There are a handful of professions waging a battle against the ominous presence of artificial intelligence. This is a new frontier – not only for technology, but for legal precedent and our appetite for consumption.
OpenAI is serving our appetite in two fundamental ways: text-based content (i.e. ChatGPT) and visual-based content (i.e. DALL·E). How we consume this content boils down to our own taste-buds, perceptions and individual needs. It is all very human-driven, and it is our degrees of palpable fulfillment that will ultimately dictate how far this penetrates the fate of other professions.
Sarah Silverman, writer, comedian and actress sued the ChatGPT developer OpenAI and Mark Zuckerberg’s Meta for copyright infringement.
We need a way to leave a human mark. Literally, a Made by Human insignia that traces origins of our labor, like certifying products as “organic”.
If we’re building the weapon that threatens our very livelihood, we can engineer the solution that safeguards it.
The Ouroboros Effect
If we seek retribution for labor and the preservation of human work, we need to remain ahead of innovation. There are several action-items that may safeguard human interests:
Consolidation of Interest. Concentration of efforts within formal structures or establish new ones tailored to this subject;
Litigation. Swift legal action based on existing laws to remedy breaches and establish legal precedents for future litigation;
Technological Innovation. Cutting-edge technology that: (a) engineers firewalls for preventing AI scraping technologies; (b) analyzes human work products; and (c) permits tracking of intellectual property.
Regulatory Oversight. Formation of a robust framework for monitoring, enforcing and balancing critical issues arising from artificial intelligence. United Nations, but without the thick, glacial layers of bureaucracy.
These front-line professionals are just the first wave – yet if this front falls, it will be a fatal blow to intellectual property rights. We will have denied ourselves the ideological shields and weapons needed to preserve and protect origins of human creativity.
At present, the influence of artificial intelligence on labor markets is in our own hands. If you think this is circular reasoning, like some ouroboros, you would be correct. The very nature of artificial intelligence relies on humans.
Ouroboros expresses the unity of all things, material and spiritual, which never disappear but perpetually change form in an eternal cycle of destruction and re-creation.
Equitable Remuneration
Human productivity will continue to blend with artificial intelligence. We need to account for what is of human origin versus what has been interwoven with artificial intelligence. Like royalties for streaming music, with the notes of your original melody plucked-out. Even if it’s mashed-up, Mixed by Berry and sold overseas.
These are complex quantum-powered algorithms. The technology exists. It is along the same lines of code that is empowering artificial intelligence. Consider a brief example:
A 16-year old boy named Olu decides to write a book about growing-up in a war torn nation.
✅Congratulations on your work, Olu!
47.893% Human / 52.107% Artificial
Meanwhile, back in London, a 57-year old historian named Elizabeth receives an email:
✅Congratulations Elizabeth, your work has been recycled!
34.546% of your writing on the civil war torn nation has been used in an upcoming book publication. Click here to learn more.
We need a framework that preserves and protects sweat-of-the-brow labor.
As those on the front-line know: Progress begets progress while flying under the banner of innovation. If we’re going to spill blood to save our income streams – from content writers and hand models to lawyers and software engineers – the fruit of our labor cannot be genetically modified without equitable remuneration.
— Kino Piispanristi integrates Genelec’s famous “The Ones” loudspeaker range along with the latest Dolby Surround technology to deliver premium audio quality — the best to be found (and heard) in Finland.
NATICK, MA, August, 2024 —Kino Piispanristi is a full-service 286-seat independent movie theater close to Turku, Finland. The venue is a long-time passion project of Henry Erkkilä, a movie lover who wanted to create a modern cinema that transcends tradition when it comes to audio-visual technology. Kino Piispanristi cinema strives to continually deliver a superior experience, so its luxury new premium screen features a Genelec sound system comprising the brand’s unmatched smart active studio loudspeakers and subwoofers.
Genelec “The Ones”
Erkkilä discovered his love for the film industry as a young boy. His father had a film projector that he travelled around Sweden with, bringing the latest screen favorites to audiences in his home country. Prior to the screening, Erkkilä would be tasked with dropping off advertisements in the local area, showcasing the movie on offer that evening and encouraging people to attend.
Inspired by his father, he set up his very own touring movie theater concept in 1998, but it wasn’t until 2017 that Erkkilä finally opened his first permanent space. Kino Piispanristi began with two theaters, but now the cinema boasts five screens, as well as additional venues in Turku, Salo and Laitila.
“We strive to offer all the perks of a modern cinema without being a faceless corporation,” begins Erkkilä.
A look at some of the Genelec’s installed in Kino Premium.
“We react to trends quickly and make moves boldly so that our customers can walk in and out feeling happy. Having the greatest theater sound system in Finland is an excellent way to help us light up people’s faces!”
Kino Piispanristi’s newest screen is a premium, more intimate space with exceptional picture quality and a 7.1 audio system based around Genelec’s “The Ones” family of coaxial three-way studio loudspeakers – which deliver extended frequency response, controlled directivity and fatigue-free listening. Three 8361s – the flagship of The Ones range – are deployed for LCR, with six of the more compact 8341s in the surround positions, complemented by two 7380 subwoofers for clean, controlled LF performance.
“For our premium space theater, sound is everything.”
“Theater technology, be it projectors, screens, audio or seats, is constantly evolving and unless you’re among the frontrunners, you might get left behind,” Erkkilä explains. “Genelec is widely known and admired as a wonderful example of Finnish engineering and design. As a local business, we try to emphasize the importance of using locally sourced products, and Genelec’s quality is unmatched. This was a pilot project for us and we’re looking into expanding our other spaces – since it’s been such a hit. We charge a few Euros extra for the premium screen, but the movie experience is so good that our customers still see it as excellent value.”
GLM Space calibration software at work.
Usually found powering the world’s most notable music, broadcast and film studios, Genelec’s studio loudspeakers are now being specified for an increasing number of high-end residential and boutique commercial cinemas around the world – thereby allowing customers to experience the same kind of sonic detail and clarity as the movie creators themselves.
The Ones models provide optimized performance by intelligently adapting to the acoustics of the room, achieved by a combination of GLM space calibration software and internal DSP within each loudspeaker and subwoofer. “GLM calibration allowed us to achieve a better balance with the lower and higher voices on screen,” explains Erkkilä. “Without it, it’s likely that the room would’ve changed the natural feel of the audio. It gave us full control over the system.”
GLM offers precise calibration of each loudspeaker’s in-room frequency response, playback level and distance delay, minimizing unwanted room influences and ensuring the best possible audio quality. In addition to the Genelec system, Kino Piispanristi uses Dolby Cinema processors which bring a natural feel to film soundscapes – immersing the audience in the true excitement of cinema.
“Our expertise in cinema and Genelec’s legacy in sound was the perfect match, and the collaboration was even more meaningful because of the local connection,” concludes Erkkilä. “The Ones loudspeaker series has completely transformed the cinema, and now we can offer audiences everything that the big players can – and more. The cinema is a result of a lot of hard work and dedication, and the Genelec system feels like the icing on the cake. It’s reinvented what we show on the screen.”
