The route follows the highway: Pham Van Dong street, Trang Bom – Hoa Hung railway, Ring 2 route (located in Thu Duc city) and connects the rails directly to the Thu Thiem light rail route – National airport. Long Thanh economic zone at the Ring Road 2 intersection with the Ho Chi Minh City – Long Thanh – Dau Giay Expressway. Ho Chi Minh City also suggested that it is necessary to study the direction of urban railway No. 4b directly connecting with T1, T2, T3 terminals of Tan Son Nhat Airport. The City People’s Committee assessed that this route alignment option, when built, will contribute to the development of the urban railway system in Thu Duc City, convenient for traveling between areas. Talking to Dat Viet, aviation expert – Assoc. Prof. Dr. Nguyen Thien Tong, former Head of the Department of Aviation Engineering, Ho Chi Minh City University of Science and Technology, pointed out 3 problems that make the railway connecting Tan Son airport Nhat – Long Thanh is not feasible. Firstly, about the need to build this railway line. According to Mr. Tong, it is not possible to say here in general that there is a need or indiscriminately stating a few numbers, lacking actual research, but needing specific quantitative analysis. “How many passengers will travel on this railway connecting Tan Son Nhat with Long Thanh? There must be data and an explanation for why there is such data”, he emphasized. Ho Chi Minh City People’s Committee wishes to have a railway connecting Tan Son Nhat international airport to Long Thanh international airport. The expert said that, in the past, passenger demand for Long Thanh airport was calculated from the passenger demand forecast for Tan Son Nhat airport and then subtracted from the capacity of Tan Son Nhat airport. This simple calculation is based on the assumption that all excess passenger demand of Tan Son Nhat airport will be transferred to Long Thanh airport. “It is expected that when Tan Son Nhat airport is overloaded with over 50 million passengers, and the demand is up to 75 million passengers, then 25 million passengers will go from Tan Son Nhat through Long Thanh airport. This calculation method is very mechanical and mechanical, potentially posing a huge risk in forecasting passenger demand for Long Thanh airport”, Assoc. Prof. Dr. Nguyen Thien Tong commented and affirmed that passengers do not wait until Tan Tan. Son Nhat will run out of seats and then go to Long Thanh, but they will go to any airport they want to go to. rather than going through Tan Son Nhat. So which passengers from Tan Son Nhat to Long Thanh? Only passengers on domestic flights to Tan Son Nhat need to go to Long Thanh to connect to international routes. And vice versa, only passengers on international flights to Long Thanh without a connection from there to other provinces and cities such as Hanoi, Hue, Da Nang… will return to Tan Son Nhat to fly away. The number of international passengers traveling between these two airports is not much, so there is no need. That is the plan that the Ministry of Transport wants to use Tan Son Nhat airport as a domestic airport and Long Thanh as an international airport. The option of organizing two airports like this is inefficient and unfeasible. In principle of international airport operation, domestic and international terminals must be close to each other. It is best that Long Thanh International Airport is a transit airport for long-distance international flights such as going to Europe and America that need to collect passengers all over the country, and short-distance international flights such as going to Asia. Tan Son Nhat airport and other international airports take over to serve the residential areas of the provinces near the airport. “Most of the excess passenger demand of Tan Son Nhat airport will be transferred to using regional airports, especially passengers in the Mekong Delta will use Can Tho airport. Therefore, from now until then Once the construction of Long Thanh airport is completed, Can Tho International Airport and Cam Ranh International Airport will also be developed to reduce the load on Tan Son Nhat, so that by then there will not be many international visitors for the airport. Long Thanh and other airlines are not foolish to open flights when there are no guests,” said Assoc. Prof. Dr. Nguyen Thien Tong. The second point noted by the expert is the financial and economic efficiency of the railway. Assuming that when the construction of this route is completed and tickets are collected, will the collected ticket money offset the site clearance costs, railway construction costs, operating costs… or not? Not to mention, if the fare is higher than other means of transport, it is easier for passengers to choose to go by road rather than this railway. “We have to figure out how much those customers pay for a metro ticket between Tan Son Nhat and Long Thanh, how much is the money collected in a year, how many years will it take to recover the capital? Midway station to serve guests wishing to go to Long Thanh and Tan Son Nhat, that is only secondary,” the expert pointed out. The third and most important point, according to Assoc. Prof. Dr. Nguyen Thien Tong, is where to invest, especially in the context of high public debt today. He also reiterated his concerns about Long Thanh airport. The project has been pressed to start construction since the beginning of this year, but worries about the investment capital, feasibility and economic efficiency of the project are still there. The state has to invest a lot of money to build Long Thanh airport, and also has to invest a lot in connecting traffic between the airport and Ho Chi Minh City, the area from the South Central region, and the Mekong Delta to bring tourists. to the airport. However, when the airport and traffic connection system is completed, whether there will be visitors to Long Thanh is still an open question and in the event that Long Thanh airport has no guests, it will be a waste. extremely large and must have someone responsible.

On May 18, ETC (Ethereum Classic) was trading for $89, while ETH (Ethereum) was up to $3,407. It can be seen that, with a cheaper price, ETC is a superior choice to own Ethereum that investors should consider switching. In terms of features and structure of the Ethereum Classic (ETC) coin, there are some differences compared to other cryptocurrencies, but the most important is still buying in large quantities and owning a lot of cryptocurrencies with low price less costly payments. In terms of arbitrage performance, as of May 2021, the price of Ethereum (ETH) has increased by 367%. Besides, the results of the tally on the floor Yahoo Finance The end of 2020 also shows the ETH price ending at $730.37. As of May 18, it was at $3,407. That shows that the value of ownership has increased 4.67 times compared to the end of December 2020, equivalent to an increase of 267%. According to the data of Yahoo Frinance, c We should look at the net worth of ETC at the end of 2020 at $5.70. This means that ETC has increased by 15.64 times (equivalent to a performance of 1,464%). It is clear that the above indicators have shown that Ethereum Classic has significantly outperformed Ethereum, equivalent to an increase of 1,464% compared to 367%. That’s 4x better performance. Ethereum Classic is up 1,464 percent compared to ETH’s 367%, which translates to four times the performance. Photo: Internet. Outstanding Features of Ethereum Classic Ethereum Classic (ETC) is a cryptocurrency created and developed from the Blockchain technology of Ethereum (ETH) after the DAO fund of Ethereum investors was hacked which stole more than 50 million USD. From the moment it was created, Ethereum transactions have been running on the Ethereum Classic Blockchain platform until it is done.” hard fork” then these two blockchains officially operate separately. The result of the split process due to the policy adjustment but the project development participants did not agree and a batch “fork” is the split among crypto developers that took place in 2016. Ethereum Classic still carries the same features as Ethereum such as the implementation of smart contracts and distributed applications. Ethereum Classic has similar specifications to Ethereum such as average block time, size, and block reward. Ethereum Classic has a circulation limit of 210 million tokens, which is different from Ethereum’s unlimited issuance. According to the Coinmarketcap , ETC was issued 116.3 million tokens, representing 55.4% of the total expected. The circulating supply of Ethereum Classic reaches 50% and is likely to be “squeezed” by the number of tokens like Bitcoin – as the double mining difficulty caused Bitcoin’s price to surge earlier this year. Photo: Coinmarketcap. As predicted by technology experts, ETC’s token is similar to a tight squeeze like Bitcoin (BTC) in the near future. Bitcoin had 18.7 million tokens issued out of a total of 21 million, or 89% of the total. Since less than 11% of all Bitcoins currently available can be mined, there is a marked increase in production rate pressure on investors once the price rises as with Bitcoin. At the end of 2020, Ethereum Classic Labs allowed ETC holders to gain access to the DeFi (decentralized finance) market. They introduced “Wrapped ETC” (WETC), which allows ETC holders to “stake” their tokens. This is where they agree not to trade tokens for a specific period of time and in return receive interest payments in “Wrapped ETC”. In fact, it’s the same way a certificate of deposit works at a bank. WBTC allows users to transfer their tokens from one Blockchain to another, extending the utility of the token to work across multiple networks. Easy migration brings greater liquidity to the Ethereum ecosystem including decentralized exchanges (DEXs) and financial applications. What to do with Ethereum Classic? Some see the Ethereum Classic (ETC) token as a way to make money faster on the Ethereum Blockchain platform. The current market cap is $10.3 billion and that of Ethereum (ETH) is $395 billion. So the value of ETC is only 2.6% of ETH. Assume that, ETC achieves a market cap of $39.5 billion (10% of ETH). At that point, ETH will be boosted by at least 50%, which equates to an ETC market cap of $60 billion (10% of $600 billion). Equivalent to the growth rate of ETC is 600% compared to 50% of ETH. Let’s say it’s going to take us three years for this to happen. That implies a gain of 482.5% over three years representing a very attractive return on investment (ROI) rate for investors. That’s 90x faster than ETH’s 50% gain. ETC-USD is likely to ‘catch up’ and grow 90 times faster than ETH-USD over the next three years. Photo: Tygia.vn Given the meteoric rise of Ethereum (ETH) this year and ETC’s ability to “catch up” seems possible. Therefore, many investors in Ethereum should think of diversifying crypto trading by buying more ETC as an alternative to ETH.

Illustration. https://tinhtexaydung.petrotimes.vn In a statement released alongside a major new report, the Paris-based organization said achieving the net zero emissions target “Net Zero” would require an “unprecedented transformation”. about how energy is produced, transported and used globally”. In a clear indication of the amount of work that needs to be done, the IEA report said existing commitments fell “far below what is needed to achieve net-zero global emissions by”. year 2050″. According to the IEA’s roadmap to achieve Net Zero by 2050, more than 400 “milestones” will need to be crossed. These include phasing out new fossil fuel sales by 2025 and ending sales of internal combustion engine cars by 2035. In addition, there should be no “investment in new fossil fuel supply projects, and no further final investment decisions for new coal plants”. Preliminary figures from the US Energy Information Administration show that: The share of natural gas and coal in utility-scale power generation in 2020 is 40.3% and 19.3%, respectively. . According to the IEA scenario, solar and wind photovoltaic will become the leading source of electricity for the planet before the end of the decade, accounting for nearly 70% of electricity production by 2050. According to the IEA’s roadmap, solar energy will become “the largest source of total energy on the planet” by the middle of this century. In contrast, fossil fuels will see their market share “fall from almost four-fifths of total energy supply today to more than one-fifth.” Employment in the clean energy sector will increase by 14 million people in the period to 2030, while the role in the oil and gas and coal sectors will decrease by about 5 million people. “Our roadmap shows the priority actions needed today to ensure that the opportunity for net zero emissions by 2050 is narrow but still attainable,” said Fatih Birol, CEO. of the IEA, said in a statement. “The scale and speed of the efforts required by this important and formidable goal, our best chance of tackling climate change and limiting global warming to 1.5 °C makes this perhaps the biggest challenge humanity has ever faced,” added Birol. Cutting anthropogenic carbon dioxide emissions to Net zero by 2050 is considered critical once the 1.5°C target is reached. Later this year, the COP26 summit will take place in the Scottish city of Glasgow. This is seen as a hugely important event, with many hoping it will act as a catalyst for governments to step up their climate ambitions to achieve the goals set out in the Paris Agreement. . The reality shows how challenging the IEA’s roadmap is. As energy companies are still discovering new oil fields, while in countries like the United States fossil fuels continue to play an important role in electricity generation. https://tinhtexaydung.petrotimes.vn

Bcons leaders said that feasible startup projects will be funded promptly Accordingly, the Creative Startup Center in Di An City is considered the first business coffee model in Binh Duong province, where starups can meet directly with city leaders and industries to exchange information. , presenting ideas and solving difficulties about mechanisms and policies and coordinated ways to effectively deploy, apply to the development of businesses and Di An City. This will incubate creative ideas to contribute to the development of the city in areas such as IT, smart cities, services, finance and banking, education, building management … Di An City Creative Start-up Center has a large financial sponsorship from Bcons Group with an initial capital investment of more than 1 million USD in 10 years. According to Mr. Le Nhu Thach, Chairman of Bcons Group, in the immediate future, it will give priority to sponsoring projects to develop digital transformation ecosystems such as apartment management system, smart home, production connection between Vietnam. South to countries … In addition to the funding source for Di An City, this business is also spending ample financial resources up to 40 million USD to develop the Bcons startup fund with a roadmap of presenting ideas, critics and practical applications to free talkshow sessions, training sessions and site use.

According to information at the meeting, Ca Mau province is preparing a project calling for investment in building Hon Khoai deep-water port, an international transshipment seaport capable of receiving ships of 250,000 tons, the capacity through the port is 40 million tons / year, and is the main way of circulation serving goods. Ca Mau expects that, when there is a deep-water port, the surrounding area will form and develop industrial zones and clusters, helping to create jobs for people in the area. Concerned about this issue, KS Doan Manh Dung (Ho Chi Minh City Association of Marine Economic and Science), said that water transportation is the optimal transport system for the Mekong Delta because it has a river density of 0.68 km / km2. is a rare high density river in the world. Years ago, there was an idea proposing to build gateway ports for the Mekong Delta on offshore islands such as Con Dao, Hon Khoai, Nam Du. Up to now, in recent years, Ca Mau continues to want to be Hon Khoai deep-water port. However, right from the time the proposed idea was given above, KS Doan Manh Dung made a speech and stated that it is not feasible to make Hon Khoai port because it is wrong in principle. Hon Khoai is more than 6 nautical miles from the mainland Accordingly, in theory the formation and existence of a port has the following principles: A port exists only when the total cost of transport routes behind the port plus costs at the port plus the total cost of the routes. freight forward port is the least. If there is another port with less total cost, the previous port will not exist. He cites 3 examples to support this principle: First, the old Saigon port exists thanks to the total cost of transportation routes from the western and eastern provinces plus the cost of constructing and operating Saigon port and the costs of routes from Saigon port. the places are the least. The reason is that river ships from places to Saigon port are convenient, Sai Gon port has natural depth, the channel for large ships from the sea to enter Saigon port is not dredged. Those factors help shape the old Saigon city. Second, Vietnam used to plan to build Ke Ga port to export aluminum oxide. But at Ke Ga location, there are not enough natural factors for port. If you want to do it, you must invest in building a windbreak system and creating artificial depths. So the cost will be extremely large. Therefore, Ke Ga port project had to be canceled. Third, in the past, Hoi An was a good port. But when it was filled up and the demand for draft of the ship increased, the cost of maintaining the depth was so great that Hoi An became the museum today From here, KS Doan Manh Dung assessed that if you choose Hon Khoai or Con Dao as a port, it is convenient for ships to arrive at the port, but river ships from inland water to the island in the middle of the sea must upgrade from river ships to ships. coastal run, not to mention other issues. “Vietnam must upgrade all ships running in rivers to ships that can run at sea so that river ships can go to Hau river mouth at Tran De estuary and go back to Hon Khoai. This cost is not small for poor countries like Vietnam. This improvement will increase the total post-port costs plus the cost at the port and the pre-port costs will increase. Then, unable to compete with another port appeared with lower total costs. It is important to have a suitable port that can accommodate river ships and seagoing ships and the cost of construction and maintenance of the port is low, “said KS Doan Manh Dung. According to the expert, if opening a river connecting Hau river through Ca Mau to Hon Khoai port, this cost is not small, but will lose land and increase salinity for the Mekong Delta. If building the road from Ca Mau to Hon Khoai land to use road, we will deny the advantage of waterway transport of Mekong Delta. He also noted that the design of Hon Khoai port has not been discussed here with major shortcomings. That is the model of Hon Khoai port that will be alluvial from the north to quickly install the door into the water area of ​​the port. With a counter-clockwise cyclone in the Northern Hemisphere, the water area of ​​the port was exposed. “This model is the porting mindset of Australia in the southern hemisphere where the cyclone is clockwise. The consultant lacks understanding of the local laws of nature,” said KS Doan Manh Dung. said and suggested the policy of building Hon Khoai port should be reconsidered. “Every province has aspirations, but that aspiration must be based on the natural characteristics of that region”, he emphasized and cited for example, the Japanese documents show that the mouth of Ganh Rai bay has a water line – 9.5m to -11m. However, increasing the depth of the mouth of Ganh Rai bay to bring large ships into Cai Mep-Thi Vai port is a big financial challenge. A lesson summed up by countries around the world is that when the natural draft of the port is too small, the investment value increases according to the Parapol line when the draft increases. Meaning that to fight nature, the budget for maintaining the port depth is immense beyond the reach of a poor country.