Born… as a historical necessity To learn more about one of the oldest and largest railway systems in the world, RFI Interviewed engineer Ta Quang Anh, working at the French National Railway Corporation (SNCF) about the birth of the French railway network. The engineer said that the French railway industry was “conceived” in the first three decades of the nineteenth century. Appearing more slowly in England, where the first steam engine was mounted on railcarts in trade fairs from about the mid-1810s, the birth of the French railway network was also in the similar scene, as a historical necessity. That necessary background is the final stage of the First Industrial Revolution in Europe, the period of the meeting between supply and demand. Regarding demand, in the economic field, it is the need to transport finished products in large quantities, especially in the mining industry and later in chemicals, textiles, and agriculture. In the political field, it is the need to plan territory, unify transportation and administration in a large country with many diverse geographical and cultural characteristics. The achievements of metallurgical technology have enabled the production of quality steels for train wheels and tracks, especially with production capacity for thousands of kilometers of track. In terms of supply, it’s the ability to respond to technology. This is also the intersection of two technological factors that have both developed to the necessary maturity at that time. On the one hand, the achievement of metallurgical technology has allowed the production of quality steels for train wheels and tracks, especially with production capacity for thousands of kilometers of track. On the other hand, in the mechanical and steam engine industry, the soul of the industrial revolution, despite overcoming barriers to liberate labor, is still an inspiring creative ground for optimization in terms of technology. performance and size. On the French side, in 1823, the first railway, 18 km long, connected a coal mine from the vicinity of Saint-Etienne down to a port of the Loire in Andrézieux. Although only using gravity to transport coal to the river port and using horse power to pull construction materials in the opposite direction, in terms of infrastructure, this is considered the first line of the French and European railway network. continent. Only 7 years later, another 58 km line connecting Saint-Etienne with Lyon was also put into operation. This was the first time in France, the steam locomotive improved by French engineer Marc Seguin was put into use instead of horses with a record speed of 12 km/h at that time. A year later, in 1831, the line also began carrying passengers. In 1823, the first railway, 18 km long, connected a coal mine from the vicinity of Saint-Etienne down to a port of the Loire in Andrézieux. In 1814, at the very beginning of the world’s railway history, when it first appeared in England, a strategic report was submitted to Emperor Napoleon by Chief Engineer Moisson-Desroches, highlighting the importance of it. of planning a railway network of seven lines radiating from Paris to all parts of the “hexagonal country”. By 1837, the strategic idea of ​​Moisson-Desroches was concretized in the planning of Alexis Legrand, then the General Architect of roads and mines of France. The drawing that later became known as the “Legrand Star” was the first planning map of the French railway industry. Also in 1837, the first dedicated passenger railway was put into operation, connecting Paris to the suburb of Saint-Germain-en-Laye. On paper and in the field, 1837 can thus be considered the “AD” year of the French railway history. Before World War I, nearly 60,000 km of Line 1 covered France, a sixfold increase in about 60 years. After about 15 years of relatively spontaneous development (since the railway law 1842 stipulates the model of railway socialization), by the end of 1858-early 1859, the railway agreement between the State and 6 railway companies was established. iron is an important legal corridor for network development. This agreement is meant to divide the development market share of private companies authorized by the State to develop the arterial railway system. In 1865, the law was expanded to allow local governments to be authorized to build and operate branch and cross lines for railway companies. The period of the second half of the nineteenth century and the early years of the twentieth century, with the development stimulus mechanisms of the central and local governments, was the period of breakthrough development of the French railway network, at least in terms of total length of routes in the whole system. By the time of World War I, nearly 60,000 km of Line 1 (now about 30,000 km) covered France, a sixfold increase in about 60 years. All provincial administrative sub-areas are connected to the railway network. Also during the early twentieth century, power options such as electric and diesel were also tested and developed for locomotives. The birth of the SNCF was the result of the nationalization of the railway industry in favor of the plan to electrify the entire railway network, a proactive step after the energy and economic crisis of the 1930s. In 1938, the National Railway Corporation (SNCF) was established. The entire 42,700 km of railway with debts and more than half a million railway employees are combined into one. The birth of the SNCF was the result of the nationalization of the railway industry in favor of the plan to electrify the entire railway network, a proactive step after the energy and economic crisis of the 1930s. This was considered the optimal political-economic choice at that time, in the context that the precursor private companies of SNCF faced a lot of financial difficulties after a period of overheating development in terms of terminal infrastructure. In the nineteenth century and especially after the years of World War I there was no source of income, which was followed by the Great Depression of 1929. Railway unions, representing more than half a million workers, became industrial unions are very vocal in society, contributing significantly to workers’ movements. A breakthrough in quality The operating speed at that time was 260km/h, in the same year, the design and test speed reached a world record at 380km/h. The birth of the TGV opens a new breakthrough development phase for the French railway industry. Unlike the breakthrough period in infrastructure in the second half of the 19th century, TGV has “miniatured” France and even Europe with only 3-4 hours of travel. During the period 1990-2010, many domestic TGV routes were inaugurated, notably the Eurostar route running through 50 km of the English Channel tunnel to the UK, the Thalys route going to Belgium and the Netherlands… In 1997, the State separated the infrastructure management part from the SNCF by establishing the National Railway Network (RFF). This is the first step of France when implementing commitments on competition in the field of rail transport in the European Union (EU). In 2015, RFF re-entered a member company of SNCF, after having spun off the mining part into another independent subsidiary in the group. In 1981, France put into operation the first high-speed train line TGV connecting Paris and Lyon. In 2007, France once again broke the world record for the test speed of the express train at 574.8 km/h. To date, this is still the world record for train technology running on rails. In 2020, the state monopoly on train operation officially ends. During the last 30 years of the twentieth century, the absolutely safe operation of 400 tons of steel on rails at 320 km/h has always been a technological icon in the ground passenger transport industry. TGV technology is exported and transferred to many countries, in Europe, to the US, Morocco and even Korea. For the French, TGV is a “national pride”. According to a poll of the French population, the TGV is considered one of the most important inventions of the 20th century, along with the computer, mobile phone and microwave oven. For the passenger railway industry, TGV was born as a lifeline in the context of the energy crisis of the 1970s, the aging of the traditional railway system from nearly 150 years made the railway no longer an option. number one choice for travel needs as highways thrive and air routes become increasingly accessible to price segments. In passenger transport, the decisive factor is not necessarily the speed of travel, but the sum of travel time, comfort, safety and, of course, price. TGV was born to most harmoniously meet these factors. TGV routes connect the centers of major cities (in France and later in Europe, both mainland and British islands) in the journey with moderate time, high safety, good service quality. The railway network in France is operated by the French National Railways Corporation (SNCF). For those doing railway engineering and technology, TGV’s 20 years of conception, 40 years of exploitation, perfection and development has been and will be an inspiration for technical innovation initiatives in many years. fields, from structural infrastructure, energy, signal information to rolling stock; from the construction and manufacturing industry to the maintenance industry. According to engineer Ta Quang Anh, the nearly 200-year history of formation and development is an advantage of French railways. In the world, besides the UK, there is no country as “rail age” as France. This is a great advantage in terms of experience. The coverage of the French railway network compared to the entire geographical territory is very high. Although France is not a country with a very high percentage of urban population, according to one statistic, about 89% of the French population live less than 10 km from a train station (in cities like Paris, this distance is much smaller). . This contributes significantly to the formation of habits and the need to use railways for transportation. About 89% of the French population lives less than 10 km from the station (in cities like Paris, this distance is much smaller). This contributes significantly to the formation of habits and the need to use railways for transportation. On the other hand, rail transport in France with over 80% electrification is a fundamentally environmentally friendly transport industry. With such a large coverage, in the medium and long term future, with the commitments of the French Government to reduce greenhouse gas emissions in the framework of global environmental agreements, railway transport (both cargo and passengers) will undoubtedly remain key government priorities. As more than 80% of the railway network is electrified, with France’s civil nuclear power capacity, the French railway industry has a huge advantage in terms of energy initiative over most railway countries. However, the French railway industry also faces some limitations. A prime example is the British railway industry, which has been in decline since the late twentieth century. In the case of the French railway industry, in terms of people, changing production habits is no longer suitable for the application of modern means and production methods, in many cases, encountering resistance from the government itself. old experiences. In terms of infrastructure, most of the French railway network was designed and built before the twentieth century. Adapting to climate change is a big challenge for network maintenance and repair. TGV is a legacy engineering innovation based on ballast rock infrastructure and wheel-rail contact. But if you want to increase the speed of operation to over 400 km/h, such infrastructure is likely no longer suitable, especially when put on the balance sheet with the cost of maintenance. Of course, train speed is not a prerequisite, but if France decides to race in this direction, it must accept going slower than other countries that have developed or transferred technology for maglev infrastructure. such as Germany, Japan, China.

Accordingly, on May 28, the Australian Federal Foreign Investment Commission (FIRB) approved the contract to buy 100% of the shares of the Roper Valley iron ore mine project of the Australian subsidiary of Hoa Phat Group. . Roper Valley iron ore mine has estimated reserves of 320 million tons. After the transaction is completed, Hoa Phat is the owner of the Roper Valley iron ore project with an estimated reserve of 320 million tons and a mining capacity of 4 million tons/year. Hoa Phat said that the group will continue to research to invest in buying some new iron mines in Australia, in order to ensure a long-term supply of at least 50% of the Group’s iron ore demand (equivalent to 10 million tons of iron ore). /year). Besides, the raw material that constitutes up to 30% of the steel price is coking coal, which is currently imported by Hoa Phat from Australia – the world’s largest coking coal supplier market. The Group is studying to buy a few Australian coking coal mines in the future to gradually become self-sufficient in this important production material. Talking to Dat Viet, metallurgical expert – Prof. Dr. Pham Pho assessed, this step of Hoa Phat is very wise, helping businesses to proactively source raw materials in a stable and long-term way. According to him, normally Australia rarely sells the whole mine, but now, due to political and trade tensions with China, Beijing has limited the purchase of iron ore from Canberra, on condition that Australia sells the whole ore mine to Vietnam. should be easier without raising prices. Roper Valley iron ore mine has estimated reserves of 320 million tons. Photo: Hoa Phat “With this step, Hoa Phat can take the initiative in the source of raw materials, only have to worry about exploitation and transportation. Enterprises must send people to supervise and operate, along with a team of workers in your country to exploit. Most of Vietnam’s steel mills rely on scrap iron for production. However, the current scrap iron and steel is limited, the price has increased, the quality is poor, not to mention the difficulty in transportation. It can be said that enterprises producing steel by electric furnace technology, using scrap iron will face many difficulties in the future. Therefore, this step of Hoa Phat is very important,” said Professor Pho. The expert also highly appreciated Hoa Phat’s plan to buy coking coal mine. However, he also noted, buying coal mines to produce coke is very difficult, the production process of coke costs a lot of money. Therefore, it is often easier for a business to cooperate with a partner in Australia than to be completely self-sufficient. “Of course, businesses choose depending on specific conditions to produce coke. To produce coke, it is necessary to use fat coal, not coal. The carbon content in it is high and contains a certain amount of oil. When heated, , the amount of oil evaporates, leaving pores. These pores will make the air flow, not clogged and it will provide fuel continuously. If the business can buy ore mines, and at the same time associate with partners in Australia to produce coke, it is very good. This depends on the operating ability of the business, if you want to produce cups, you must have good experts, and ore is simple – just dig, treat and bring back. If the direction of the business is to buy coke mines, then transporting coke to Vietnam, coking production in Vietnam is better and also simpler, because the production process of coking coal has many other products. For example, when coking, the gas that rises contains a lot of fuel, in which CO is very high, gives high value of electricity, provides for the process of electricity production, boiler heating…”, Prof. TSKH Pham Analysis Street. He also noted that producing steel from ore has a more complicated process than producing steel from scrap (iron scrap) and is also cheaper. The quality of steel depends on the manufacturing process. Even scrap steel wants to produce good steel, it must be carefully selected and classified. Currently, scrap steel in the world is still small, with many impurities. When buying, manufacturing enterprises must carefully select and classify, which costs a lot of money. Regarding the problem of environmental pollution treatment, Professor Pho said that blast furnaces are more complicated than electric furnaces that use scrap iron and steel. When the blast furnace emits gas, it is necessary to invest in equipment to recover coal dust for reuse. Similarly, the exhaust gas contains a lot of CO, which if left to fly into the environment is very toxic, so it must be recovered to put back to burn in electric furnaces or furnaces. This does not mean that electric furnaces do not have to deal with environmental pollution. The electric furnace itself must also be equipped with equipment to capture waste gas, coal dust and filter. Because technology and equipment to deal with environmental pollution are very expensive, according to Prof. Pho, it is important whether steel factories are willing to invest or not.

Compared to other movies about Korean tycoons that have aired like Penthouse, Virtuous family nice Heir , Mine pushed the main character’s wealth level to a higher level. They live in another world It can be said how rich the Han family is in the movie Mine is insanely rich. In the movie, the three-generation extended family of the Han family lives in the Hyowon family house – a large park-like area with two separate mansions called the main house and the outbuilding. The house of Hyowon has two large villas and a garden that stretches like a park. Screenshots. Both the main house Cadenza and the annex Rubato were designed by the world’s leading architect. Cadenza has an area many times larger than Rubato, where President Han and his wife, eldest son Han Jin Ho – Jung Seo Hyun and daughter and wife Han Jin Hee live. The couple’s youngest son Han Ji Yong and Seo Hi Soo live in the Rubato outhouse. Between the two villas is a large garden like a park, making employees have to drive electric cars to be able to move in time to serve in both houses. The entrance to the Hyowon family home is also described as the entrance of a large agency with guardrails and roadblocks that prevent cars from entering and leaving on their own. To move from the gate to the main house, the character also has to go by car on a long road with green trees planted along both sides of the road, reminiscent of a high-class resort. In fact, it was not until episode 4 that the film crew brought to the screen the scene of the Cadenza main hall, the communal dining room with a wall of shelves displaying ceramic cups, the bedroom of the couple Han Jin Ho, the room Lady Han’s bedroom, Jung Seo Hyun and Han Ji Yong’s home office. There are not too many contexts, but each setting creates a feeling of luxury and spaciousness. The main hall of Cadenza’s large house is as wide as a hotel lobby, with a long staircase going down to the cellar and stairs leading to the bedrooms. The dining room is decorated with fresh flowers everywhere, the wall in the dining room is a wooden cabinet displaying hundreds of exquisite ceramic cups. The bedroom of the couple Han Ji Yong – Jung Seo Hyun has a huge wardrobe and precious jewelry table, containing dozens of necklaces, gem earrings. In the movie Mine, the maid describes the Han family member as “living in another world”. Screenshots. In the house, Hyowon also has a lot of maids, all of whom stay in the house and have separate bedrooms for each person. Even the housekeeper of the Han family was given a luxury apartment in the center of Seoul for serving in the Hyowon household for 10 years. When the popular girl Kim Yoo Yeon came to work at Cadenza’s main house, the housekeeper reminded her to learn the service etiquette of servants and called the Han family members by titles such as “madam”, “princess”. death” in words for feudal aristocrats or when guests have to bow at a 30-degree angle. The Han family also has its own chef to serve the daily needs of food. During the birthday dinner party for Kim Mi Ja – Han Ji Yong’s deceased biological mother, 3-4 chefs had to be busy preparing food from the afternoon with fresh organic food delivered every day. The daily breakfast of the Han family is also served by the chef upon request. Lady Han likes to eat meat, the eldest daughter-in-law Jung Seo Hyun eats Western food, and the eldest Han Jin Ho drinks hot Korean-style soup. Country… The movie life of the tycoon As in many other Korean tycoon-themed films, the Han brothers are also engaged in a war for inheritance. For economic gain, Han Jin Hee is willing to speak ill of Han Ji Yong’s younger brother, repeatedly saying that he was not born by Lady Han so that she would give up his right to inherit the position of president. Han Jin Hee was given the reins by her father to run the famous confectionery brand of Hyowon Group with more than 3,000 stores nationwide. When angry, she smashes the dishes in the house, these are all porcelain dishes from high-end brands with the price of 1.5 million won/piece ($1,300) or 2.4 million won/piece ($2,100). The eldest son Han Jin Ho is an alcoholic, playful, but he is also allowed to inherit 3 big hotels. The youngest son, Han Ji Yong, is the one who temporarily takes over the management of the group while Chairman Han is hospitalized. The eldest daughter-in-law Jung Seo Hyun was described by the family servant as “rich from the egg” because she was also the daughter of a chaebol family before marrying into the Han family. She was given the right to inherit many major exhibition centers by her biological father, and was also honored in the newspaper as a person with great contributions to the development of the Korean art and culture industry. During the party in episode 1, Han Jin Hee asserted that the Han family “cannot be a normal person”. Photo: tvN. Meanwhile, the wife of the Han family lives a prosperous life, being taken care of and served by dozens of maids every day. Her pet is also like no other, not a dog or a cat, but a peacock named No Deok. Right from episode 1, during Kim Mi Ja’s birthday party, Han Jin Hee mentioned that all members of the Han family had to study abroad since 7th grade. Before going abroad, their children Han will be hired by a private tutor to teach outside knowledge, learn swordsmanship, martial arts, painting, etc. According to Han Jin Hee, the children of Hyowon Group are “not born to be ordinary people”. . Ha Joon – Han Ji Yong’s stepson – learned to ride a horse from a young age. Horse riding is known as a sport only for the nobility. The boy has his own trainer, his own horse, and every training session is picked up by his mother or tutor Kang Ja Kyeong. Soo Hyuk – Han Jin Ho’s son – also had to study abroad since the 7th grade. The 26-year-old boy studied in the US since childhood, studied economics to return to join the family business. While studying in Boston (USA), he met the lady of the Roh family – the fiancee chosen by his grandmother – at a chess competition at the university. Even the details of choosing a fiancee for marriage describe the familiar way of life of the rich in Korea. Lady Roh visiting housekeeper Hyowon also carefully brought a meeting gift for each person. Lady Han received a hand bag inlaid with pearls and gold specially ordered for her, Jung Seo Hyun was given a bottle of precious wine aged for decades according to her preferences, Han Jin Hee was given a set by her future granddaughter. limited edition gem jewelry. Meanwhile, Seo Hi Soo was given a fountain pen signed by the star Julianne Moore – the person she idolized the most. Up to now, the life of the rich in Mine arguably the most ostentatious of the tycoon films. Even movies about royalty like Immortal King can’t be as grand. However, contrary to the invested context, the film’s content still has many unreasonable details, slow tempo and not really exuding the tense fighting atmosphere many people expect. The movie “Mine” flaunts the wealth of the chaebol family more than any Korean film ever released to the audience.

The coal mining industry is one of the economic pillars of Quang Ninh province. In the deeper production conditions and higher production costs, coal industry units are focusing on promoting the application of “3 chemistry”: mechanization, automation, news chemical suit. “Green mines, modern mines, high yield mines” are important criteria set out in the resolution of the Quang Ninh Coal Party Congress for the term 2020-2025. Currently, many units have been actively applying technology to management and improving production capacity. At Ha Lam mine (Ha Long city) – where the mining is down to minus 300m, the “brain” of the mine is the centralized production operation center with CCTV system from the ground to the pit, control , centralized monitoring of conveyor systems, electricity, pump tunnels, wastewater monitoring, … communication connecting all construction sites and workshops to promptly handle possible situations. . Maximize application of mechanization to all stages of the production line, from 2015 up to now, Ha Lam Coal Joint Stock Company invested in operating two synchronous mechanized market furnaces, with a capacity of 600 thousand tons / year and 1 , 2 million tons / year, making coal production 3-5 times higher than the old market furnace technology. By 2020, the coal output of the mechanized market will reach more than 1.6 million tons, accounting for 70% of the total coal production of the unit. Mr. To Duc Vuong, Deputy Manager of Mining Mechanization Site 1 said: “Currently we use synchronous self-propelled systems from rigs, coal stage machines, rakes, conveyors, to replace very Many stages of operating the craft market kiln are as hard as before. Most of the workers are under 30 years old, grasping and learning technology very quickly and are given regular guidance and training “. Mechanization not only increases labor productivity by up to 130%, but also improves safety in the pit. “The increase in output means that the wages of workers also increase significantly. Our average monthly income is 25-26 million / month, effort is reduced a lot”, said furnace worker Hoang Anh Do. . Up to now, in Quang Ninh, there have been 10 marketplaces applying synchronous mechanization lines of 8 units of Vinacomin, Vinacomin, Vang Danh, Khe Cham, Mong Duong … Light mechanized market furnaces are also being studied and replicated to units with suitable conditions. Modern technology helps to dig deeper and reach further underground, the vast and expansive furnace lines are also equipped with automatic systems to provide circulating cooling water, ventilation, vacuuming, … Workers move in the pit by the winch, cable, and truck transport systems to the kiln long mining lines. Working conditions, healthcare, housing … have many great progresses. Over the past time, in the difficult context due to the impact of the Covid-19 epidemic, tens of thousands of mine workers have maintained a stable life, ensuring production, contributing to the positive economic growth results of the province. Quang Ninh. “Putting the park into the mine, the factory” is also the goal of TKV units. The coal mines are gradually building production according to a modern model, few people, high productivity, safety, harmony with the environment, in line with the trend of sustainable development of the mining industry and responsive requirements and goals for green growth that Quang Ninh province has set out.

Quang Ninh is the province with the most cities in Vietnam. There are four cities directly under this locality, including Ha Long, Cam Pha, Mong Cai, and Uong Bi. In addition, Quang Ninh has 2 towns, Dong Trieu and Quang Yen. Photo: Quang Ninh newspaper. Quang Ninh is currently the largest coal mine in the country, the coal industry used to provide very good income for this place. However, in the current period, tourism and service sectors are identified as the economic spearhead of this province. Typically in 2017, Quang Ninh tourism reached nearly 10 million visitors, of which international visitors increased sharply with 4.3 million. Total tourism revenue is estimated at nearly 18,000 billion VND, has contributed to increase the proportion of services to 41.2% in the economic structure. Photo: Quang Ninh newspaper. The most attractive tourist destination in Quang Ninh is Ha Long Bay. According to statistics, the number of tourists to Ha Long Bay in 2019 reached 4.4 million, of which international visitors were nearly 2.9 million. Photo: Nguyen Quang Ngoc. Along with Ha Long Bay, Co To archipelago is one of the red addresses for Quang Ninh tourism. The archipelago belongs to Co To district, with an area of ​​47.3 km2 and a population of nearly 5,000 people. On Co To Island, there are many tourist destinations chosen by tourists such as Cau My rock beach, Hong Van beach, Co To island, Co To lighthouse … Photo: Quoc Nam. Van Don is an island district, as well as one of the famous tourist destinations of this province. This place is famous for seafood dishes such as sausage, tu comedy, nail snail, seaworm … Photo: Hoang Ha. Halong Bay deserves to be the number one tourist address of Quang Ninh, one of the new 7 natural wonders of the world. Up to now, Ha Long Bay has been awarded many UNESCO titles. On Ha Long Bay there are many scenic spots, attracting tourists from all over the world, including Dau Go cave, Sung Sot cave, Thien Cung cave … Photo: Quang Ninh Newspaper. In addition to leading the country in the number of affiliated cities, Quang Ninh is also the province with the most islands in our country, with over 2,000 islands, large and small, mainly concentrated in Ha Long Bay. Photo: Quang Ninh newspaper.

The importance of Chinese mining farms is evident in the accident at a coal mine in Xinjiang. This incident caused nearly a third of the world’s crypto mining network to be interrupted over the weekend. Bitcoin price has also plummeted since April 18 and there is no sign of recovery. The incident caused Bitcoin’s mining capacity to decline According to the Fortune A coal mine in Ho Do Bich district, Xinjiang was overflowed, trapping 21 workers inside on April 11. The workers were then rescued. A week later, the coal mine is still shut down to check the safety of workers, so it is not able to supply enough fuel for power plants in the region. The coal mine incident in Xinjiang left more than 20 workers trapped. Photo: AP. This causes Bitcoin mining farms, which consume huge amounts of electricity, to stop working. At the end of the following week, April 17-18, the capacity of the global Bitcoin network dramatically plummeted. Bitcoin’s difficulty to “mine”, calculated as the total algorithmic capacity (also known as hashrate) of the computers on the network, has dropped sharply from over 160 EH / s to around 130 EH / s. By the morning of April 23, this number was still around 133 EH / s. Before the incident, experts all considered China to play an important role in the Bitcoin mining network. However, the flood showed that almost all the miners in Xinjiang are located in Ho Do Bich district and surrounding areas, depending on the fuel source of the same coal mine. “This accident confirmed the predictions, possibly even confirming that the mining capital in Xinjiang is much smaller than previously thought. It shows China’s dominance in Bitcoin mining. , and concerns about security, “said Alex de Vries, an economist specializing in tracking the use of Bitcoin mining energy. Inner Mongolia, China, has banned Bitcoin mining since May to minimize the environmental impact. Photo: Getty. The incident also showed that the energy source for Bitcoin mining still mainly comes from coal. Not only in China, in many regions in the US such as New York state or Kentucky, mining farm owners also take advantage of old factories to get cheap electricity. This is Bitcoin’s danger to the environment. The bad side of Bitcoin “Carbon footprint”, the term for the amount of CO2 emitted when mining Bitcoin is about to exceed the emissions of the whole country of Australia and greater than the technology giants like Facebook, Google or Microsoft combined. The negative impact on the environment is the ugly face of Bitcoin. In addition to Xinjiang, Bitcoin is also banned from mining in Inner Mongolia, China from May to here because of environmental impact. It is also the region that contributes about 4% of the world’s Bitcoin mining capacity. Of course, there are Bitcoin farms that use renewable energy as well. However, this power source is considered to be unstable, difficult to ensure that it runs 24/7. “Miners often do not like renewable energy because they are difficult to guarantee to run 24 hours a day. Green energy is not suitable for Bitcoin,” said de Vries. Much of Bitcoin is mined on farms in China. Photo: Bloomberg. In the Bitcoin mining game, miners need to take full advantage, because only those who complete the first series of computations will be rewarded with Bitcoin. The number of miners joining the network more and more, so the reward received Bitcoin is less and less. Miners therefore need the machine to run continuously. Mr. de Vries said that about 70% of Bitcoin created using fossil energy, of which the majority is coal. Bitcoin’s price increase almost 6 times in the past 7 months has caused more and more miners to enter the game. The total amount of electricity that the Bitcoin mining network uses is about 2% of the US, and 10% of Russia’s electricity. The numbers all point to Bitcoin’s environmental impact. However, this ugly truth seems to have been ignored by celebrities like Elon Musk in praising Bitcoin.