#largest transport company in india

[zippyy69]

Top Shipping company in india | Zippyy

Introduction

In the rapidly evolving landscape of e-commerce and global trade, the logistics sector in India has emerged as a critical enabler, facilitating seamless movement of goods and driving economic growth. As one of the largest and most promising markets, India has witnessed a surge in demand for efficient and cost-effective logistics solutions. Amidst this backdrop, Zippyy has established itself as a leading logistics company in India, offering a comprehensive suite of services tailored to meet the diverse needs of businesses across various industries.

The Rise of Zippyy: A Game-Changer in Indian Logistics

Zippyy, a subsidiary of GoDash, has been at the forefront of revolutionizing the logistics sector in India. With its innovative approach and commitment to delivering exceptional service, Zippyy has quickly become a preferred choice for businesses seeking reliable and affordable shipping solutions. The company's success can be attributed to its ability to leverage cutting-edge technology, strategic partnerships, and a deep understanding of the Indian logistics landscape.

Comprehensive Logistics Solutions

Zippyy offers a wide range of logistics services tailored to meet the unique requirements of businesses in India. From domestic to international shipping, Zippyy provides a seamless and efficient solution for businesses of all sizes. The company's extensive network of carriers ensures that goods are delivered to their destination quickly and cost-effectively, regardless of the location.

Domestic Shipping

Zippyy's domestic shipping services cater to businesses across India, offering a reliable and affordable solution for the movement of goods within the country. With its vast network of carriers and strategic partnerships, Zippyy ensures that shipments reach their destination on time, every time. The company's commitment to providing exceptional customer service is evident in its dedicated support team, which is available to assist clients with any queries or concerns they may have.

International Shipping

For businesses looking to expand their reach beyond the borders of India, Zippyy offers comprehensive international shipping solutions. The company's global network of carriers and strategic partnerships ensures that goods are delivered to their destination safely and efficiently, regardless of the destination country. Zippyy's international shipping services are designed to be cost-effective and reliable, making it easier for businesses to explore new markets and grow their customer base.

Reverse Logistics

In addition to its domestic and international shipping services, Zippyy also offers reverse logistics solutions. This includes handling returns, exchanges, and refunds, ensuring that the process is seamless and efficient for both businesses and their customers. Zippyy's reverse logistics services are designed to minimize the impact of returns on a business's bottom line, while also enhancing customer satisfaction.

Technology-Driven Solutions

At the heart of Zippyy's success lies its commitment to leveraging cutting-edge technology to deliver innovative logistics solutions. The company's proprietary platform, Zippyy Metis AI, utilizes advanced artificial intelligence and machine learning algorithms to optimize shipping routes, reduce costs, and improve delivery times. This technology-driven approach sets Zippyy apart from its competitors, enabling the company to offer a level of efficiency and cost-effectiveness that is unmatched in the industry.

Zippyy Tracking

One of the key features of Zippyy's technology-driven solutions is its unified tracking dashboard. This platform allows businesses to track their shipments across multiple carriers, providing real-time updates on the status of each delivery. The Zippyy tracking dashboard is designed to be user-friendly and intuitive, making it easy for businesses to monitor their shipments and make informed decisions about their logistics strategies.

Zippyy Integrations

Zippyy's commitment to seamless integration with existing business systems is another key factor in its success. The company's platform is designed to integrate with a wide range of e-commerce platforms, order management systems, and enterprise resource planning (ERP) tools, enabling businesses to streamline their logistics operations and reduce the risk of errors and delays.

Competitive Pricing and Wide Coverage

One of the key advantages of choosing Zippyy as a logistics partner is its competitive pricing. The company offers rates that are up to 30% lower than those of its competitors, making it an attractive option for businesses looking to reduce their shipping costs without compromising on quality or reliability. Zippyy's wide coverage, which includes over 30,000 postal codes across India, ensures that businesses can reach their customers in even the most remote locations.

Customer-Centric Approach

At the heart of Zippyy's success is its customer-centric approach. The company is committed to delivering exceptional service and support to its clients, ensuring that their needs are met at every stage of the logistics process. Zippyy's dedicated customer support team is available 24/7 to assist businesses with any queries or concerns they may have, providing a level of service that is unmatched in the industry.

Sustainability and Social Responsibility

Zippyy is committed to promoting sustainability and social responsibility in the logistics sector. The company has implemented a range of initiatives aimed at reducing its environmental impact, including the use of eco-friendly packaging materials and the optimization of shipping routes to minimize carbon emissions. Zippyy also supports various social causes, including initiatives aimed at empowering underprivileged communities and promoting education and healthcare.

Conclusion

As the logistics sector in India continues to evolve and grow, Zippyy is well-positioned to lead the way in delivering innovative and cost-effective solutions. With its commitment to leveraging cutting-edge technology, providing exceptional customer service, and promoting sustainability and social responsibility, Zippyy is poised to become the top logistics company in India. Whether you are a small business looking to expand your reach or a large enterprise seeking to streamline your logistics operations, Zippyy has the expertise and resources to help you succeed.

[head-post]

Largest global IT outage in history did not affect Russia

A global technology outage caused by a software update from US cybersecurity company Crowdstrike caused chaos around the world on Friday, with flights suspended and healthcare, banking and ground transport systems facing major disruptions.

George Kurtz, president and CEO of Crowdstrike, said Friday morning that the company is “actively working with customers affected by a flaw discovered in one content update for Windows hosts” – a glitch that affected Microsoft users around the world. He also added:

“This is not a security incident or cyberattack. The issue has been identified, isolated, and a fix has been deployed. We refer customers to the support portal for the latest updates and will continue to provide complete and continuous updates on our website. We further recommend organisations ensure they’re communicating with CrowdStrike representatives through official channels. Our team is fully mobilised to ensure the security and stability of CrowdStrike customers.”

The Financial Times explained that Crowdstrike is “one of the world’s largest providers of “endpoint” security software, used by companies to monitor for security problems across a huge range of devices, from desktop PCs to checkout payment terminals.”

Troy Hunt, a security consultant, wrote on social media that “this will be the largest IT outage in history.” He also added:

“This is basically what we were all worried about with Y2K, except it’s actually happened this time.”

The impacts of the outage cascaded rapidly. Wired noted that “in the early hours of Friday, companies in Australia running Microsoft’s Windows operating system started reporting devices showing Blue Screens of Death (BSODs).” It continued:

“Shortly after, reports of disruptions started flooding in from around the world, including from the UK, India, Germany, the Netherlands, and the US: TV station Sky News went offline, and US airlines United, Delta, and American Airlines issued a “global ground stop” on all flights.”

The UK has been hit by a glitch

As The New York Times observed, the National Health Service in the United Kingdom “was crippled throughout the morning on Friday, as a number of hospitals and doctors offices lost access to their computer systems.”

Whitehall crisis officials were coordinating the response through the Cobra committee that deals with matters of national emergency or major disruption. Ministers were in touch with their sectors to tackle the fallout from the IT failure, and the transport secretary, Louise Haigh, said she was working “at pace with industry” after trains and flights were affected, The Guardian reported.

In the US, flights were grounded owing to communications problems that appear to be linked to the outage. American Airlines, Delta and United Airlines were among the carriers affected. Berlin airport temporarily halted all flights on Friday, while in Australia, Melbourne airport advised customers it was “experiencing a global technology issue which is impacting check-in procedures for some airlines.”

Global flight cancellations

There had been more than 1,000 flight cancellations worldwide so far due to the IT failure, according to the aviation analysis firm Cirium.

Long lines formed at airports in Asia as airlines lost access to check-in and booking services at a time when many travelers are heading away on summer vacations. News outlets in Australia — where telecommunications were severely affected — were pushed off air for hours. Hospitals and doctor’s offices had problems with their appointment systems, while banks in South Africa and New Zealand reported outages to their payment system or websites and apps.

At Hong Kong’s airport, Yvonne Lee, 24, said she only found out her flight to Phuket in Thailand was postponed to Saturday when she arrived at the airport, saying the way it was handled would “affect the image of Hong Kong’s airport very much.” Her already short five-day trip would now have to be further shortened, she said.

In India, Hong Kong and Thailand, many airlines were forced to manually check in passengers. An airline in Kenya was also reporting disruption.

Some athletes and spectators descending on Paris ahead of the Olympics were delayed as was the arrival of their uniforms and accreditations, but Games organisers said disruptions were limited and didn’t affect ticketing or the torch relay.

In Germany, Berlin-Brandenburg Airport halted flights for several hours due to difficulties in checking in passengers, while landings at Zurich airport were suspended and flights in Hungary, Italy and Turkey disrupted.

The Dutch carrier KLM said it had been “forced to suspend most” of its operations.

Amsterdam’s Schiphol Airport warned that the outage was having a “major impact on flights” to and from the busy European hub. The chaotic morning coincided with one of the busiest days of the year for Schiphol.

Israel said its hospitals and post office operations were disrupted.

In South Africa, at least one major bank said it was experiencing nationwide service disruptions as customers reported they were unable to make payments using their bank cards in stores. The New Zealand banks ASB and Kiwibank said their services were down as well.

Shipping was disrupted too: A major container hub in the Baltic port of Gdansk, Poland, the Baltic Hub, said it was battling problems resulting from the global system outage.

Russia was unaffected by the outage

Meanwhile, Russia was less affected by this outage, mainly due to sanctions, import substitution strategy and technological sovereignty.

The global IT failure of devices running the Windows 10 operating system did not affect the operation of Russian airports and airlines, with flights running as scheduled. There are no problems with the information systems of Russian Railways.

“Rosatom” reported that the systems of the concern “Rosenergoatom” work on “import-independent software,” so there are no problems in operation. The disruption in Microsoft’s work will not affect the operation of Russia’s energy system in any way, the agency said.

Read more HERE

[newstfionline]

Saturday, April 20, 2024

Young People Get Their News from TikTok. That’s a Huge Problem for Democrats. (CJR) Democrats are doing the most awkward TikTok dance. The House’s attempt to force TikTok’s Chinese parent company, ByteDance, to sell the social media behemoth to an American entity has put Democrats from President Biden on down in a tough spot. Most are now on record backing a bill that could shutter a fast-growing platform that’s most popular with the young voters they so badly need. TikTok users aren’t just kids mindlessly scrolling dance videos. Roughly one-third of Americans aged 18–29 regularly get their news from TikTok, the Pew Research Center found in a late 2023 survey. Overall, TikTok claims 150 million American users, almost half the US population.

Russia Builds New Asia Trade Routes (Bloomberg) Russia is pressing ahead with construction of two new transport corridors linking Asia and Europe, seeking to weaken sanctions over its war in Ukraine at the same time as Middle East turmoil is disrupting global trade. The shipping and rail networks via Iran and an Arctic sea passage could strengthen Moscow’s pivot toward Asian powerhouses China and India and away from Europe. They have potential to embed Russia at the heart of much of international trade even as the US and its allies are trying to isolate President Vladimir Putin over the war. The routes could cut 30%-50% off transit times compared to the Suez Canal and avoid security problems plaguing the Red Sea as Houthi rebels attack international shipping over Israel’s war against Hamas in Gaza.

An ISIS Terror Group Draws Half Its Recruits From Tiny Tajikistan (NYT) The mother of one of the suspects in the bloody attack on a concert hall near Moscow last month wept as she talked about her son. “We need to understand—who is recruiting young Tajiks, why do they want to highlight us as a nation of terrorists?” said the mother, Muyassar Zargarova. Many governments and terrorism experts are asking the same question. Tajik adherents of the Islamic State—especially within its affiliate in Afghanistan known as the Islamic State Khorasan Province (I.S.K.P.), or ISIS-K—have taken increasingly high-profile roles in a string of recent terrorist attacks. Over the last year alone, Tajiks have been involved in assaults in Russia, Iran and Turkey, as well as foiled plots in Europe. ISIS-K is believed to have several thousand soldiers, with Tajiks constituting more than half, experts said.

India’s Lok Sabha Election (1440) The world’s largest democratic elections begin in India today as nearly 1 billion voters head to the polls. Over the next six weeks, voters will determine the composition of the 543-member Lok Sabha, the lower house of India’s parliament responsible for nominating a prime minister. Prime Minister Narendra Modi and his Hindu-nationalist Bharatiya Janata Party are seeking a third consecutive term against a coalition of parties called the Indian National Developmental Inclusive Alliance. A simple majority of 272 seats is needed to rule for the five-year term—BJP won 303 seats last election. Economic concerns, particularly inflation and unemployment, are chief issues among voters. Modi, 73, is favored to win and maintains a 75% approval rating, particularly due to his government’s welfare programs and infrastructure projects.

Nearly half of China's major cities are sinking, researchers say (Reuters) Nearly half of China's major cities are suffering "moderate to severe" levels of subsidence, putting millions of people at risk of flooding especially as sea levels rise, according to a study of nationwide satellite data released on Friday. The authors of the paper, published by the journal Science, found 45% of China's urban land was sinking faster than 3 millimetres per year, with 16% at more than 10 mm per year, driven not only by declining water tables but also the sheer weight of the built environment. With China's urban population already in excess of 900 million people, "even a small portion of subsiding land in China could therefore translate into a substantial threat to urban life," said the team of researchers led by Ao Zurui of the South China Normal University. Subsidence already costs China more than 7.5 billion yuan ($1.04 billion) in annual losses, and within the next century, nearly a quarter of coastal land could actually be lower than sea levels, putting hundreds of millions of people at an even greater risk of inundation.

Iranians both nervous and relieved after narrow Israeli strike (Washington Post) An uneasy calm settled over Iran on Friday as residents took stock of Israel’s pre-dawn strike in the central province of Isfahan. The attack, which was narrow in scope, appeared aimed at de-escalating tensions, analysts and officials said, after a massive Iranian missile and drone attack against Israel last week. But Iranians in Isfahan, which hosts sensitive military and nuclear facilities, said the strike was a reminder of how close the country has come to an all-out war, after years in which Israel and Iran fought mainly in the shadows. Iranian officials and state media downplayed the attack, dismissing the strike as insignificant and saying the explosions reported in Isfahan, more than 200 miles south of Tehran, were from Iran’s air defenses intercepting drones. Israel has made no official public comment on the strike, and the primary target remained unclear. In Isfahan, a city famed for its ornate Islamic architecture, residents said life continued normally on Friday but that the streets were quieter than usual. The city is the third-largest in Iran with nearly 2 million residents.

Soldiers who lost limbs in Gaza fighting are finding healing on Israel’s amputee soccer team (AP) When Ben Binyamin was left for dead, his right leg blown off during the Hamas attack on the Tribe of Nova music festival, the Israeli professional soccer player thought he would never again play the game he loved. “When I woke up,” the 29-year-old said, “I felt I was going to spend the rest of my life in a wheelchair.” Then Binyamin learned about a chance to be “normal” again: Israel’s national amputee soccer team. “It’s the best thing in my life,” said 1st Sgt. Omer Glikstal of the team’s twice-weekly practices at a stadium in the Tel Aviv suburb of Ramat Gan. “It’s a very different game than I used to play, but in the end, it’s the same,” he said. Amputee soccer teams have six fielder players who are missing lower limbs; they play on crutches and without prosthetics. Each team has a goalkeeper with a missing upper extremity. The pitch is smaller than standard. At team practices, the Israeli players are undeterred by the absence of an arm or a leg. “We all have something in common. We’ve been through a lot of hard and difficult times. It unites us,” said Aviran Ohana.

Israel blames Gaza starvation on U.N. (CBS News) Under pressure from the U.S. and other allies to flood the Gaza Strip with humanitarian aid, Israel insists it’s doing everything it can, and it blames the United Nations for the starvation of thousands of Palestinians in the war-torn enclave. In a Wednesday morning social media post, the Israeli government said it had “scaled up our capabilities” and it included a video clip showing hundreds of white containers that it said were loaded with aid and waiting for collection inside Gaza. The United Nations says it’s not just about getting food into Gaza, but distributing it once it reaches the territory. U.N. aid agencies say those operations have been severely hindered by the almost total destruction of Gaza’s civilian infrastructure. Many roads have been blown up, along with health, water, sanitation and food production facilities. Humanitarian workers do what they can. The demand to fill bowl after bowl at emergency food distribution points is never ending. Still, a third of children under the age of two in Gaza are currently acutely malnourished, according to the U.N. children’s charity UNICE.

Drought Pushes Millions Into ‘Acute Hunger’ in Southern Africa (NYT) An estimated 20 million people in southern Africa are facing what the United Nations calls “acute hunger” as one of the worst droughts in more than four decades shrivels crops, decimates livestock and, after years of rising food prices brought on by pandemic and war, spikes the price of corn, the region’s staple crop. Malawi, Zambia and Zimbabwe have all declared national emergencies. It is a bitter foretaste of what a warming climate is projected to bring to a region that’s likely to be acutely affected by climate change, though scientists said on Thursday that the current drought is more driven by the natural weather cycle known as El Niño than by global warming. Its effects are all the more punishing because in the past few years the region had been hit by cyclones, unusually heavy rains and a widening outbreak of cholera.

A Little Bit of Dirt Is Good for You (NYT) Scientists have long known that a little dirt can be good for you. Research has suggested that people who grow up on farms, for instance, have lower rates of Crohn’s disease, asthma and allergies, likely because of their exposure to a diverse array of microbes. In the 1970s, scientists even found a soil-dwelling bacterium, called Mycobacterium vaccae, that has an anti-inflammatory effect on our brains, possibly both lowering stress and improving our immune response to it. When we’re touching soil or even just out in nature, “we’re breathing in a tremendous amount of microbial diversity,” said Christopher A. Lowry, a professor of integrative physiology at the University of Colorado Boulder. A recent Finnish experiment found that children attending urban day cares where a native “forest floor” had been planted had both a stronger immune system and a healthier microbiome than those attending day cares with gravel yards—and continued to have beneficial gut and skin bacteria two years later. It’s not just good for kids; adults can also benefit from exposure to soil-dwelling microbes, Dr. Lowry said. So this spring, make a little time to go outside and get grimy.

[hellsitesonlybookclub]

20k Leagues under the sea, Jules Verne

PART ONE

CHAPTER I

A SHIFTING REEF

The year 1866 was signalised by a remarkable incident, a mysterious and puzzling phenomenon, which doubtless no one has yet forgotten. Not to mention rumours which agitated the maritime population and excited the public mind, even in the interior of continents, seafaring men were particularly excited. Merchants, common sailors, captains of vessels, skippers, both of Europe and America, naval officers of all countries, and the Governments of several states on the two continents, were deeply interested in the matter.

For some time past, vessels had been met by “an enormous thing,” a long object, spindle-shaped, occasionally phosphorescent, and infinitely larger and more rapid in its movements than a whale.

The facts relating to this apparition (entered in various log-books) agreed in most respects as to the shape of the object or creature in question, the untiring rapidity of its movements, its surprising power of locomotion, and the peculiar life with which it seemed endowed. If it was a cetacean, it surpassed in size all those hitherto classified in science. Taking into consideration the mean of observations made at divers times,—rejecting the timid estimate of those who assigned to this object a length of two hundred feet, equally with the exaggerated opinions which set it down as a mile in width and three in length,—we might fairly conclude that this mysterious being surpassed greatly all dimensions admitted by the ichthyologists of the day, if it existed at all. And that it did exist was an undeniable fact; and, with that tendency which disposes the human mind in favour of the marvellous, we can understand the excitement produced in the entire world by this supernatural apparition. As to classing it in the list of fables, the idea was out of the question.

On the 20th of July, 1866, the steamer Governor Higginson, of the Calcutta and Burnach Steam Navigation Company, had met this moving mass five miles off the east coast of Australia. Captain Baker thought at first that he was in the presence of an unknown sandbank; he even prepared to determine its exact position, when two columns of water, projected by the inexplicable object, shot with a hissing noise a hundred and fifty feet up into the air. Now, unless the sandbank had been submitted to the intermittent eruption of a geyser, the Governor Higginson had to do neither more nor less than with an aquatic mammal, unknown till then, which threw up from its blow-holes columns of water mixed with air and vapour.

Similar facts were observed on the 23rd of July in the same year, in the Pacific Ocean, by the Columbus, of the West India and Pacific Steam Navigation Company. But this extraordinary cetaceous creature could transport itself from one place to another with surprising velocity; as, in an interval of three days, the Governor Higginson and the Columbus had observed it at two different points of the chart, separated by a distance of more than seven hundred nautical leagues.

Fifteen days later, two thousand miles farther off, the Helvetia, of the Compagnie-Nationale, and the Shannon, of the Royal Mail Steamship Company, sailing to windward in that portion of the Atlantic lying between the United States and Europe, respectively signalled the monster to each other in 42° 15′ N. lat. and 60° 35′ W. long. In these simultaneous observations they thought themselves justified in estimating the minimum length of the mammal at more than three hundred and fifty feet, as the Shannon and Helvetia were of smaller dimensions than it, though they measured three hundred feet over all.

Now the largest whales, those which frequent those parts of the sea round the Aleutian, Kulammak, and Umgullich islands, have never exceeded the length of sixty yards, if they attain that.

These reports arriving one after the other, with fresh observations made on board the transatlantic ship Pereire, a collision which occurred between the Etna of the Inman line and the monster, a procès verbal directed by the officers of the French frigate Normandie, a very accurate survey made by the staff of Commodore Fitz-James on board the Lord Clyde, greatly influenced public opinion. Light-thinking people jested upon the phenomenon, but grave practical countries, such as England, America, and Germany, treated the matter more seriously.

In every place of great resort the monster was the fashion. They sang of it in the cafés, ridiculed it in the papers, and represented it on the stage. All kinds of stories were circulated regarding it. There appeared in the papers caricatures of every gigantic and imaginary creature, from the white whale, the terrible “Moby Dick” of hyperborean regions, to the immense kraken whose tentacles could entangle a ship of five hundred tons, and hurry it into the abyss of the ocean. The legends of ancient times were even resuscitated, and the opinions of Aristotle and Pliny revived, who admitted the existence of these monsters, as well as the Norwegian tales of Bishop Pontoppidan, the accounts of Paul Heggede, and, last of all, the reports of Mr. Harrington (whose good faith no one could suspect), who affirmed that, being on board the Castillan, in 1857, he had seen this enormous serpent, which had never until that time frequented any other seas but those of the ancient “Constitutionnel.”

Then burst forth the interminable controversy between the credulous and the incredulous in the societies of savants and the scientific journals. “The question of the monster” inflamed all minds. Editors of scientific journals, quarrelling with believers in the supernatural, spilled seas of ink during this memorable campaign, some even drawing blood; for, from the sea-serpent they came to direct personalities.

For six months war was waged with various fortune in the leading articles of the Geographical Institution of Brazil, the Royal Academy of Science of Berlin, the British Association, the Smithsonian Institution of Washington, in the discussions of the “Indian Archipelago,” of the Cosmos of the Abbé Moigno, in the Mittheilungen of Petermann, in the scientific chronicles of the great journals of France and other countries. The cheaper journals replied keenly and with inexhaustible zest. These satirical writers parodied a remark of Linnæus, quoted by the adversaries of the monster, maintaining “that nature did not make fools,” and adjured their contemporaries not to give the lie to nature, by admitting the existence of krakens, sea-serpents, “Moby Dicks,” and other lucubrations of delirious sailors. At length an article in a well-known satirical journal by a favourite contributor, the chief of the staff, settled the monster, like Hippolytus, giving it the death-blow amidst an universal burst of laughter. Wit had conquered science.

During the first months of the year 1867 the question seemed buried, never to revive, when new facts were brought before the public. It was then no longer a scientific problem to be solved, but a real danger seriously to be avoided. The question took quite another shape. The monster became a small island, a rock, a reef, but a reef of indefinite and shifting proportions.

On the 5th of March, 1867, the Moravian, of the Montreal Ocean Company, finding herself during the night in 27° 30′ lat. and 72° 15′ long., struck on her starboard quarter a rock, marked in no chart for that part of the sea. Under the combined efforts of the wind and its four hundred horse-power, it was going at the rate of thirteen knots. Had it not been for the superior strength of the hull of the Moravian, she would have been broken by the shock and gone down with the 237 passengers she was bringing home from Canada.

The accident happened about five o’clock in the morning, as the day was breaking. The officers of the quarter-deck hurried to the after-part of the vessel. They examined the sea with the most scrupulous attention. They saw nothing but a strong eddy about three cables’ length distant, as if the surface had been violently agitated. The bearings of the place were taken exactly, and the Moravian continued its route without apparent damage. Had it struck on a submerged rock, or on an enormous wreck? they could not tell; but on examination of the ship’s bottom when undergoing repairs, it was found that part of her keel was broken.

This fact, so grave in itself, might perhaps have been forgotten like many others if, three weeks after, it had not been re-enacted under similar circumstances. But, thanks to the nationality of the victim of the shock, thanks to the reputation of the company to which the vessel belonged, the circumstance became extensively circulated.

The 13th of April, 1867, the sea being beautiful, the breeze favourable, the Scotia, of the Cunard Company’s line, found herself in 15° 12′ long. and 45° 37′ lat. She was going at the speed of thirteen knots and a half.

At seventeen minutes past four in the afternoon, whilst the passengers were assembled at lunch in the great saloon, a slight shock was felt on the hull of the Scotia, on her quarter, a little aft of the port-paddle.

The Scotia had not struck, but she had been struck, and seemingly by something rather sharp and penetrating than blunt. The shock had been so slight that no one had been alarmed, had it not been for the shouts of the carpenter’s watch, who rushed on to the bridge, exclaiming, “We are sinking! we are sinking!” At first the passengers were much frightened, but Captain Anderson hastened to reassure them. The danger could not be imminent. The Scotia, divided into seven compartments by strong partitions, could brave with impunity any leak. Captain Anderson went down immediately into the hold. He found that the sea was pouring into the fifth compartment; and the rapidity of the influx proved that the force of the water was considerable. Fortunately this compartment did not hold the boilers, or the fires would have been immediately extinguished. Captain Anderson ordered the engines to be stopped at once, and one of the men went down to ascertain the extent of the injury. Some minutes afterwards they discovered the existence of a large hole, of two yards in diameter, in the ship’s bottom. Such a leak could not be stopped; and the Scotia, her paddles half submerged, was obliged to continue her course. She was then three hundred miles from Cape Clear, and after three days’ delay, which caused great uneasiness in Liverpool, she entered the basin of the company.

The engineers visited the Scotia, which was put in dry dock. They could scarcely believe it possible; at two yards and a half below water-mark was a regular rent, in the form of an isosceles triangle. The broken place in the iron plates was so perfectly defined that it could not have been more neatly done by a punch. It was clear, then, that the instrument producing the perforation was not of a common stamp; and after having been driven with prodigious strength, and piercing an iron plate 1-3/8 inches thick, had withdrawn itself by a retrograde motion truly inexplicable.

Such was the last fact, which resulted in exciting once more the torrent of public opinion. From this moment all unlucky casualties which could not be otherwise accounted for were put down to the monster. Upon this imaginary creature rested the responsibility of all these shipwrecks, which unfortunately were considerable; for of three thousand ships whose loss was annually recorded at Lloyd’s, the number of sailing and steam ships supposed to be totally lost, from the absence of all news, amounted to not less than two hundred!

Now, it was the “monster” who, justly or unjustly, was accused of their disappearance, and, thanks to it, communication between the different continents became more and more dangerous. The public demanded peremptorily that the seas should at any price be relieved from this formidable cetacean.

CHAPTER II

PRO AND CON

At the period when these events took place, I had just returned from a scientific research in the disagreeable territory of Nebraska, in the United States. In virtue of my office as Assistant Professor in the Museum of Natural History in Paris, the French Government had attached me to that expedition. After six months in Nebraska, I arrived in New York towards the end of March, laden with a precious collection. My departure for France was fixed for the first days in May. Meanwhile, I was occupying myself in classifying my mineralogical, botanical, and zoological riches, when the accident happened to the Scotia.

I was perfectly up in the subject which was the question of the day. How could I be otherwise? I had read and re-read all the American and European papers without being any nearer a conclusion. This mystery puzzled me. Under the impossibility of forming an opinion, I jumped from one extreme to the other. That there really was something could not be doubted, and the incredulous were invited to put their finger on the wound of the Scotia.

On my arrival at New York the question was at its height. The hypothesis of the floating island, and the unapproachable sandbank, supported by minds little competent to form a judgment, was abandoned. And, indeed, unless this shoal had a machine in its stomach, how could it change its position with such astonishing rapidity?

From the same cause, the idea of a floating hull of an enormous wreck was given up.

There remained then only two possible solutions of the question, which created two distinct parties: on one side, those who were for a monster of colossal strength; on the other, those who were for a submarine vessel of enormous motive power.

But this last hypothesis, plausible as it was, could not stand against inquiries made in both worlds. That a private gentleman should have such a machine at his command was not likely. Where, when, and how was it built? and how could its construction have been kept secret? Certainly a Government might possess such a destructive machine. And in these disastrous times, when the ingenuity of man has multiplied the power of weapons of war, it was possible that, without the knowledge of others, a state might try to work such a formidable engine. After the chassepots came the torpedoes, after the torpedoes the submarine rams, then—the reaction. At least, I hope so.

But the hypothesis of a war machine fell before the declaration of Governments. As public interest was in question, and transatlantic communications suffered, their veracity could not be doubted. But, how admit that the construction of this submarine boat had escaped the public eye? For a private gentleman to keep the secret under such circumstances would be very difficult, and for a state whose every act is persistently watched by powerful rivals, certainly impossible.

After inquiries made in England, France, Russia, Prussia, Spain, Italy, and America, even in Turkey, the hypothesis of a submarine monitor was definitely rejected.

Upon my arrival in New York several persons did me the honour of consulting me on the phenomenon in question. I had published in France a work in quarto, in two volumes, entitled “Mysteries of the Great Submarine Grounds.” This book, highly approved of in the learned world, gained for me a special reputation in this rather obscure branch of Natural History. My advice was asked. As long as I could deny the reality of the fact, I confined myself to a decided negative. But soon, finding myself driven into a corner, I was obliged to explain myself categorically. And even “the Honourable Pierre Aronnax, Professor in the Museum of Paris,” was called upon by the New York Herald to express a definite opinion of some sort. I did something. I spoke, for want of power to hold my tongue. I discussed the question in all its forms, politically and scientifically; and I give here an extract from a carefully-studied article which I published in the number of the 30th of April. It ran as follows:—

“After examining one by one the different hypotheses, rejecting all other suggestions, it becomes necessary to admit the existence of a marine animal of enormous power.

“The great depths of the ocean are entirely unknown to us. Soundings cannot reach them. What passes in those remote depths—what beings live, or can live, twelve or fifteen miles beneath the surface of the waters—what is the organisation of these animals, we can scarcely conjecture. However, the solution of the problem submitted to me may modify the form of the dilemma. Either we do know all the varieties of beings which people our planet, or we do not. If we do not know them all—if Nature has still secrets in ichthyology for us, nothing is more conformable to reason than to admit the existence of fishes, or cetaceans of other kinds, or even of new species, of an organisation formed to inhabit the strata inaccessible to soundings, and which an accident of some sort, either fatastical or capricious, has brought at long intervals to the upper level of the ocean.

“If, on the contrary, we do know all living kinds, we must necessarily seek for the animal in question amongst those marine beings already classed; and, in that case, I should be disposed to admit the existence of a gigantic narwhal.

“The common narwhal, or unicorn of the sea, often attains a length of sixty feet. Increase its size fivefold or tenfold, give it strength proportionate to its size, lengthen its destructive weapons, and you obtain the animal required. It will have the proportions determined by the officers of the Shannon, the instrument required by the perforation of the Scotia, and the power necessary to pierce the hull of the steamer.

“Indeed, the narwhal is armed with a sort of ivory sword, a halberd, according to the expression of certain naturalists. The principal tusk has the hardness of steel. Some of these tusks have been found buried in the bodies of whales, which the unicorn always attacks with success. Others have been drawn out, not without trouble, from the bottoms of ships, which they had pierced through and through, as a gimlet pierces a barrel. The Museum of the Faculty of Medicine of Paris possesses one of these defensive weapons, two yards and a quarter in length, and fifteen inches in diameter at the base.

“Very well! suppose this weapon to be six times stronger and the animal ten times more powerful; launch it at the rate of twenty miles an hour, and you obtain a shock capable of producing the catastrophe required. Until further information, therefore, I shall maintain it to be a sea-unicorn of colossal dimensions, armed not with a halberd, but with a real spur, as the armoured frigates, or the ‘rams’ of war, whose massiveness and motive power it would possess at the same time. Thus may this puzzling phenomenon be explained, unless there be something over and above all that one has ever conjectured, seen, perceived, or experienced; which is just within the bounds of possibility.”

These last words were cowardly on my part; but, up to a certain point, I wished to shelter my dignity as Professor, and not give too much cause for laughter to the Americans, who laugh well when they do laugh.

I reserved for myself a way of escape. In effect, however, I admitted the existence of the “monster.” My article was warmly discussed, which procured it a high reputation. It rallied round it a certain number of partisans. The solution it proposed gave, at least, full liberty to the imagination. The human mind delights in grand conceptions of supernatural beings. And the sea is precisely their best vehicle, the only medium through which these giants (against which terrestrial animals, such as elephants or rhinoceroses, are as nothing) can be produced or developed.

The industrial and commercial papers treated the question chiefly from this point of view. The Shipping and Mercantile Gazette, the Lloyd’s List, the Packet-Boat, and the Maritime and Colonial Review, all papers devoted to insurance companies which threatened to raise their rates of premium, were unanimous on this point. Public opinion had been pronounced. The United States were the first in the field; and in New York they made preparations for an expedition destined to pursue this narwhal. A frigate of great speed, the Abraham Lincoln, was put in commission as soon as possible. The arsenals were opened to Commander Farragut, who hastened the arming of his frigate; but, as it always happens, the moment it was decided to pursue the monster, the monster did not appear. For two months no one heard it spoken of. No ship met with it. It seemed as if this unicorn knew of the plots weaving around it. It had been so much talked of, even through the Atlantic cable, that jesters pretended that this slender fly had stopped a telegram on its passage and was making the most of it.

So when the frigate had been armed for a long campaign, and provided with formidable fishing apparatus, no one could tell what course to pursue. Impatience grew apace, when, on the 2nd of July, they learned that a steamer of the line of San Francisco, from California to Shanghai, had seen the animal three weeks before in the North Pacific Ocean. The excitement caused by this news was extreme. The ship was revictualled and well stocked with coal.

Three hours before the Abraham Lincoln left Brooklyn pier, I received a letter worded as follows:—

“To M. ARONNAX, Professor in the Museum of Paris, Fifth Avenue Hotel, New York.

“SIR,—If you will consent to join the Abraham Lincoln in this expedition, the Government of the United States will with pleasure see France represented in the enterprise. Commander Farragut has a cabin at your disposal.

“Very cordially yours,                    

“J.B. HOBSON,          

“Secretary of Marine"

NEXT >>

[starlightshadowsworld]

Losing my shit that there's an "gentleman's club" in London.

Named after The East India Company.

For those of you that don't know, The East India Company was an English trading company.

Made so that British merchants could participate in the East Indian spice trade.

Though they were trading a lot more than spice. List includes cotton, silk, indigo, saltpeter, tea, and opium.

They also participated in the slave trade. Transporting enslaved people from Africa to work on plantations in Indonesia and India.

And it wasn't enough for them.

The Mughal Dynasty were the ones in power over India and were defeated by the British.

Where in which the East India Company, took over.

They wanted to control India because it had the largest economy in the world at the time.

They wanted to use India, use it's spices, use it's raw materials they couldn't get in Britain. They wanted to use it as a market for British goods.

The East India Company essentially ruled India from 1600 until 1858.

When their was a mutiny from the Indians, and control over India was given to the Crown.

In what was now called The British Raj.

And use it they did...

India was referred to as the “Jewel of the Crown” because it was the most prosperous British colony.

Aka the colony that they could drain for resources and use the people to serve them and on their behalf in world war 1 and 2.

And you know why India and Pakistan got granted independence?

It was because Britain had drained them dry.

They couldn't afford to own India.

So they tried to book it as fast as they could.

And much like Brexit, Britain couldn't leave without causing problems.

They got a guy who had never been to India to draw up maps to split the country in two.

One part for the Hindu majority Indians.

And the other for mostly Muslim Pakistan's.

They gave him 5 weeks to do it.

They had ruled over India for 200 years and gave them 5 weeks to sort shit out.

And it caused one of the largest forced mass migrations in modern history.

Leaving approximately 15 million people displaced and more than two million people killed.

With the british no longer in sight and leaving the people to deal with it.

When we say every Pakistani, every Indian has a partition story.

This is what we mean.

So yeah... Pretty fucked up thing to call your "gentleman's club."

[eninrac-consulting]

Hydrogen Market & Opportunity in India

Positive market momentum for hydrogen with 200+ projects announced globally – GW scale projects fast catching the pace as well

There has been a great buzz around entire H2 value chain projects across the globe with around 17 giga-scale production projects (i.e., >1 GW for renewable and over 200 thousand tons per annum of low-carbon hydrogen) already announced. Europe, Asia and Oceania are the leading regions comprising bulk of hydrogen value chain projects. With focus upon greener source of energy generation and reducing carbon emissions in transport projects it is quintessential to look H2 as a tenable alternative. 

Currently, of the total projects close to 55% are housed in Europe. However, the demand centers are spread well across not only in Europe but also in countries like that of Japan and South Korea. The focus for Asian countries lie upon the road transportation applications, green ammonia, LH2 & LOHC projects, while Europe seems to have championed multiple integrated hydrogen economy projects. The major driver has been the development in cross industry and policy co-operation from which India can draw a leaf in order to build an even environment for H2 development in the country.

Why green H2 is pegged as a game-changer in India?  

India has been no different when it comes to investments for H2 from the world in terms of sentiments to say the least. With companies like Reliance, Adani, IOCL and NTPC all geared up with ambitious green H2 plans, India certainly looks poised for a carbon free transition. Also, with National Hydrogen Mission the country aims to become the largest exporter and producer of green H2. Strategic collaborations, massive technological investments and ideal policy & regulatory interface for Indian firms is shaping the green H2 market in the country to acquire a fast pace by 2025. This shall be inline with projections that by 2050, 3/4th of all the hydrogen produced shall be green produced by renewable energy and electrolysis. 

For India, the scene shall be dominated by low-cost renewable projects like solar PV electrolysis or wind-based electrolysis could see the green hydrogen cost as low as $1.5/kg to $2.3/kg which shall increase the competitiveness by 2030, respectively. Thus, India shall be the destination next for global investments for green hydrogen projects.

https://store.eninrac.com/reports/hydrogen-market-and-opportunity-in-india

[20k-leagues-speedrun]

CHAPTER I A SHIFTING REEF

The year 1866 was signalised by a remarkable incident, a mysterious and puzzling phenomenon, which doubtless no one has yet forgotten. Not to mention rumours which agitated the maritime population and excited the public mind, even in the interior of continents, seafaring men were particularly excited. Merchants, common sailors, captains of vessels, skippers, both of Europe and America, naval officers of all countries, and the Governments of several states on the two continents, were deeply interested in the matter.

For some time past, vessels had been met by “an enormous thing,” a long object, spindle-shaped, occasionally phosphorescent, and infinitely larger and more rapid in its movements than a whale.

The facts relating to this apparition (entered in various log-books) agreed in most respects as to the shape of the object or creature in question, the untiring rapidity of its movements, its surprising power of locomotion, and the peculiar life with which it seemed endowed. If it was a cetacean, it surpassed in size all those hitherto classified in science. Taking into consideration the mean of observations made at divers times,—rejecting the timid estimate of those who assigned to this object a length of two hundred feet, equally with the exaggerated opinions which set it down as a mile in width and three in length,—we might fairly conclude that this mysterious being surpassed greatly all dimensions admitted by the ichthyologists of the day, if it existed at all. And that it did exist was an undeniable fact; and, with that tendency which disposes the human mind in favour of the marvellous, we can understand the excitement produced in the entire world by this supernatural apparition. As to classing it in the list of fables, the idea was out of the question.

On the 20th of July, 1866, the steamer Governor Higginson, of the Calcutta and Burnach Steam Navigation Company, had met this moving mass five miles off the east coast of Australia. Captain Baker thought at first that he was in the presence of an unknown sandbank; he even prepared to determine its exact position, when two columns of water, projected by the inexplicable object, shot with a hissing noise a hundred and fifty feet up into the air. Now, unless the sandbank had been submitted to the intermittent eruption of a geyser, the Governor Higginson had to do neither more nor less than with an aquatic mammal, unknown till then, which threw up from its blow-holes columns of water mixed with air and vapour.

Similar facts were observed on the 23rd of July in the same year, in the Pacific Ocean, by the Columbus, of the West India and Pacific Steam Navigation Company. But this extraordinary cetaceous creature could transport itself from one place to another with surprising velocity; as, in an interval of three days, the Governor Higginson and the Columbus had observed it at two different points of the chart, separated by a distance of more than seven hundred nautical leagues.

Fifteen days later, two thousand miles farther off, the Helvetia, of the Compagnie-Nationale, and the Shannon, of the Royal Mail Steamship Company, sailing to windward in that portion of the Atlantic lying between the United States and Europe, respectively signalled the monster to each other in 42° 15′ N. lat. and 60° 35′ W. long. In these simultaneous observations they thought themselves justified in estimating the minimum length of the mammal at more than three hundred and fifty feet, as the Shannon and Helvetia were of smaller dimensions than it, though they measured three hundred feet over all.

Now the largest whales, those which frequent those parts of the sea round the Aleutian, Kulammak, and Umgullich islands, have never exceeded the length of sixty yards, if they attain that.

These reports arriving one after the other, with fresh observations made on board the transatlantic ship Pereire, a collision which occurred between the Etna of the Inman line and the monster, a procès verbal directed by the officers of the French frigate Normandie, a very accurate survey made by the staff of Commodore Fitz-James on board the Lord Clyde, greatly influenced public opinion. Light-thinking people jested upon the phenomenon, but grave practical countries, such as England, America, and Germany, treated the matter more seriously.

In every place of great resort the monster was the fashion. They sang of it in the cafés, ridiculed it in the papers, and represented it on the stage. All kinds of stories were circulated regarding it. There appeared in the papers caricatures of every gigantic and imaginary creature, from the white whale, the terrible “Moby Dick” of hyperborean regions, to the immense kraken whose tentacles could entangle a ship of five hundred tons, and hurry it into the abyss of the ocean. The legends of ancient times were even resuscitated, and the opinions of Aristotle and Pliny revived, who admitted the existence of these monsters, as well as the Norwegian tales of Bishop Pontoppidan, the accounts of Paul Heggede, and, last of all, the reports of Mr. Harrington (whose good faith no one could suspect), who affirmed that, being on board the Castillan, in 1857, he had seen this enormous serpent, which had never until that time frequented any other seas but those of the ancient “Constitutionnel.”

Then burst forth the interminable controversy between the credulous and the incredulous in the societies of savants and the scientific journals. “The question of the monster” inflamed all minds. Editors of scientific journals, quarrelling with believers in the supernatural, spilled seas of ink during this memorable campaign, some even drawing blood; for, from the sea-serpent they came to direct personalities.

For six months war was waged with various fortune in the leading articles of the Geographical Institution of Brazil, the Royal Academy of Science of Berlin, the British Association, the Smithsonian Institution of Washington, in the discussions of the “Indian Archipelago,” of the Cosmos of the Abbé Moigno, in the Mittheilungen of Petermann, in the scientific chronicles of the great journals of France and other countries. The cheaper journals replied keenly and with inexhaustible zest. These satirical writers parodied a remark of Linnæus, quoted by the adversaries of the monster, maintaining “that nature did not make fools,” and adjured their contemporaries not to give the lie to nature, by admitting the existence of krakens, sea-serpents, “Moby Dicks,” and other lucubrations of delirious sailors. At length an article in a well-known satirical journal by a favourite contributor, the chief of the staff, settled the monster, like Hippolytus, giving it the death-blow amidst an universal burst of laughter. Wit had conquered science.

During the first months of the year 1867 the question seemed buried, never to revive, when new facts were brought before the public. It was then no longer a scientific problem to be solved, but a real danger seriously to be avoided. The question took quite another shape. The monster became a small island, a rock, a reef, but a reef of indefinite and shifting proportions.

On the 5th of March, 1867, the Moravian, of the Montreal Ocean Company, finding herself during the night in 27° 30′ lat. and 72° 15′ long., struck on her starboard quarter a rock, marked in no chart for that part of the sea. Under the combined efforts of the wind and its four hundred horse-power, it was going at the rate of thirteen knots. Had it not been for the superior strength of the hull of the Moravian, she would have been broken by the shock and gone down with the 237 passengers she was bringing home from Canada.

The accident happened about five o’clock in the morning, as the day was breaking. The officers of the quarter-deck hurried to the after-part of the vessel. They examined the sea with the most scrupulous attention. They saw nothing but a strong eddy about three cables’ length distant, as if the surface had been violently agitated. The bearings of the place were taken exactly, and the Moravian continued its route without apparent damage. Had it struck on a submerged rock, or on an enormous wreck? they could not tell; but on examination of the ship’s bottom when undergoing repairs, it was found that part of her keel was broken.

This fact, so grave in itself, might perhaps have been forgotten like many others if, three weeks after, it had not been re-enacted under similar circumstances. But, thanks to the nationality of the victim of the shock, thanks to the reputation of the company to which the vessel belonged, the circumstance became extensively circulated.

The 13th of April, 1867, the sea being beautiful, the breeze favourable, the Scotia, of the Cunard Company’s line, found herself in 15° 12′ long. and 45° 37′ lat. She was going at the speed of thirteen knots and a half.

At seventeen minutes past four in the afternoon, whilst the passengers were assembled at lunch in the great saloon, a slight shock was felt on the hull of the Scotia, on her quarter, a little aft of the port-paddle.

The Scotia had not struck, but she had been struck, and seemingly by something rather sharp and penetrating than blunt. The shock had been so slight that no one had been alarmed, had it not been for the shouts of the carpenter’s watch, who rushed on to the bridge, exclaiming, “We are sinking! we are sinking!” At first the passengers were much frightened, but Captain Anderson hastened to reassure them. The danger could not be imminent. The Scotia, divided into seven compartments by strong partitions, could brave with impunity any leak. Captain Anderson went down immediately into the hold. He found that the sea was pouring into the fifth compartment; and the rapidity of the influx proved that the force of the water was considerable. Fortunately this compartment did not hold the boilers, or the fires would have been immediately extinguished. Captain Anderson ordered the engines to be stopped at once, and one of the men went down to ascertain the extent of the injury. Some minutes afterwards they discovered the existence of a large hole, of two yards in diameter, in the ship’s bottom. Such a leak could not be stopped; and the Scotia, her paddles half submerged, was obliged to continue her course. She was then three hundred miles from Cape Clear, and after three days’ delay, which caused great uneasiness in Liverpool, she entered the basin of the company.

The engineers visited the Scotia, which was put in dry dock. They could scarcely believe it possible; at two yards and a half below water-mark was a regular rent, in the form of an isosceles triangle. The broken place in the iron plates was so perfectly defined that it could not have been more neatly done by a punch. It was clear, then, that the instrument producing the perforation was not of a common stamp; and after having been driven with prodigious strength, and piercing an iron plate 1-3/8 inches thick, had withdrawn itself by a retrograde motion truly inexplicable.

Such was the last fact, which resulted in exciting once more the torrent of public opinion. From this moment all unlucky casualties which could not be otherwise accounted for were put down to the monster. Upon this imaginary creature rested the responsibility of all these shipwrecks, which unfortunately were considerable; for of three thousand ships whose loss was annually recorded at Lloyd’s, the number of sailing and steam ships supposed to be totally lost, from the absence of all news, amounted to not less than two hundred!

Now, it was the “monster” who, justly or unjustly, was accused of their disappearance, and, thanks to it, communication between the different continents became more and more dangerous. The public demanded peremptorily that the seas should at any price be relieved from this formidable cetacean.

[zippyy69]

Zippyy: The Top Logistics Company in India Driving Innovation in the Shipping Industry

In the dynamic landscape of logistics in India, Zippyy has emerged as a frontrunner, redefining the standards of efficiency and innovation within the logistics sector. As a top logistics company in India, Zippyy is not only focused on delivering exceptional services but is also committed to driving technological advancements that enhance the shipping experience for businesses and consumers alike. This article explores how Zippyy is transforming the logistics industry in India, its competitive advantages, and the future of logistics in the country.

The Importance of the Logistics Sector in India

The logistics industry in India is a vital component of the economy, contributing significantly to the GDP and employment. With a market size of approximately USD 274 billion in 2022, it is projected to grow at a compound annual growth rate (CAGR) of 9.4%, reaching USD 563 billion by 2030. The logistics sector in India is characterized by its complexity, with various players involved in transportation, warehousing, and distribution.

Key Challenges in the Logistics Industry

Despite its growth potential, the logistics industry in India faces several challenges, including:

High Logistics Costs: Logistics costs in India account for about 14% of the GDP, which is higher than the global average. This necessitates the need for efficient logistics solutions to reduce expenses and improve competitiveness.

Infrastructure Deficiencies: Inadequate infrastructure, such as poor road conditions and limited access to transportation facilities, hampers the efficiency of logistics operations.

Regulatory Hurdles: The logistics sector is often burdened by complex regulations that can lead to delays and increased costs.

Zippyy: A Leader in Innovation

Zippyy has positioned itself as a top logistics company in India by leveraging technology and innovative practices to address the challenges faced by the logistics sector. Here are some of the ways Zippyy is driving innovation:

Advanced Technology Integration

Zippyy utilizes cutting-edge technologies, including Artificial Intelligence (AI) and Machine Learning (ML), to enhance its logistics operations. These technologies enable the company to:

Optimize Routes: By analyzing traffic patterns and weather conditions, Zippyy can determine the most efficient delivery routes, reducing transit times and costs.

Predict Demand: AI algorithms help Zippyy anticipate fluctuations in demand, allowing for better inventory management and resource allocation.

Real-Time Tracking: Zippyy offers real-time tracking capabilities, providing customers with visibility into their shipments and enhancing the overall customer experience.

Comprehensive E-commerce Shipping Solutions

As e-commerce continues to thrive in India, Zippyy has tailored its services to meet the unique needs of online businesses. The company provides a range of e-commerce shipping solutions, including:

Same-Day and Next-Day Delivery: Zippyy's efficient logistics network allows for rapid delivery options, catering to the growing consumer demand for quick shipping.

Cash on Delivery (COD): Recognizing the popularity of COD in India, Zippyy offers this payment option to enhance customer convenience.

Returns Management: Zippyy simplifies the returns process for e-commerce businesses, providing hassle-free solutions for handling returns and exchanges.

Competitive Advantages of Zippyy

Zippyy stands out among the largest transport companies in India due to its unique competitive advantages:

Unbeatable Rates

One of the primary reasons businesses choose Zippyy as their logistics partner is its cost-effectiveness. The company claims to reduce shipping costs by up to 30%, allowing businesses to optimize their logistics expenses without compromising on service quality. This cost advantage is particularly beneficial for small and medium-sized enterprises (SMEs) looking to compete in the market.

Extensive Network Coverage

Zippyy's logistics network spans over 30,000 postal codes across India, ensuring that businesses can reach their customers efficiently. Additionally, Zippyy's worldwide coverage allows companies to expand their reach beyond domestic markets, tapping into global opportunities.

Customer-Centric Approach

Zippyy prides itself on its customer-centric approach, offering personalized solutions tailored to meet the specific needs of each client. The company's dedicated support team works closely with businesses to understand their logistics requirements and provide customized solutions that enhance operational efficiency.

Zippyy as a Shiprocket Alternative

In the competitive logistics landscape, Zippyy serves as a viable alternative to Shiprocket, particularly for e-commerce businesses seeking reliable shipping logistics companies. Zippyy's comprehensive suite of services, advanced technology integration, and commitment to customer satisfaction make it a strong contender in the logistics industry.

Seamless Integration with E-commerce Platforms

Zippyy offers seamless integration with popular e-commerce platforms, allowing businesses to manage their logistics operations efficiently. This integration simplifies order processing, shipment tracking, and returns management, enabling e-commerce businesses to focus on growth while Zippyy handles the logistics.

The Future of Logistics in India

The logistics industry in India is poised for significant growth, driven by technological advancements and changing consumer expectations. As a top logistics company in India, Zippyy is well-positioned to lead this transformation by embracing emerging trends and innovations.

Emphasis on Sustainability

With increasing awareness of environmental issues, the logistics sector is shifting towards more sustainable practices. Zippyy is committed to reducing its carbon footprint by optimizing transportation routes, utilizing eco-friendly packaging, and exploring alternative fuel options for its fleet.

Automation and Robotics

The rise of automation and robotics in logistics is set to revolutionize the industry. Zippyy is exploring the use of automated systems for warehousing and last-mile delivery, enhancing operational efficiency and reducing labor costs.

Enhanced Last-Mile Delivery Solutions

Last-mile delivery remains a critical component of the logistics process, and Zippyy is investing in innovative solutions to improve this aspect of its operations. By leveraging technology and local partnerships, Zippyy aims to ensure timely and reliable deliveries, particularly in urban areas.

Conclusion

Zippyy has established itself as a top logistics company in India, driving innovation and efficiency in the shipping industry. With its commitment to advanced technology, comprehensive e-commerce shipping solutions, and unbeatable rates, Zippyy is well-equipped to meet the evolving needs of businesses in the logistics sector in India.

As the logistics industry continues to grow and adapt, Zippyy's proactive approach and customer-centric focus position it as a leader in the market. Businesses seeking reliable logistics partners can trust Zippyy to provide the solutions they need to thrive in an increasingly competitive landscape. With Zippyy at the helm, the future of logistics in India looks promising, paving the way for enhanced efficiency, sustainability, and customer satisfaction.

[manidhanush]

Automobiles

automobile, byname auto, also called motorcar or car, a usually four-wheeled vehicle designed primarily for passenger transportation and commonly propelled by an internal-combustion engine using a volatile fuel.

Career in Automobile

The job profiles that Automobile Engineers are offered by Indian and International automotive companies are: Mechanical Design Engineer. Senior Production Engineer. Automobile Designer.

Introduction of Automobiles

The Automobile was invented by Karl Benz in 1885. This was a three-wheeled vehicle, patented under the name 'Benz Patent-Motorwagen'. At the same time another inventors 'Gattieb Daimler' and 'Wilhelm Maybach' from Germany got their patent filed for a motorcycle

Automobile Industry in India

Currently, the automobile industry contributes 7.1% of India's GDP and 49% of its manufacturing GDP. The EV market is expected to grow at CAGR of 49% between 2022-2030 and is expected to hit 10 Mn-unit annual sales by 2030. The EV industry will create 50 Mn direct and indirect jobs by 2030. The automotive industry comprises a wide range of companies and organizations involved in the design, development, manufacturing, marketing, selling, repairing, and modifying of motor vehicles. It is one of the world's largest industries by revenue (from 16 % such as in France up to 40 % to countries like Slovakia).

[tatatechnologies]

Celebrating India’s EV Journey

Today is World EV Day. The day is observed every year with special awareness campaigns being organized globally to educate people about the benefits of electric vehicles.

While China is the world’s largest EV market, India is the second largest and most promising. Driven by incentives by the Centre and the states, the adoption of EVs is gaining momentum. India’s EV sector is attracting increasing investments in battery technology, charging infrastructure and product options. Some of the biggest brands in the EV space include Tata Nexon in cars, the Mahindra Treo in three-wheelers and Hero Electric and Ola in scooters. In addition, there are a whole lot of startups that are working on various aspects of the EV eco-system.

In this article, Autocar Professional takes you through India’s EV landscape with leaders in the segment commenting on sustainable mobility and a zero-emission future.

Meanwhile, a recent study by Castrol study has highlighted key insights on EV readiness for markets, carmakers, and consumers. Its global survey ‘Switching ON the rEVolution’ covering 10,000 consumers and 100 leaders from car manufacturers in 10 key global markets, including India suggests that 44 percent of consumers surveyed in India are considering an EV for their next vehicle purchase while 55 percent are still considering an ICE vehicle.

Shailesh Chandra, MD, Tata Motors Passenger Vehicles and Tata Passenger Electric Mobility

World EV Day is indeed a special day for us, as we look back and reflect on our journey so far. We are proud to lead the EV market in India, with a lion’s share of 88 percent. As early entrants, we have shaped the market and seen it grow with Nexon EV and Tigor EV. We have over 40,000 Tata EVs plying on road. We have also established Tata UniEVerse, a one of its kind EV ecosystem, which is further propelling the EV adoption.

Santosh Iyer, VP-Sales & Marketing, Mercedes-Benz India

Mercedes-Benz Indian has a very aggressive EV roadmap for the Indian market with three new luxury EVs. We pioneered luxury EVs in India with the EQC in 2020, which received good response from the early adopters in the luxury segment. EQC’s acceptability and market success set the ground for other brands to foray into the luxury EV segment.

Suman Mishra, Mahindra Electric Mobility

We celebrate India’s electrification journey. At Mahindra Last Mile Mobility, we are committed to promoting sustainable motoring with zero emission products. I am confident that with our collective efforts, we can enable a green and smarter tomorrow for India.

Warren Harris, CEO, Tata Technologies

Tata Technologies’ vision of Engineering a better world embodies our commitment to providing sustainable solutions especially in the rapidly growing Electric Vehicle Market. The transition to EV is also an opportunity and would also be synonymous with a move to connected vehicles enabled by ADAS and digital customer experience solutions. Tata Technologies offers end-to-end solutions for engineering, manufacturing support, and customer experience solutions for EVs globally. We have developed an elaborate EV ecosystem through alliances and partnerships across the world, including an alliance with MIH Consortium which enables us to leverage the EV ecosystem to deliver best value for our Customers.

Nagesh Basavanhalli, Executive Vice Chairman, Greaves Cotton

Greaves Electric Mobility owned Ampere is one of the fastest growing electric two-wheeler brands in the Country while the company also operates/owns the rapidly growing e-rickshaw brand Ele (Bestway) and the Teja (MLR Auto) range of L5 category three wheelers. Together the portfolio offers a strong value proposition to electrifying the way people and goods move across our country.

Mahesh Babu, CEO, Switch Mobility India, COO, Switch Mobility

To meet India’s global commitment to become Net Zero by 2070, we need to prioritize not just public transport, but public transport with zero tailpipe emissions. Electric buses are clearly the best and obvious solution to accelerate decarbonisation with increasing mass mobility. It is this imperative that guides us at Switch Mobility — to help India attain its ambitious Net Zero target by offering the society with smart, clean mass mobility solutions that are also technologically advanced, safe and comfortable for passengers. Our vision is to transform mass mobility across cities and highways, and bring about a clean revolution in the way people travel. I take the opportunity on World EV Day 2022 to invite partners and people who share the same vision to jointly achieve this critical transition.

Balbir Singh Dhillon, Head of Audi

We have installed 100+ chargers pan-India and 16 high-speed 50kW chargers across our dealerships located across strategic highways within the country. In line with our global plans to be all-electric by 2033, we are aiming to achieve about 15 percent of our India sales from EVs by 2025–2026. It’s time we start to care for the climate. I think the sooner we realise we are responsible for it, the better it is for all.

Read More: https://www.tatatechnologies.com/en/media-center/celebrating-indias-ev-journey/

[dutifullycoralcollector]

Refrigerated vans Market Growth Scope Assessment Till 2027

The refrigerated vans market refers to the market for vans that are equipped with refrigeration units to transport perishable goods at a controlled temperature. Refrigerated vans are used to transport a wide range of products, including food and beverages, pharmaceuticals, and other temperature-sensitive goods.

The primary driver of the refrigerated vans market is the growing demand for temperature-controlled logistics services. With the increasing demand for fresh and perishable products, there is a need for efficient and reliable transportation systems to ensure the products reach their destination in optimal condition.

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Another factor driving the market is the increasing demand for online grocery delivery services. Online grocery shopping has become increasingly popular in recent years, and refrigerated vans are an essential component of the logistics chain for these services.

The market for refrigerated vans is highly competitive and is dominated by a few major players. Some of the key players in the market include Daimler AG, Ford Motor Company, General Motors Company, and Renault SA.

In terms of geography, North America and Europe are currently the largest markets for refrigerated vans, primarily due to the well-established logistics infrastructure in these regions. However, the market in Asia Pacific is expected to grow at a significant rate in the coming years due to the increasing demand for fresh and perishable products and the growing e-commerce industry in countries such as China and India.

Overall, this is expected to continue to grow in the coming years due to the increasing demand for temperature-controlled logistics services and the growing e-commerce industry. However, the market may face challenges due to the high cost of refrigerated vans and the need for strict regulatory compliance for the transportation of temperature-sensitive goods.

[logisticsandtransportation]

Location Infrastructure: The Future of Logistics

Modern consumers seek things that are both reasonably priced and easily accessible at any time in today's globalized and connected culture. Supply chains must be dependable and robust for this.

The weakest connection in supply chains determines how robust the network is, and as recent years have shown, transportation is typically that weak link. Logistics is the more accessible and more effective transportation and management of a complicated activity. In business, logistics is the movement of goods from their origin to their final destination to satisfy the demands of clients or companies.

Some companies use drones for international courier services and ocean freight forwarding services. This will reduce the time it takes to deliver packages from days to hours. Therefore, businesses can deliver the value consumers want without blowing their budgets on transportation logistics or impeding the flow of commodities vital to the global economy.

Opportunity in India

One of the largest in the world in terms of logistics, India offers a substantial market opportunity. The industry, which includes transportation, warehousing, and other supply-chain solutions spanning from the suppliers to the end customers, logistics as an industry is essential for the nation's economic progress.

Role of Technology

Society is evolving thanks to technology. The world is heading toward automation in a big way, and businesses are less and less interested in activities that need physical labour or human interaction.

Technology enhances interconnections between various industries and companies by meeting client requests and facilitating effective business tactics that increase revenue and lessen rivalry. The logistics sector has been significantly touched by technology.

Several technologies are altering the future of the logistics sector.

Automation

Automation enhances a machine's productivity by utilizing data from software to produce the best outcomes with high precision. Automation benefits everything from better package labelling to effective warehouse sorting systems and quick deliveries. Future leaders in logistics will be the companies that use automation first.

Systems for tracking shipments

Users can keep an eye on and track their shipments by using it. It offers customer account information on the consignment assigned to them, customized reports, and notifications for shipments and messages. These systems improve the user experience.

Internet of Things (IoT)

The Internet of Things (IoT) is a network where physical things are implanted with microchips and software to enable communication with other devices. The logistics sector has been utilizing IoT devices to gather data, lessen superfluous duties, and streamline processes.

Radio waves are used by Radio Frequency Identification (RFID) RFID to read data stored in RFID tags or smart labels. These radio waves assist in locating, identifying, and communicating with both people and objects.

An antenna, an RFID tag, and an RFID reader make up an RFID system. An integrated circuit and an antenna make up RFID tags, which transmit data to an RFID reader (also known as an interrogator).

The reader assists in converting the radio waves into more meaningful data. The operating systems get the information received from tags through a communication interface, which is then saved in a database and later processed for analysis.

Automated vehicles and drones

Drones could soon be used to deliver our orders thanks to technology. We can already see autonomous trucks on the road in the next few years.

GPS accuracy was improved

In the past, printed maps were utilized to navigate distant locations, but with the advancement of technology, today, cars come equipped with GPS. These gadgets' accuracy has dramatically improved over the years, which has helped disgruntled and lost drivers and the supply chain. By tracking the whereabouts of trucks and facilitating a simple route thanks to access to up-to-date traffic information, GPS's high precision enables higher production and delighted consumers.

Social media

The power of social media is enhancing operations and the logistics sector as a whole. These platforms are increasingly the simplest and most effective means for businesses to interact with customers and swiftly disseminate important information, market news, and client feedback.

Blockchain

Blockchain has a lot to offer the logistics sector. Automating the process, minimizing paperwork, and improving inventory transparency and traceability, enables businesses to operate more efficiently. Since all data is exchanged from the manufacturing site until it reaches the end user, supply chains are more secure.

Robotics

Like automated devices, robots are made to carry out human activities. It performs human movements and tasks and has a human appearance. The logistics sector can benefit from this feature. The logistics sector has found it challenging to meet market demand due to the massive growth of e-commerce, a problem that robotics has resolved. In addition to taking less time than people, it is also more productive.

Conclusion

The global supply chain's productivity has increased thanks to technology, which has also decreased expenses and errors. Transportation, international courier service transportation (by sea and air), supply chain management, and shipment tracking are examples of how the logistics industries have benefited. Many businesses offer solutions to the logistics sector to make their jobs easier. This company is making great future benefits for its clients.

[mariacallous]

The United States banned Russian crude oil imports months ago, and Russian ships are banned from U.S., British, and EU ports. On Dec. 5, the European Union’s sanctions on Russian crude come into effect. But Greek and other European shipping companies are currently—and legally—helping Russian exporters get their oil to the desired destination.

What’s more, a growing ghost fleet of ships that officially don’t exist and cannot, as a result, be traced or investigated is transporting sanctioned Russian goods around the world, just as it was already transporting banned Iranian, Venezuelan, and North Korean commodities. The ghost fleet is likely to grow as the EU’s oil sanctions kick in. That seriously undermines the sanctions—and creates risks on the high seas.

In May, Lloyd’s List Intelligence, which monitors global shipping, began noticing an odd pattern at the Russian ports of Ust-Luga, Primorsk, Novorossiysk, and St. Petersburg. Of the 204 large tankers departing the ports between the 1st and the 26th of that month, 58 belonged to Sovcomflot, the Russian shipping giant. But many more of the oil tankers—79—were Greek owned. “A vast increase in voyages to India, Turkey and China indicate where the cargo, normally bound for North America and Western Europe, is now going,” Lloyd’s noted in a subsequent report.

During the same month, the research outfit observed seven other large oil tankers leaving the waters off the Greek city of Kalamata and the Maltese cities of Marsaxlokk and Marsaskala and then heading to India, China, and the United Arab Emirates. They had been loaded with Russian oil by smaller tankers traveling from the Black Sea ports of Novorossiysk, Tuapse, and Taman, Lloyd’s found. Greek vessels and ports are, in other words, helping Russia export its oil.

But, as Richard Meade of Lloyd’s List Intelligence pointed out, “there’s nothing illegal about what the Greek ports and shipping companies are doing. It’s just a shift in trade due to restrictions, and the Greek companies are not doing it in a clandestine way. But when the rules change, they won’t be able to do what they’re doing today.” That change will occur on Dec. 5, when the EU’s ban on Russian crude comes into effect, and Feb. 5, when its ban on refined Russian petroleum products does so.

Although the EU banned Russian vessels at the end of May, Russian oil can still be delivered to the EU on tankers owned or flagged in other countries. This appears to be where Greece’s large shipping industry has spotted an opportunity. Indeed, the fact that traders are now rushing to fill up on Russian oil suggests that the time lapse between the planned-sanctions announcement in October and their coming into effect may have turned into a grace period for companies and countries wanting a bit more of the black gold.

“What the Greek tonnage is transporting is oil that has been already contracted and is fully approved by the EU. … It’s something that our countries desperately need,” Greek shipowner Evangelos Marinakis told the industry publication TradeWinds in July, after Ukrainian President Volodymyr Zelensky told a Greek economic conference that Greek shipping companies were “providing almost the largest tanker fleet for the transportation of Russian oil.” But now that grace period is closing. On Nov. 21, the U.S. government announced that it too will ban the maritime transport of Russian crude from Dec. 5. U.K. sanctions on Russian oil and oil products also come into effect on that date.

Those bans, though, are likely to accelerate another growing maritime trend: illegal shipping by vessels that officially don’t exist. In recent years, a whole new fleet of ghost vessels has joined the world’s official fleet of vessels. Unlike the officially existing vessels—which are registered in a flag state (most often Panama, Liberia, or the Marshall Islands), have an International Maritime Organization (IMO) tracking number, and are covered by commercial insurance—the ghost vessels are not registered with a flag state or the IMO and don’t have commercial insurance.

That puts them in a different category from the Greek tankers, which are shipping Russian oil in the very public manner in which most shipping is conducted. Such vessels are registered with a flag state and the IMO; their owners, managers, and crews are documented; and they’re commercially insured. The shadow vessels, by contrast, officially don’t exist.

To further hide their existence, they frequently turn off their AIS—the maritime equivalent of GPS—so authorities that might want to monitor them can’t see them. “What we’ve got today is a subterfuge fleet operating internationally, about 200 vessels, with very little oversight from international bodies, with an infrastructure that supports it,” Meade told me.

“Today we’re seeing new shipping companies being created in the same way we saw after Iranian, Venezuelan, North Korean sanctions. Back when sanctions were first imposed on Iran, vessels would turn off their AIS and go dark, then turn up somewhere else, and that has evolved to where we are today.” Indeed, every time new sanctions are imposed, crafty parts of the shipping industry find ways to evade them.

Today’s ghost fleet is three times larger than its estimated size only nine months ago. The IMO has even discovered fake flag authorities. In 2019, it documented 73 vessels sailing under the registration of a flag authority that was fraudulently claiming to represent the Democratic Republic of the Congo; 91 vessels registered to such an authority claiming to represent Fiji; and 150 to an alleged Micronesian one.

The existence of a ghost fleet traversing the world’s oceans poses an obvious safety risk to global shipping—and an acute headache for Western governments. “If you look at Iran, despite the massive international sanctions, goods are coming in and out of the country,” Cormac Mc Garry, a maritime analyst with risk consultancy Control Risks, told me. “And it’s no surprise that many countries are not bothering to investigate the vessels coming into their ports.” It may, in fact, be in their interest to look the other way regarding both ghost-fleet vessels and legally operating shipping companies that may be transporting sanctioned goods.

“Sanctions only work to the extent companies are willing to abide by them,” Mc Garry said. “Half the world doesn’t really care about Western sanctions against Russia. And sanctions are extremely difficult to enforce.”

Even though insurers are extremely sensitive to sanctions violations among their clients, they can’t investigate every ship covered by their policies. To be sure, underwriters could demand that shipping companies and cargo providers prove that they do business with only nonsanctioned partners—but dishonorable outfits will simply disappear into the shadow economy. What’s more, many countries depend on trade with a sanctioned country, and because ghost ships’ cargo is cheaper than legally shipped cargo, it’s sold cheaply. As Iran, North Korea, Venezuela, and Russia have established, there are always countries willing to buy sanctioned goods at a reduced price.

The ghost fleet, though, can’t get commercial insurance, and no maritime outfit will individually take on the considerable risk involved in operating a ghost ship carrying hazardous cargo like oil. But sanctioned countries’ governments have thought up a solution for that: These days they often provide the insurance for official vessels willing to transport their goods, and perhaps for ghost ships too—though given that ghost ships officially don’t exist, it’s difficult to know their insurance status.

“Iran has effectively developed P&I [shipping property and indemnity] insurance,” Meade said. “Now Russia is doing the same thing.” In June, the Russian National Reinsurance Company reportedly began insuring official Russian ships after Western insurers canceled coverage in response to U.S. and European sanctions.

This month, a Djibouti-flagged tanker ran aground off the coast of Indonesia, carrying 284,000 metric tons of crude—and turned out to be a vessel long suspected of transporting cargo to and from Iran. It’s safe to assume it had Iranian government P&I insurance.

But shipping companies can’t just moonlight for the Russians, the Iranians, or the Venezuelans. Because P&I insurance policies run over a one-year period, shipping companies must decide whether to be part of the commercially insured fleet that complies with Western sanctions, or to ship goods sanctioned by the West to countries without such sanctions, under insurance provided by the Russian or the Iranian government. The ghost fleet, meanwhile, doesn’t have to bother with any rules—but it also has no legal protection.

The Greek shipping companies making a quick buck on Russian crude have only a couple of weeks until the EU and U.S. bans on crude come into effect. Morally, Greece’s large shipping industry ought never to have entered into the unusual collaboration. Indeed, Greek ships are known to have violated sanctions before. On Aug. 29, after the EU’s sanction on Russian coal had come into force, the Greek-managed vessel Stavros was sighted loading 53,000 tons of coal at a Russian port. A couple of months earlier, two leading Greek shipowners criticized the EU’s sanctions against Russia, calling them ineffective and arguing that they were harming the EU more than Russia.

Had Greece’s government been more committed to the sanctions, it could have pleaded with the firms not to enable Russia. Then again, assisting Russia with its oil exportation will be illegal after Dec. 5. Will some of the Greek firms keep doing it anyway? And how many ships around the world will disappear into the ghost fleet? With governments unlikely to catch the offenders, it’s a good thing that journalists and NGOs are keeping a watchful eye.

[strangemusictriumph]

IoT Insurance Market - Forecast (2022 - 2027)

The Global market for Iot Insurance is forecast to reach $3,123.3 million by 2026, growing at a CAGR of 18.7% from 2021 to 2026. IoT-Connected insurance uses the data from internet-connected devices and telematics to improve the understanding of risks. It is a new approach that is based on use of sensors and digital technologies to monitor the state of an insured risk transforming rough data in usable and actionable information. Advances in IoT insurance can improve the productivity, overall profitability of the business and the risk profile of the portfolio. Through IoT, insurers can better connect with customers adding important touch points in particularly sensitive phases like acquisitions and claims. It is observed that automation can cut the cost of the claims process by as much as 30% and IoT connected devices have helped some life insurance and health insurance companies lower their premiums by as much as 25%.

Report Coverage

The report: “Iot Insurance Market– Forecast (2021-2026)”, by IndustryARC covers an in-depth analysis of the following segments of the Iot Insurance market. By Type – Health Insurance, Life Insurance, Property and Casualty Insurance and Others. By Application – Life and Health Insurance, Home and Commercial Buildings, Automotive and Transportation, Business and Enterprise, Consumer Electronics and Industrial Machines, Travel, Agriculture and Others. By Geography - North America (U.S, Canada, Mexico), South America(Brazil, Argentina and others), Europe (Germany, UK, France, Italy, Spain, Russia and Others), APAC(China, Japan India, SK, Aus and Others), and RoW (Middle East and Africa)

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Key Takeaways

Advances in IoT insurance can improve the productivity, overall profitability of the business and the risk profile of the portfolio.

IoT technology presents opportunities for insurers to reduce and mitigate losses, improve underwriting and enhance personalization of products and services.

Automation in insurance can cut the cost of claims process by as much as 30%

North-America is expected to hold a significant share in the IoT Insurance market due to growing awareness and faster adoption of IoT technology.

IoT Insurance Market Segment Analysis - By Type

The most important type of insurances are life insurance and health insurance which accounted for 44% share combined in 2020. Life insurance is something that pays out a sum of money either on the death of the insured person or after a set period. On the other hand health insurance covers the cost of hospitalization, visits to the doctor’s office and prescription medicines. The rising usage of digital technologies in this sector will drive market growth.

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IoT Insurance Market Segment Analysis - By Application

IoT insurance is applicable to almost all industries like automobile, manufacturing, agriculture, healthcare, hospitality, retail, finance, transportation and smart homes and buildings. Automotive industry is one of the industries most benefited after introduction of IoT. IoT devices such as in-car sensors, smartphones, and smart appliances can send insurers data on product usage and driving habits among other behaviours. In turn, this data will be fed into AI algorithms that allow insurers to offer risk based pricing and other popular services.

IoT Insurance Market Segment Analysis – By Geography

North America held the largest market share at 35% in 2020 among regional markets due to increasing awareness and rapid implementation of IoT in various industries in countries in this region. In addition, rising use of smart devices which deliver real-time insights to allow insurance companies in this region develop advanced insurance solutions. And also presence of international players in this region such as Google LLC, Microsoft Corporation, IBM and other drives the market in this region.

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Iot Insurance Market Drivers

Mitigation of risk

In traditional method, insurers have used proxy data to identify the risk of loss for an asset. Internet of things (IoT) gives insurers access to real-time, individual, observable data on an asset’s risk of loss. This data is directly actionable for risk pricing and mitigation. IoT sensors monitor the behavior and actions which are causative of risk so that insurers can create algorithms based on observed behavior directly to pricing models. In this way insurers can similarly leverage this data for risk mitigation by providing timely and specific feedback to customers.

Rising demand for cloud services

The insurance industries dealing with huge volumes of sensitive data and documents are ready to integrate cloud technology in to their digital eco system. It enables insurers to use their IT resources more efficiently, reducing the cost of acquiring and maintaining infrastructure. Cloud based applications change the way of creating and delivering their products and services, managing risks and claims, collaborating with channel members and partners and communicating with customers, agents and brokers. Thus, cloud services in the insurance industry helps drive the market growth.

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Iot Insurance Market Challenges

Data privacy and security

Data privacy and security is utmost important when it comes to technology. IoT comes along with cyber-risks, in fact, much more than any other technology. Meaningful customer engagement would require the insurer to collect and process data at each point, facilitated by IoT. Without establishing the trust it would be difficult to obtain personal data from customers. A significant amount of data is generated from the application of connected devices from wearable devices to connected homes and telematics devices in smart vehicles. Most of the customers are skeptical about their personal data remains secured and how it is utilized by insurers.

Iot Insurance Market Landscape

Product launches, acquisitions, and R&D activities are key strategies adopted by players in the Iot Insurance market. The Iot Insurance market is dominated by major companies such IBM Corporation, SAP SE, Oracle Corporation, Google Inc., Microsoft Corporation, Cisco Systems Inc., Accenture PLC, Verisk Analytics Inc., Concirrus, LexisNexis.

Acquisitions/Technology Launches/Partnerships

In Oct 2020, LexisNexis and Yonomi Smart Home have joined forces to develop an innovative turnkey home insurance internet of things (IoT) solution. It includes a smartphone app that participating policy holders can download the app which uses smartphone and device sensors to find common IoT devices in the home, which creates a data feed to LexisNexis risk sloutions.

In May 2019, Concirrus and willis Re, has entered in to strategic partnership to transform speciality re-insurance products by leveraging data from internet of things (IoT).

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[alikochra]

Ali Kochra - Benefits of Investing in Premium Residential Flats

Ali Kochra : Every transaction you make will have its own set of advantages and disadvantages. Real estate investment contributes significantly to your financial security and promises a significant profit. Recent market crashes and fluctuating prices have also demonstrated that real estate investment is the most secure option.

Many investors invest in real estate and discover that being a successful investor can be financially rewarding with the right company and proper planning. Property investment is one of the most important when done correctly with the right company and planning. Being a successful investor can provide financial benefits. When done correctly, property investment is one of the most well-known and profitable industries, with plenty of room for expansion.

Let us now look at some of the following benefits of Ali Kochra's premium residential flats:

Location: 

The most crucial thing is that the location meets your requirements and that the surroundings allow you to fully utilize the available services and places of interest. When it comes to buying a home, location is everything. Before beginning a project, good social infrastructure, roads, connectivity, public transportation availability, schools, hospitals, and so on are all important considerations. And Kochra realty flats are in good locations where a family person or a single person can live in a comfortable environment because the projects are near IT companies, schools, or colleges.

Security:

According to Ali Kochra, when investing in a premium property, investors frequently consider the security features offered by the property. As a result, it is critical that luxury apartments have an up-to-date and informed safety and security system. When it comes to the security of their residents, luxury apartments such as Kochra realty offer a variety of amenities. Some examples include CCTV surveillance in common areas, a main door with a digital lock, a video door phone, intercom facilities, security guards, and so on.

Excellent facilities:

Kochra Realty Properties' projects feature spacious flats and numerous amenities. According to Ali Kochra, Kochra Realty is the most recent entrant into the real estate market, with a focus on redevelopment and transforming distressed assets into profitable projects. They have 1 and 2 BHK apartments in their complex, which have world-class amenities like spacious bedrooms and balconies. Their flats are close to the Western Express Highway, Juhu Beach, Infinity Mall, and other popular attractions.

Decent Re-sale Values for Your Luxury flat

Luxury properties with slightly elevated attributes, such as a prime neighborhood, uniqueness, proximity to key sites, or fascinating history, will outperform other types of investments in terms of return on investment. While economic and real estate conditions may have an impact, the value of a luxury apartment will usually continue to rise as long as it is properly maintained. A well-maintained property can help its owners achieve desirable profits and returns.

Benefiting Capital Growth:

Investment growth is the gradual increase in the value of a property that almost always occurs in real estate holdings. As physical reality becomes more scarce, the value of all property assets is bound to rise, making premium real estate a reasonably safe bet. As a result, investing in a premium luxury apartment guarantees capital growth. Some speculators use the difference between the observed price of the asset and the total expenditure to purchase it to improve their wealth and profits when they eventually sell or commercialize the asset.

About Kochra Realty

Kochra Realty Chairman and Managing Director Ali Kochra's goal is to provide customers with a novel way of life. Kochra Realty is now the largest publicly traded real estate company in India. Kochra Realty was established in 2020. Kochra Realty is the latest entrant in the real estate sector, with a focus on redevelopment and turning distressed properties into successful projects," says Ali Kochra. The company, headquartered in Mumbai, is a well-known and credible real estate brand. Its most valuable asset is its professional and experienced workforce.

[ritiktraffictail]

Top 10 Courier Companies in India: Delivering Excellence Nationwide

In today's fast-paced world, the need for efficient and reliable courier services has never been greater. From e-commerce to personal deliveries, businesses and individuals rely on courier companies to ensure the safe and timely transportation of goods across the country. India’s courier industry has evolved significantly, driven by the boom in online shopping, international trade, and technological advancements.

Here’s a look at the top 10 courier company in india, known for their reliable services, wide network, and customer satisfaction.

1. Blue Dart Express

Blue Dart is one of the most trusted names in the Indian courier industry. With a vast network covering over 35,000 locations, Blue Dart offers domestic and international shipping solutions. It is also known for its strategic partnership with DHL, which allows for seamless global deliveries. Blue Dart’s services include express delivery, freight forwarding, supply chain solutions, and e-commerce logistics.

Specialization: Domestic and international express delivery, freight services

Notable Clients: E-commerce companies, corporate clients, retail businesses

2. DTDC Courier & Cargo

DTDC is another leading player in India’s courier market, offering comprehensive logistics and supply chain solutions. Established in 1990, DTDC has grown into a trusted courier service provider with over 10,000 franchisees and offices across the country. DTDC provides domestic, international, and specialized courier services tailored to customer needs.

Specialization: Domestic and international courier, e-commerce logistics

Network: Covers over 11,000 pin codes in India and more than 220 international destinations

3. India Post

India Post, the government-operated postal service, remains one of the largest and most widely used courier services in India. While it primarily handles postal services, it also provides parcel delivery services across the country. India Post’s Speed Post service is known for its affordability and wide reach, even in rural areas.

Specialization: Postal services, Speed Post, international parcel delivery

Network: Covers every corner of India, including remote and rural areas

4. Delhivery

Delhivery has become a dominant player in the logistics and courier industry, particularly in the e-commerce sector. It offers a range of services, including parcel transportation, warehousing, supply chain management, and freight services. Delhivery is known for its technology-driven approach, offering real-time tracking and AI-powered logistics solutions.

Specialization: E-commerce logistics, supply chain solutions, technology-enabled services

Network: Nationwide presence with extensive warehousing and last-mile delivery capabilities

5. Ecom Express

Ecom Express is a prominent name in the e-commerce logistics space, catering to some of the largest online retailers in India. With services like cash-on-delivery, reverse logistics, and real-time tracking, Ecom Express focuses on providing end-to-end logistics solutions for online businesses. Its extensive network covers urban, semi-urban, and rural locations across India.

Specialization: E-commerce logistics, reverse logistics, cash-on-delivery services

Network: Over 29,000 pin codes covered, serving e-commerce giants

6. The Professional Couriers

The Professional Couriers, with over three decades of experience, is one of the most trusted courier companies in India. It offers a wide range of services, including domestic and international parcel delivery, logistics, and supply chain management. The company is known for its prompt delivery services and strong customer support network.

Specialization: Domestic and international courier, logistics solutions

Network: Extensive coverage across India and international destinations

7. Gati Limited

Gati Limited is a pioneer in express distribution and supply chain solutions in India. Established in 1989, Gati provides a wide range of services, including air and surface express, warehousing, and international shipping. The company’s strong infrastructure and technology integration make it a preferred choice for businesses looking for reliable logistics partners.

Specialization: Express delivery, warehousing, freight forwarding

Network: Covers over 19,000 pin codes across India and 99 international destinations

8. FedEx India

FedEx is a global leader in courier and logistics services, and its Indian arm provides a comprehensive range of shipping solutions for both domestic and international markets. Known for its reliability, speed, and extensive global network, FedEx India caters to businesses and individuals who require fast and secure parcel delivery.

Specialization: International express delivery, domestic courier services

Network: Nationwide coverage and global reach through FedEx’s international network

9. Aramex India

Aramex is an international logistics and transportation company with a strong presence in India. Aramex offers courier services, e-commerce solutions, freight forwarding, and supply chain management. The company focuses on providing efficient logistics solutions for businesses looking to expand globally and streamline their supply chain.

Specialization: International courier services, e-commerce logistics

Network: Domestic and international coverage, with a strong focus on the Middle East and Africa

10. XpressBees

XpressBees is a rapidly growing courier company in India, primarily focusing on e-commerce logistics. Known for its speed and accuracy in delivery, XpressBees provides a range of logistics services, including last-mile delivery, reverse logistics, and cross-border shipping. The company’s cutting-edge technology and widespread network make it a preferred partner for leading e-commerce platforms.

Specialization: E-commerce logistics, last-mile delivery, reverse logistics

Network: Over 20,000 pin codes covered across India

Conclusion

India’s courier industry is booming, driven by the rise of e-commerce, global trade, and increased demand for reliable logistics solutions. Whether you need a courier for personal use, small business, or large-scale corporate deliveries, these top 10 courier companies in India provide a variety of services to meet your needs. From local deliveries to international shipping, each company offers unique strengths, ensuring that goods are transported quickly, securely, and efficiently.

Choosing the right courier company depends on your specific requirements, whether it's for speed, reliability, cost-effectiveness, or service coverage. With the vast array of options available, these companies have proven themselves as leaders in the Indian courier industry.