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Cities in the Global South are equipped with only about 70% of the "<keyword id="23012235" type="General" weightage="20" keywordseo="cooling-capacity" source="keywords">cooling capacity</keyword>" provided by <keyword id="22415441" type="General" weightage="20" keywordseo="urban-greenery" source="keywords">urban greenery</keyword> in cities in the Global North and are, therefore, more vulnerable to extreme heat, new research has found. As the planet warms, researchers said that rising temperatures, along with '<keyword id="21394968" type="General" weightage="20" keywordseo="urban-heat-island" source="keywords">urban heat island</keyword>' effects, make cities hotter than rural areas. As a result, <keyword id="21187686" type="General" weightage="20" keywordseo="heat-related-illness" source="keywords">heat-related illness</keyword> and deaths in these areas are becoming more common. An international team, including researchers from the University of Exeter, UK, analysed satellite data on 500 of the world's largest cities to assess 'cooling capacity' -- how much do the urban green spaces cool down a city's <keyword id="21031051" type="General" weightage="20" keywordseo="surface-temperatures" source="keywords">surface temperatures</keyword>? "Our analysis suggests green spaces can cool the surface temperature in the average city by about 3 degrees Celsius during warm seasons -- a vital difference during extreme heat," author Timothy M. Lenton, from the University of Exeter, said. "However, a concerning disparity is evident; on average <keyword id="23012236" type="General" weightage="100" keywordseo="Global-South-cities" source="keywords">Global South cities</keyword> have only two-thirds the cooling capacity and cooling benefit compared to Global North cities," the authors wrote in the study published in the journal Nature Communications. The disparity stems from differences in both quantity and quality of urban <keyword id="20897701" type="General" weightage="20" keywordseo="green-infrastructure" source="keywords">green infrastructure</keyword> among cities, they said. The researchers said that tropical and sub-tropical cities, which are located closer to the equator, tend to have relatively weaker cooling capacities. "As Global South countries are predominantly located at low latitudes, this pattern leads to a situation in which Global South cities, which tend to be hotter and relatively lower-income, have, on average, approximately two-thirds the cooling capacity of the Global North cities," the authors wrote. Therefore, they said that the cities that most need to rely on green infrastructure are, at present, those that are least able to do so. Urban green spaces bring a cooling effect by providing shade and causing evaporation of water, the authors explained. Over 50 Indian cities too were analysed, including Delhi, Pune and Chennai. Previous studies have estimated current climate policies to leave more than a fifth of humanity exposed to dangerously hot temperatures by 2100, with the largest at-risk populations in India and Nigeria, the researchers said. "Currently, the people dying due to <keyword id="19907392" type="General" weightage="20" keywordseo="climate-change" source="keywords">climate change</keyword> are often in the slums of cities in the Global South, such as the hottest parts of India," Lenton said. The researchers also found that there is "vast potential" to enhance urban cooling in the Global South and reduce inequality. Mogadishu, a Somalian city, was found to have the lowest cooling capacity, followed by Sana'a in Yemen and Rosario in Argentina.

Global South cities have only 70% of the 'cooling capacity' as that in the Global North one, notes recent study

The IPO-Afcons Infrastructure Ltd, a <keyword id="20474756" type="General" weightage="20" keywordseo="Shapoorji-Pallonji" source="keywords">Shapoorji Pallonji</keyword> group firm, has announced a price band of Rs 440-463 per share for its issue worth Rs 5,430 crore. The issue, which is set to open on October 25, 2024, will continue till October 29, 2024. Notably, the <keyword id="23453516" type="General" weightage="100" keywordseo="Afcons-IPO" source="keywords">Afcons IPO</keyword> will be a mix of a fresh issue worth Rs 1,250 crore and an OFS (offer for sale) worth Rs 4,180 crore. Investors can bid for a minimum of 1 lot, which consists of 32 shares, meaning investors will be required to invest at least Rs 14,816. Last week, in a pre-IPO placement, Afcons Infrastructure raised Rs 2,967 crore from the company’s management and various institutional investors, like GIC Singapore, Enam Holdings (Akash Bhanshali), Synergy Capital, 360 One, White Oak, and more. Afcons will reportedly use around Rs 80 crore from IPO proceeds to fund <keyword id="20018917" type="General" weightage="20" keywordseo="capital-expenditure" source="keywords">capital expenditure</keyword> and purchase construction equipment, another Rs 320 crore to support long-term working capital requirements, and Rs 600 crore for prepaying portions of certain outstanding loans. The company operates across five major infrastructure business verticals, namely marine and industrial, surface transport, urban infrastructure, hydro and underground, as well as oil and gas. As of September 30, 2024, the company boasted of an <keyword id="20162999" type="General" weightage="20" keywordseo="order-book" source="keywords">order book</keyword> worth over Rs 40,000 crore. Stock analyst Dilip Dawda recommends subscribing to the IPO. The company is the flagship infrastructure, engineering, and construction company of the Shapoorji Pallonji Group. It is a well-diversified <keyword id="21485219" type="General" weightage="20" keywordseo="infrastructure-company" source="keywords">infrastructure company</keyword>, having an average 30% export revenue. The company posted steady growth in its top and bottom lines for the reported periods. Based on FY25 annualized earnings and FY24 earnings, the issue appears fully priced. Investors may park funds for the medium to long term in this dividend-paying company," he continues. As of October 21, 2024, the company's <keyword id="19931032" type="General" weightage="20" keywordseo="GMP" source="keywords">GMP</keyword> (grey market premium) was trading at Rs 88, taking its estimated listing price to Rs 551. This means an expected listing gain of 19.01% per share. The company has reported a steady rise in its revenue from operations over the past 2 years, from Rs 1,10,189.66 million in FY22 to Rs 1,26,373.82 million in FY23 and Rs 1,32,674.95 for FY24. As of June 30th, 2024, the company's operational income stood at Rs 31,543.60 million. Correspondingly, there has also been a rise in its PAT (profit after taxes), from Rs 3,576.05 million in FY22 to Rs 4,497.38 million in FY24. The company's PAT was Rs915.86 as of June 30th, 2024. However, it must be noted that Afcons relies heavily on projects they contract through the government. As of June 30, 2024, projects awarded by the central or state government and government-owned enterprises made up around 69.80% of the Afcons order book. Multilateral projects, i.e., projects funded by the Indian government in other countries, constituted another 20.07%, while private projects contributed around 10.13% to its order book. Also, the company depends heavily on its top 10 customers, with the total order book value attributable to them as of June 30, 2024, standing at Rs 2,03,379.45 million, or around 64.06%.

Afcons Infra fixes IPO price at Rs 440-Rs 463 per share, issue to open on October 25

<ul><li>FMCG giant HUL’s shares reported a decline of over 6% on Thursday.</li><li>This comes a day after the company reported a 2.33% decline in consolidated net profit in Q2.</li><li>The stock tanked 6.59% to ₹2,483.95 on the NSE.</li></ul>Shares of FMCG major <keyword id="20002610" type="General" weightage="20" keywordseo="Hindustan-Unilever" source="keywords">Hindustan Unilever</keyword> Ltd (HUL) on Thursday tumbled over 6% after the firm reported a 2.33% decline in consolidated net profit for the second quarter ended in September. The stock tanked 6.59% to ₹2,483.95 on the NSE. The stock emerged as the biggest laggard among the Sensex and Nifty firms during the morning trade. Hindustan Unilever Ltd on Wednesday reported a 2.33% decline in consolidated net profit at ₹2,595 crore for the second quarter ended in September 2024, impacted by moderation in demand from the urban market. The company had logged a net profit of ₹2,657 crore in the July-September quarter a year ago, HUL said in a regulatory filing. However, revenue from product sales was up 2.36% at ₹15,703 crore in the September quarter, from ₹15,340 crore in the year-ago period, HUL which owns power brands such as Surf, Rin, Lux, Pond's, Lifebuoy, Lakme, Brooke Bond, Lipton and Horlicks said. "In the September quarter, <keyword id="21419477" type="General" weightage="20" keywordseo="FMCG-demand" source="keywords">FMCG demand</keyword> witnessed moderating growth in urban markets, while rural continued to recover gradually. In this context, we delivered a competitive and profitable performance," HUL CEO and Managing Director Rohit Jawa said. HUL reported an underlying sales growth of 2% and underlying volume growth of 3%. Total expenses were at ₹12,581 crore in the September quarter, up 3.03% year-on-year. HUL's total income, which includes other income, was up 2.14% to ₹16,145 crore in the September quarter of FY25. Addressing an earnings call, HUL CFO Ritesh Tiwari said, "Two thirds of our business we do in urban areas, and one-third we do in rural areas … we are seeing growth in the urban market moderating. We are seeing rural growth recovery is gradual … it impacts all the categories that we have." On the outlook, he said, "In the near term, we expect demand trends to be stable with no further acceleration in pace of growth." In this context, Tiwari said, "Our focus remains on driving competitive volume-led growth, while continuing investments behind our brands and strategy priorities … If commodity prices remain where they are, we expect a low single digit price growth in the near-term." With inputs from PTI. SEE ALSO: <a href="https://www.businessinsider.in/stock-market/webstories/afcons-infrastructure-ipo-gmp-risk-factors-and-all-you-need-to-know/slidelist/114490954.cms">Afcons Infrastructure IPO – GMP, risk factors and all you need to know</a> <a href="https://www.businessinsider.in/tech/news/upi-refund-scam-to-digital-arrest-scam-here-are-most-common-online-scams-in-india/articleshow/114428011.cms">UPI refund to digital arrest scam, here are some online scams you need to be aware of</a> <a href="https://www.businessinsider.in/stock-market/news/waaree-energies-ipo-allotment-how-to-check-allotment-ipo-gmp-listing-date-and-more/articleshow/114508632.cms">Waaree Energies IPO allotment – How to check allotment, IPO GMP, listing date and more</a>

Hindustan Unilever shares tumble over 6% post Q2 results

As <keyword id="19896017" type="General" weightage="20" keywordseo="Karnataka" source="keywords">Karnataka</keyword> grapples with a rising number of <keyword id="20075342" type="General" weightage="20" keywordseo="dengue" source="keywords">dengue</keyword> cases, the state government has officially declared dengue fever an <keyword id="20462436" type="General" weightage="20" keywordseo="epidemic" source="keywords">epidemic</keyword>. This declaration comes with a set of strict regulations designed to prevent the spread of the disease by targeting <keyword id="21283114" type="General" weightage="20" keywordseo="mosquito-breeding" source="keywords">mosquito breeding</keyword>, which is the primary mode of transmission. To avoid <keyword id="20041636" type="General" weightage="20" keywordseo="penalties" source="keywords">penalties</keyword>, it is crucial to understand and adhere to these new regulations. <h2>Understanding dengue</h2>Dengue is a viral infection transmitted by the bite of an infected female Aedes mosquito, primarily Aedes aegypti. The virus causes flu-like symptoms, including high fever, severe headache, pain behind the eyes, joint and muscle pain, rash, and mild bleeding (such as nose or gum bleeding). In severe cases, dengue can lead to dengue hemorrhagic fever (DHF) or dengue shock syndrome (DSS), which are potentially fatal <div type="Article" hostid="261" msid="111981382" title="BBMP’s newest contest can earn you up to Rs 1 lakh for uploading &amp;#39;Dengue Warrior&amp;#39; reels on social media!" mstype="2" mssubtype="0"></div>Karnataka’s tropical climate, combined with rapid urbanisation and inadequate waste management, has created ideal conditions for the proliferation of these Aedes mosquitoes, with cases exceeding 25,000 since the beginning of the year. The urban centres, particularly Bengaluru, have seen alarming spikes in dengue cases, straining the healthcare infrastructure and prompting urgent government interventions. The situation has been exacerbated by the accumulation of stagnant water in both residential and commercial areas, which serves as breeding grounds for mosquitoes. <h2>Preventative measures</h2>The government has mandated that all property owners, including households, commercial establishments, and construction site managers, must take immediate and effective steps to eliminate potential mosquito breeding sites. As per the new regulations, authorities can inspect any land or building between sunrise and sunset after giving reasonable notice. The owner or occupier must facilitate the inspection and provide necessary information. If mosquito breeding is found, the authority can issue a notice requiring action within a specified time, not less than 24 hours, to eliminate the breeding ground using suitable methods. This includes ensuring that all water storage containers, such as tanks, barrels, and drums, are properly covered to prevent mosquitoes from laying eggs. Moreover, residents and business owners are required to properly dispose of solid waste, including items like old tires, broken pots, and unused containers, which could otherwise collect water and become breeding grounds. <h2>Fines for non-compliance</h2>In addition to these preventive measures, the government has implemented a structured penalty system for non-compliance. Households in <keyword id="19924983" type="General" weightage="20" keywordseo="urban-areas" source="keywords">urban areas</keyword> are subject to a fine of Rs 400, while those in rural areas face a Rs 200 fine. Commercial establishments, such as offices, restaurants, and schools, are liable for a Rs 1,000 fine in urban areas and Rs 500 in rural areas. Construction sites, whether active or abandoned, face the heaviest fines — Rs 2,000 in urban areas and Rs 1,000 in rural areas. <div type="Article" hostid="261" msid="111316992" title="Dengue in obese children is more likely to result in hospitalisation, study finds" mstype="2" mssubtype="0"></div>For those who fail to comply with these regulations, the consequences are more severe. Authorised officers from the <keyword id="19898915" type="General" weightage="20" keywordseo="health-department" source="keywords">Health Department</keyword> have been empowered to inspect properties and enforce these rules. If a property owner fails to comply with a notice to eliminate mosquito breeding sites, the authorities are authorised to take the necessary actions themselves and recover the costs from the defaulter. Additionally, if violations continue, an extra 50% of the total fine may be imposed each week until compliance is achieved. It is imperative to act swiftly if you receive a notice regarding mosquito breeding on your property. Ignoring such a notice not only increases your financial burden due to accumulating fines but also puts your community at greater risk of dengue. By adhering to these regulations and taking proactive steps to prevent mosquito breeding, you can avoid penalties and contribute to the larger public health effort to control the spread of dengue in Karnataka.

Dengue fine? Here's what you must do to avoid government penalty as Karnataka declares dengue an epidemic

<ul class="summary-list"><li>Many NATO armies may not be prepared for large-scale urban warfare.</li><li>Israel's operation in Gaza is a test-case for what they may need.</li></ul>Urban warfare in Gaza has revealed a painful truth for NATO: Many of its armies are ill-prepared for fighting in crowded cities.The Israel Defense Forces has achieved some success in adapting new weapons and tactics, such as arming tactical units with missiles and drones rather than relying support from aircraft and artillery, according to a new British study. The problem is that the British Army lacks the equipment to replicate Israeli tactics."While British troops may be trained to fight like the IDF, they find themselves equipped to die like Hamas," warned the <a target="_blank" href="https://www.rusi.org/explore-our-research/publications/occasional-papers/tactical-lessons-israel-defense-forces-operations-gaza-2023">report</a> by the Royal United Services Institute, a British think tank.The <a target="_blank" class="" href="https://www.businessinsider.com/british-army-size-smallest-since-napoleonic-wars-2024-7">British Army</a> is understrength, underequipped and underfunded. But so are many European armies that dwindled after the end of the Cold War. Even some American experts worry about the city-fighting capabilities of the <a target="_blank" href="https://warontherocks.com/2023/12/learning-from-real-wars-gaza-and-ukraine/">US Army</a>, which is far more lavishly equipped and supplied than its NATO counterparts. There is good reason for concern: urban warfare has become a fixture of warfare on a rapidly urbanizing planet, from <a target="_blank" href="https://mwi.westpoint.edu/urban-warfare-case-study-6-first-battle-of-fallujah/">Fallujah</a> in 2003 to <a target="_blank" href="https://www.businessinsider.com/bakhmut-how-ukraine-lost-city-russia-won-hollow-victory-2023-12">Bakhmut</a> in 2023.So it's natural for NATO armies to study how the IDF — a NATO-style mechanized force with a reputation for innovative tactics and high-tech equipment — is battling Hamas among the labyrinthine streets and high-rises of Gaza. Like Western militaries, the last place the IDF wants to fight is in a city, where buildings and rubble shelter the defender, impede armored vehicles and hamper airpower and artillery. Gaza poses an added challenge: <a target="_blank" href="https://www.businessinsider.com/israel-invasion-gaza-hamas-hardest-fighting-underground-tunnels-warfare-2023-10">a vast tunnel network</a> that Hamas uses for storing weapons and springing hit-and-run attacks.Indeed, Israel even coined a term for this form of combat: "<a target="_blank" href="https://www.businessinsider.com/israeli-troops-struggled-to-fight-through-gaza-sections-reduced-rubble-2024-7">Devastated terrain warfare</a>." Israel's aerial barrage reduced many neighborhoods to rubble before ground forces moved in and is the leading cause of the 39,000 reported Palestinian fatalities. It is a challenging environment for Israel in particular, a small nation of 10 million people that is sensitive to casualties among its soldiers, the majority of whom are reservists.<div type="image" title="Israeli troops and their vehicles have faced challenges operating in sections of Gaza that the Israeli Air Force shattered." height="1342" width="2000" msid="112424687" hostid="261" sizebytes="269204"></div>One tactic that proved effective was to give the lower echelon units — such as platoons — small attack <a target="_blank" href="https://www.businessinsider.com/armies-need-their-own-drone-air-force-flown-by-specialists-study-says-2024-5">drones</a> and <a target="_blank" href="https://www.businessinsider.com/anti-tank-missiles-armor-ukraine-tank-still-has-battlefield-role-2023-10">anti-tank missiles</a>. "It was discovered that units that had these systems as well as ATGMs [anti-tank guided missiles] could monitor more urban terrain and conduct precision strikes at tempo in support of tactical actions," RUSI said. "The small size of the munitions used meant that they could be used with an expectation of precision."With Hamas hiding in and raiding from an estimated 450 miles of concrete tunnels, <a target="_blank" href="https://www.businessinsider.com/israel-uses-yahalom-unit-when-it-needs-to-fight-underground-2023-11">the IDF</a> also found that it couldn't clear buildings first and then destroy the tunnels underneath. "As the operation developed, it became evident that this allowed Hamas to persist in conducting ambushes for a protracted period and to then transition to a layered defense of underground facilities," noted RUSI analysts Jack Watling and Nick Reynolds, who co-authored the report. "Nor could underground infrastructure be safely bypassed." This meant that Israeli troops had to clear the surface and tunnels simultaneously.Surprisingly, <a target="_blank" href="https://www.businessinsider.com/israel-pounding-gaza-massive-spice-kit-bombs-2023-12">the high-rise buildings</a> of Gaza proved less beneficial to Hamas than anticipated. Fighters stationed in the upper stories had limited visibility and fields of fire, so the tendency was to stick to the first few levels. But tall buildings did help the defender in another way: destroying them with air strikes led to extensive rubble that hampered the attacker's tanks and infantry.The biggest lesson of Gaza is the importance of firepower in urban warfare, according to RUSI. This makes arming tactical units, such as infantry platoons, with as much firepower as possible. Unlike mechanized operations, where low-level infantry and armored units might get air and artillery support from higher headquarters, city fighting tends to be waged by small units.Firepower played a decisive role "in determining initiative during the fighting in Gaza," RUSI said. "Ultimately, the superiority in responsiveness and organic lethality of IDF units made it costly for Hamas to mount attacks, and the larger the force it endeavored to bring to bear, the higher the cost of any given action. Furthermore, while indirect fire prevented Hamas from concentrating its forces, the limited organic lethality of its teams meant that once they engaged IDF troops, they were quickly suppressed and thereafter destroyed."Another lesson is the importance of <a target="_blank" href="https://www.businessinsider.com/see-israel-defense-systems-weapons-in-action-2024-4">air defense</a>. "Buildings do not offer significant protection against air-delivered munitions because of the weight of ordnance that can be dropped with precision," the report pointed out.Airpower also hampers maneuver, a major handicap for armies that usually lack the strength to occupy an entire city, and thus have to redeploy troops to key sectors. "Hamas's lack of ability to threaten Israeli aircraft and ISR [aerial reconnaissance] meant that it was unable to concentrate and lacked freedom of maneuver," said RUSI. "Once its defensive strong points were identified, they could be reduced. The weight of munitions deliverable from the air outweighs anything deliverable from artillery systems, such that many of the defensive advantages of urban terrain can be bypassed if it is possible to conduct precision bombing from medium altitude."In other words, <a target="_blank" href="https://www.businessinsider.com/what-is-israel-trying-to-achieve-in-gaza-bombing-2023-12">aerial bombing</a> from this altitude is accurate and high volume enough to destroy most urban strongholds or render them useless.This phenomenon has been seen in Ukraine, said Watling and Reynolds, who have extensively studied that conflict. "Whenever the Russian air force has established access at medium altitude near an urban settlement, it has rapidly destroyed it, enabling subsequent capture."However, the lessons of Israeli operations are not always applicable to other conflicts. For example, unlike Russia, Hamas has no artillery, nor electronic warfare to jam Israeli drones and communications, RUSI said. Hamas also only had 40,000 fighters at the war's start, many of whom are now casualties.Michael Peck is a defense writer whose work has appeared in Forbes, Defense News, Foreign Policy magazine, and other publications. He holds an MA in political science from Rutgers Univ. Follow him on <a target="_blank" href="https://www.twitter.com/@mipeck1">Twitter</a> and <a target="_blank" href="https://www.linkedin.com/in/mipeck/">LinkedIn</a>.

Israel's urban warfare tactics in Gaza offer lessons for NATO armies

<ul class="summary-list"><li>NYC is far behind on requirements to build bike and bus lanes, among other non-car infrastructure.</li><li>This comes after Gov. Kathy Hochul suspended a new toll on vehicles in Manhattan below 60th Street.</li></ul>As urban dwellers around the world turn to two wheels to get around their cities, some governments are handling the shift better than others. The number of <keyword id="22853778" type="General" weightage="20" keywordseo="bicycle-trips" source="keywords">bicycle trips</keyword> in Paris <a target="_blank" class="" href="https://www.lemonde.fr/les-decodeurs/article/2023/11/11/a-paris-la-frequentation-des-pistes-cyclables-a-double-en-un-an_6199510_4355770.html">doubled</a> between 2022 and 2023, thanks to a <a target="_blank" class="" href="https://www.bloomberg.com/news/articles/2021-10-22/how-paris-will-become-100-cyclable">massive expansion</a> of the French capital's bike lane network. Tourists in town for the Olympics <a target="_blank" class="" href="https://slate.com/culture/2024/08/olympics-paris-games-bike-infrastructure-cycling-streets-safety-transportation.html?via=rss">are encouraged to cycle</a> to the Games. <keyword id="19901403" type="General" weightage="20" keywordseo="New-York-City" source="keywords">New York City</keyword> has also seen <a target="_blank" class="" href="https://momentummag.com/new-york-city-leads-the-way-as-new-report-shows-surge-in-cycling-across-the-u-s/">a surge in bicycling</a> since the pandemic caused many to avoid mass transit and ride shares. The success of the Citibike bike share program is <a target="_blank" class="" href="https://www.curbed.com/2023/05/citi-bike-nyc-ridership-10-years.html">a huge part of that change</a>. But anyone who hops on two wheels in New York is facing more dangerous and congested roads than in other leading global cities. The city Department of Transportation — which controls the streets, but not trains and buses — is behind on its longer-term plan to boost pedestrian and bike infrastructure. The city's five-year NYC Streets Plan, which became law in 2019, requires the city to build 250 miles of <keyword id="22853779" type="General" weightage="20" keywordseo="protected-bike-lanes" source="keywords">protected bike lanes</keyword> by 2026, among other safe streets priorities. So far this year, the city has completed just 2.3 miles of protected lanes, <a target="_blank" class="" href="https://projects.transalt.org/bikelanes">according to the advocacy group Transportation Alternatives</a>. Last year, it built 38.6 miles of 50 required miles of protected <keyword id="22853777" type="General" weightage="20" keywordseo="bike-lanes" source="keywords">bike lanes</keyword> and in 2022 it built 19.9 miles of the 30 miles it was required to build. At this time last year, it had built <a target="_blank" class="" href="https://www.instagram.com/p/CvH-_LFOkMP/?igsh=MWc3b244NDJxejk5MA%3D%3D">9.7 miles of lanes</a>. The city DOT told Business Insider that most bike lane construction happens in the second half of the year because of weather issues, and it disputed the 2.3-mile figure. But the department didn't provide an estimated number of bike lane miles it expects to complete this year. DOT noted that it built more protected lanes last year "than every major American city combined." Adams isn't just required by law to build bike lanes. He <a target="_blank" class="" href="https://www.amny.com/news/eric-adams-seeks-the-cycling-vote-with-a-promise-for-300-miles-of-bike-lanes/">campaigned for mayor on a promise</a> to build 300 miles of protected lanes in his first four-year term. And the funding for the Streets Plan — more than $900 million — has already been allocated to DOT. The Adams administration has also <a target="_blank" class="" href="https://www.nyc.gov/html/dot/downloads/pdf/nyc-streets-plan-update-2024.pdf">fallen behind</a> on other priorities in the Streets Plan, including building dedicated bus lanes and upgrading bus stops. Advocates say the slow pace of progress comes down to politics. "The money is there, the law is there, but the mayor doesn't seem to be there," said Elizabeth Adams, interim director of Transportation Alternatives. "And that's really what's holding this up." The city has made progress in some areas. A DOT spokesperson noted to Business Insider that the city has built "over a million square feet of pedestrian space over two years, exceeding the target in the Streets Plan." New York's plan to impose a new toll — known as congestion pricing — on vehicles that drive in Manhattan's central business district would have been a boon for more sustainable modes of transport. Fewer cars and trucks on the street means more space for bikers and pedestrians. Since London implemented congestion pricing 20 years ago, daily car trips have fallen while <a target="_blank" class="" href="https://www.bloomberg.com/news/articles/2024-02-23/london-bike-boom-risks-becoming-a-victim-of-its-own-success">bicycling trips have quadrupled</a>. But since New York Gov. Kathy Hochul abruptly <a target="_blank" class="" href="https://www.nytimes.com/2024/06/05/nyregion/congestion-pricing-pause-hochul.html">suspended</a> the congestion pricing plan she had <a target="_blank" class="" href="https://www.youtube.com/watch?v=sYQSH5E5p5Y">long celebrated</a>, a less congested future — not to mention at least <a target="_blank" class="" href="https://www.nytimes.com/2024/08/08/nyregion/subway-mta-finances-congestion-pricing.html">$15 billion</a> for the city's subways and buses — is on hold. In May, weeks before the city was set to implement congestion pricing, the DOT unveiled <a target="_blank" class="" href="https://www.nyc.gov/html/dot/html/pr2024/connect-core-access-business-district.shtml#:~:text=A%20report%20detailing%20this%20work,%2C%20safer%2C%20and%20more%20convenient.">a plan</a> to improve pedestrian and bike infrastructure to give New Yorkers better access to Manhattan below 60th street. The city insists it's moving forward with its plans despite the governor's about-face, and Adams said <a target="_blank" class="" href="https://ny1.com/nyc/all-boroughs/politics/2024/06/11/mayor-adams-congestion-pricing-hochul">he supported</a> Hochul's reversal on congestion pricing. "We are continuing to develop these projects regardless of the pause. Many are either in construction, or will start construction soon," a spokesperson for DOT told Business Insider in a statement. Advocates for mass transit and pedestrian and bicycle infrastructure say the safety and environmental impact of traffic is a crisis. New York was the most congested city in the world for the second year in a row, according to <a target="_blank" class="" href="https://inrix.com/scorecard/">one major study</a>. Congestion and crowding in the city "is very much at a breaking point," said Adams, of Transportation Alternatives. "We should be doing everything we can to make it easier to get around outside of a car," she added. <h2>Traffic deaths overtake gun deaths in NYC</h2>These days, biking doesn't feel like a viable option for many New Yorkers worried about safety. The city streets were <a target="_blank" class="" href="https://ny.pbslearningmedia.org/resource/cars-and-robert-moses-transform-nyc-video/new-york-documentary-film/">designed to maximize vehicle speed</a> rather than to get as many New Yorkers around as efficiently and safely as possible. Bikers have to contend with <a target="_blank" class="" href="https://transalt.org/press-releases/new-data-shines-light-on-the-growing-dangers-and-growing-ownership-of-suvs-in-new-york-city#:~:text=In%202016%2C%20SUVs%20were%20slightly,consequences%20for%20vulnerable%20road%20users.">larger cars</a>, <a target="_blank" class="" href="https://www.bloomberg.com/news/features/2023-01-06/welcome-to-the-age-of-extreme-acceleration?srnd=citylab">more speeding</a>, a surge in <a target="_blank" class="" href="https://nyc.streetsblog.org/2024/04/25/dot-will-spend-11m-to-boost-off-hour-deliveries">delivery trucks</a>, and a rash of speeding <a target="_blank" class="" href="https://www.nytimes.com/2024/05/27/nyregion/street-wars-e-bikes.html">mopeds and e-bikes</a>. While New York City streets have generally gotten safer since the city adopted its 'Vision Zero' plan in 2014 to eliminate traffic deaths and serious injuries in 2014, progress hasn't been consistent. Pedestrian deaths are <a href="https://www.nytimes.com/2024/07/30/nyregion/traffic-deaths-vision-zero.html" target="_blank">way up so far in 2024</a>. This year, New Yorkers were <a target="_blank" class="" href="https://gothamist.com/news/cars-prove-far-deadlier-than-guns-in-nyc-so-far-this-year">more likely to be killed in a traffic crash</a> than by gun violence. While pedestrian deaths fell <a target="_blank" class="" href="https://www.bloomberg.com/news/features/2024-03-11/new-york-city-s-decade-long-battle-for-pedestrian-safety">last year</a>, <a target="_blank" class="" href="https://www.nytimes.com/2024/03/05/nyregion/nyc-cyclist-deaths-ebike.html">more bicyclists died</a> on New York City's streets in 2023 than in any year since 1999, although a DOT spokesperson noted that cyclist deaths are "down nearly 37% so far this year." Cities like Paris, London, Tokyo, and Bogotá have proven how essential — and beneficial — pedestrian and <a target="_blank" class="" href="https://www.wired.com/story/most-bike-friendly-cities-2019-copenhagenize-design-index/">multi-modal infrastructure</a> is to a healthy city. Better bike and pedestrian infrastructure doesn't just mean safer streets and cleaner air — they're also <a target="_blank" class="" href="https://www.businessinsider.com/bike-lanes-good-for-business-studies-better-streets-2024-3">good for business</a>. Advocates say New Yorkers should follow their lead. "What New York City can learn is that when you commit to comprehensive bike infrastructure, it works," Elizabeth Adams said. "People are happier and it boosts the economy, and the streets are safer, and the air is cleaner, and people shift modes very quickly." Note: Correction: August 14, 2024 — This article has been updated to clarify that pedestrian deaths are higher this year, rather than traffic deaths, and added additional context around the city's building of pedestrian infrastructure and recent cyclist death counts.

Urban biking is booming around the world, but New York City is falling behind

<ul class="summary-list"><li>Mark Zuckerberg said his goal is to be politically neutral and avoid appearing otherwise.</li><li>In a letter to Rep. Jim Jordan, he said he won't donate to support election infrastructure in 2024.</li></ul>Unlike some of his <a target="_blank" class="" href="https://www.businessinsider.com/elon-musk-endorses-trump-after-pennsylvania-rally-incident-2024-7">tech founder</a> peers, <a target="_blank" class="" href="https://www.businessinsider.com/facebook-mark-zuckerberg-net-worth-priscilla-chan">Mark Zuckerberg</a> says he's not interested in getting involved with politics in 2024.In a letter sent Monday to Republican <a target="_blank" class="" href="https://www.businessinsider.com/house-judiciary-committee-probe-garm-brand-safety-conservative-media-2024-5">Rep. Jim Jordan</a>, who chairs the House Judiciary Committee and has been a vocal critic of Zuckerberg, the Meta CEO said his goal was to remain "neutral.""My goal is to be neutral and not play a role one way or another — or to even appear to be playing a role," Zuckerberg wrote in the letter, which was obtained by Business Insider and first reported by <a target="_blank" class="" href="https://www.wsj.com/tech/mark-zuckerberg-neutral-politics-letter-election-2024-02b86372?mod=hp_lead_pos5">The Wall Street Journal</a>.<a target="_blank" class="" href="https://www.businessinsider.com/donald-trump-mark-zuckerberg-sent-prison-elected-truth-social-2024-7">Zuckerberg</a> said that, unlike the last presidential election, he does not plan to donate to support election infrastructure in 2024. In 2020, he and his wife donated $400 million to nonpartisan organizations helping run elections during the pandemic. Republicans branded them "Zuckerbucks" and claimed that they benefited Democrats in the election."They were designed to be non-partisan — spread across urban, rural, and suburban communities. Still, despite the analyses I've seen showing otherwise, I know that some people believe this work benefited one party over the other," he wrote.Though the donations have long been controversial, a <a target="_blank" class="" href="https://newsroom.ucla.edu/stories/zuckerbucks-did-not-cost-donald-trump-2020-election">study</a> published in the journal Proceedings of the National Academy of Sciences in May found private donations, like Zuckerberg's, did not advantage Democrats.In the letter, Zuckerberg also addressed Meta's content moderation, an issue Jordan and other Republicans have been highly critical of, accusing the social media platform of <a target="_blank" class="" href="https://www.businessinsider.com/trump-go-after-meta-google-censorship-allegations-elon-musk-2024-7">censoring conservative viewpoints</a>.Zuckerberg said in 2021 the Biden administration repeatedly pressured Meta to remove content related to COVID-19 and "expressed a lot of frustration" when the company did not agree.Internal Meta emails obtained by the Journal last year previously showed the company had <a target="_blank" class="" href="https://www.businessinsider.com/facebook-meta-zuckerberg-took-down-covid-posts-biden-administration-pressure-2023-7">removed content related to COVID-19</a> after pressure from the White House."Ultimately, it was our decision whether or not to take content down, and we own our decisions, including COVID-19-related changes we made to our enforcement in the wake of this pressure," Zuckerberg wrote, adding, "I believe the government pressure was wrong, and I regret that we were not more outspoken about it."The White House did not respond to a request for comment from Business Insider.In 2023, Jordan threatened to hold Zuckerberg in contempt of Congress for not providing documents related to censorship of conservative viewpoints.Zuckerberg also acknowledged that in 2020, Meta suppressed a New York Post story about Hunter Biden's laptop while waiting for fact-checking to investigate, adding, "in retrospect, we shouldn't have demoted the story."He said the company changed its processes to prevent this from happening again, such as no longer demoting stories while waiting for a fact-check.Zuckerberg has previously said Meta was wrong to suppress the laptop story.Meta declined to comment when reached by BI.

Mark Zuckerberg says he wants to be 'neutral' on politics and won't donate to support election infrastructure this year

The <keyword id="50190" type="General" weightage="100" keywordseo="asian-development-bank" source="Orion">Asian Development Bank</keyword> (ADB) has approved a USD 400 million loan to support the Indian government's <keyword id="706405" type="General" weightage="40" keywordseo="urban-reform" source="Orion">urban reform</keyword> agenda for creating high-quality <keyword id="557969" type="General" weightage="70" keywordseo="urban-infrastructure" source="Orion">urban infrastructure</keyword> and efficient governance systems. The programme also envisages integrated urban planning reforms to control urban sprawls and foster systemic and planned urbanisation through enhancing the entire ecosystem of legal, regulatory, and institutional reforms along with capacity building of ULBs and community awareness, ADB said. "The Asian Development Bank (ADB) has approved a USD 400 million policy-based loan to India for Sub-programme 2 of the <keyword id="8174895" type="General" weightage="20" keywordseo="Sustainable-Urban-Development" source="Orion">Sustainable Urban Development</keyword> and Service Delivery Programme. "The programme aims to support the government's urban reform agenda for improving the quality of urban life through the creation of high-quality urban infrastructure, assured public services, and efficient governance systems," ADB said. While Subprogramme 1, approved in 2021, established national-level policies and guidelines to improve urban services, Subprogramme 2 is supporting investment planning and reform actions at the state and urban local body (ULB) levels. "India has recognised the potential for cities to be centres of economic growth and has emphasised the need to make cities livable through inclusive, resilient, and sustainable infrastructure, which is also in line with ADB Strategy 2030," ADB Principal Urban Development Specialist <keyword id="86074" type="General" weightage="20" keywordseo="Sanjay-Joshi" source="Orion">Sanjay Joshi</keyword> said.

ADB approves $400 mn loan to support govt's urban reform agenda

It can be gruelling to choose between a gourmet meal and your mom’s homemade biryani — more often than not, the familiar wins out. Despite the buzz around electric vehicles, a growing number of drivers in India and the world are hitting the brakes on their electric vehicle (EV) journey and revving up their old petrol and diesel cars. But why are we witnessing this unexpected switch, and what does it spell for the future of driving? <h2>Waning EV enthusiasm</h2>A recent Park+ survey reported that 51% of Indian EV car owners expressed a desire to return to internal combustion engine (ICE) vehicles. This statistic — despite the study’s limited sample size of just 500 EV owners — is certainly surprising, given the evident success of India's push toward electrification with the attractive FAME and EMPS schemes. This isn’t even a special case; a similar survey revealed that 29% of EV-owners shared the same sentiment internationally — perhaps not that large of a number, but certainly not an unnoticeable one either. The number is even higher when you look at just the United States. According to McKinsey &amp; Co., 46% of US <keyword id="22369438" type="General" weightage="100" keywordseo="electric-vehicle-owners" source="keywords">electric vehicle owners</keyword> are “very” likely to purchase a gas-powered vehicle the next time. <h2><keyword id="21396729" type="General" weightage="20" keywordseo="range-anxiety" source="keywords">Range anxiety</keyword> remains a major roadblock</h2>While the world has seen massive leaps in EV tech over the past few years, many still complain that the primary concerns still prevail. For instance, several cite the persisting inadequacy of <keyword id="20111395" type="General" weightage="20" keywordseo="charging-infrastructure" source="keywords">charging infrastructure</keyword> as a primary reason for the shift back to ICE vehicles. While urban areas in developed countries may boast a fair number of charging stations, the time taken to charge and faulty stations remain significant problems for a daily EV long-distance commuter. For instance, one user sparked up a conversation on Reddit after explaining that they had begun to consider moving back to a hybrid of regular gas vehicles since they wanted to explore the countryside. This is a sentiment that reflects broader consumer concerns that influence purchasing decisions. “Once I was in Big Bear there was only two DC chargers in town, one of which was out of order. There was a line to use them. It was overall an unpleasant experience and took up a lot of time we could have spent actually enjoying Big Bear,” another responded, noting that this was just one of many unpleasant experiences they’ve experienced with the charging infrastructure. “Most of the time at least one or two chargers are out of order and it's just a pain to charge. I love EV's but the infrastructure isn't adequate and reliable enough for me to ditch an ICE car completely.” <div type="Article" hostid="261" msid="111341259" title="EV charging is so bleak that some owners are considering going back to gas-powered cars, survey finds" mstype="2" mssubtype="0"></div>Further, you have to reconcile with the fact that these are still concerns for the urban rich, and that rural and less developed regions are still lagging significantly behind in this matter. Take India, for instance, where the charging infrastructure is still in its nascent stages, despite years-long government efforts. Long queues at charging stations, inconsistent availability, and longer charging times compared to refuelling <keyword id="21283001" type="General" weightage="20" keywordseo="ICE-cars" source="keywords">ICE cars</keyword> are major deterrents for the average Indian EV consumer. Further, range anxiety continues to be a significant barrier, especially in countries like India that value long-distance trips. Despite advancements in <keyword id="20172158" type="General" weightage="20" keywordseo="battery-technology" source="keywords">battery technology</keyword>, two-wheeler EVs boast a maximum range of only 200-300 kilometres, while cars have a 300-400 kilometre range. <h2>Cost and practicality concerns</h2>The initial cost of EVs also remains higher than that of their ICE counterparts, despite decreasing battery prices. For many consumers, especially in price-sensitive markets like India, this cost difference is substantial. Additionally, the practical concerns of battery life and replacement costs add to the apprehension. “While consumers still have plenty of concerns surrounding an EV’s battery range, price remains the higher priority when purchasing an EV,” reported Julia Martinez, a US energy and auto expert. <div type="Article" hostid="261" msid="112062360" title="Government extends EV subsidy scheme till September 30, increases outlay" mstype="2" mssubtype="0"></div>While EVs are often touted for their lower maintenance costs, the reality can be different. Many lament that specialised service centres, the availability of parts, and skilled technicians are not as widespread for EVs as they are for ICE vehicles. This disparity in service infrastructure makes EV ownership less appealing to some consumers, both in India where mechanics are still grappling with learning about the new tech, and globally. <h2>Car-makers are rethinking their approach</h2>This “rejection”, along with the fact the global and US <keyword id="20623482" type="General" weightage="20" keywordseo="EV-market" source="keywords">EV market</keyword> has been stagnating for a while now, has already begun to bleed into real-life corporate decision-making as automakers reevaluate their EV strategies. For instance, Ford and General Motors have recently announced a downscaling of their EV production plans due to slower-than-expected market uptake. Even <keyword id="107096" type="General" weightage="20" keywordseo="tesla" source="Orion">Tesla</keyword> — the very company that arguably made EVs “cool” in the first place — has found itself in an awkward position having to fan some flames away. Not only is the Musk-led company struggling to entice more people into buying their cars, studies have also shown that car buyers are connecting better with EVs built by more traditional automakers than Tesla owners. These developments suggest a broader hesitancy and a rebalancing towards consumer choice, including the retention of ICE options. <div type="Article" hostid="261" msid="112145967" title="Tesla is having trouble wooing new EV shoppers" mstype="2" mssubtype="0"></div>The transition from ICE to EVs is not as straightforward as initially anticipated. While EVs offer significant benefits, various factors such as infrastructure, cost, range anxiety, and consumer sentiment are causing some to reconsider their choices. In India, the journey toward widespread <keyword id="20421629" type="General" weightage="20" keywordseo="EV-adoption" source="keywords">EV adoption</keyword> is marked by impressive sales growth but also significant challenges that need to be addressed. The automotive industry's future may lie in striking a balance between advancing <keyword id="19945562" type="General" weightage="20" keywordseo="EV-technology" source="keywords">EV technology</keyword> and maintaining the reliability of ICE vehicles to meet diverse consumer demands.

EV-iction notice: Why are electric vehicle owners switching back to petrol and diesel (ICE) cars?

As the fast-approaching southwest monsoon gradually drowns out the summer, it will also help ease and then erase the memories of a brutal season past. Even then, an unease is expected to continue lingering in the minds of most Indians: something just wasn’t right this year. Studies have already shown time and again that deadly heat is becoming a frequent phenomenon in India. With temperatures expected to touch a scorching 54°C, extreme conditions are rendering an increasing number of places unliveable. This includes India’s highly developed metro cities, which are dealing with their own set of unique heat troubles. Delhi-based think tank Centre for Science and Environment (CSE) has shed light on an alarming trend: not only are <keyword id="21052325" type="General" weightage="20" keywordseo="heatwaves" source="keywords">heatwaves</keyword> are becoming deadlier in India’s major cities, temperatures aren’t dropping enough to provide sufficient respite at night either. <cmsannotation type="cmsannotation" annotationid="Deadlier heatwaves" comment="subhead" text="Deadlier heatwaves">Deadlier heatwaves</cmsannotation> Spanning over 23 years from January 2001 to April 2024, the study meticulously analysed data from Delhi, Mumbai, Kolkata, Hyderabad, Chennai, and <keyword id="6354321" type="General" weightage="20" keywordseo="bengaluru" source="Orion">Bengaluru</keyword>. While their air temperatures haven’t witnessed a dramatic rise during the specified period, these areas have continued to witness an increase in their relative <keyword id="20237161" type="General" weightage="20" keywordseo="humidity" source="keywords">humidity</keyword>. The researchers think that this may also be heightening the <keyword id="21177615" type="General" weightage="20" keywordseo="heat-stress" source="keywords">heat stress</keyword> — a measure combining air and land temperatures along with relative humidity — and intensifying the discomfort and <keyword id="19977451" type="General" weightage="20" keywordseo="health-risks" source="keywords">health risks</keyword> for the city’s inhabitants. Another of the main culprits behind the discomfort in Indian metros may be due to the way <keyword id="21384366" type="General" weightage="20" keywordseo="urban-sprawl" source="keywords">urban sprawl</keyword> has spread massively in the past few years. The CSE study found that the rapid expansion of urban areas has led to a significant reduction in <keyword id="20113356" type="General" weightage="20" keywordseo="green-cover" source="keywords">green cover</keyword>, coupled with a surge in concrete surfaces. In cities like Chennai, green spaces have dwindled by nearly 14% over the past two decades, while concrete infrastructure has doubled. Even Bengaluru, a city earlier famed for its abundance of garden-like spaces, has only 7% green cover left, an earlier IISc study had found. This transformation contributes to the "<keyword id="21843173" type="General" weightage="20" keywordseo="urban-heat-island-effect" source="keywords">urban heat island effect</keyword>," where concrete-trapped heat is making urban regions notably warmer than their rural counterparts. <cmsannotation type="cmsannotation" annotationid="Minimums on the rise" comment="subhead" text="Minimums on the rise">Minimums on the rise</cmsannotation> However, what’s particularly concerning is the decline in nighttime cooling. Historically, cities would cool down considerably at night, providing much-needed relief from the daytime heat. However, the study reveals that this cooling effect has substantially decreased, exposing residents to prolonged periods of high temperatures without respite. The continuous exposure to heat, compounded by high humidity, exacerbates health risks, making heat stress and related illnesses more prevalent and potentially deadly at lower temperatures. The health implications are dire. The study observed an increase in the number of days with a heat index — what the weather “feels like” — surpassing 41°C in cities such as Kolkata and Chennai. Furthermore, the monsoon season, once a period of relief, now brings hotter and more humid conditions in some cities compared to the pre-monsoon months. As most might know, high humidity undermines the body’s ability to cool itself through sweating, increasing the risk of heat stress and related illnesses In response to these findings, CSE Executive Director Anumita Roychowdhury highlighted the necessity for in-depth assessments of heat trends, relative humidity, land surface temperatures, and diurnal temperature variations. These assessments are crucial for developing effective heat management plans that extend beyond emergency responses to encompass long-term strategies, such as expanding green spaces, enhancing water bodies, and improving thermal comfort in buildings. The study also called for reversing detrimental land use patterns and implementing scientifically grounded measures to monitor and mitigate urban heat stress. The time for action is now, as the repercussions of inaction could be devastating for millions residing in India's rapidly growing urban centers. The CSE report can be found <a href="https://www.cseindia.org/content/downloadreports/12191" data-type="tilCustomLink">here</a>.

Feeling like nights are getting too uncomfortable? New report confirms that nighttime temperatures aren’t dipping enough

<ul class="summary-list"><li>The era of electric air taxis is near, with eVTOLs expected to fly commercially starting next year.</li><li>One expert said eVTOLs fly at low altitudes and could create airspace and security challenges.</li></ul>The US's first <a target="_blank" href="https://www.businessinsider.com/united-electric-air-taxi-archer-evtol-2023-6">electric vertical-takeoff and -landing aircraft</a> are expected to fly commercial passengers as soon as 2025.At launch, <a target="_blank" href="https://www.businessinsider.com/airlines-investing-in-evtol-aircraft-united-american-2022-8">these zero-emission, piloted air taxis</a> — which take off and land like a helicopter but fly like an airplane — are expected to hop between city centers and major airports as a faster and more efficient alternative to driving. The battery-powered vehicles are also much quieter than the <a target="_blank" href="https://www.businessinsider.com/helicopter-ride-nyc-east-hampton-price-increase-airport-noise-regulation-2022-4">noisy helicopters that commonly fly over densely populated cities</a>.According to <a target="_blank" href="https://www.aerosociety.com/news/will-the-aerial-taxis-of-the-future-be-safe/#:~:text=With%20orders%20for%2010%2C000%20eVTOLs,one%20estimate%20from%20JP%20Morgan.">the Royal Aeronautical Society</a>, more than 10,000 eVTOLs are on order worldwide in deals worth some $60 billion.Carriers, including American Airlines, United Airlines, and Virgin Atlantic Airways, as well as noncommercial operators like the <a target="_blank" href="https://www.businessinsider.com/first-electric-air-taxi-delivered-to-us-joby-evtol-2023-10">US Air Force, have placed orders</a> for the new type of aircraft.The investments signal confidence in the futuristic eVTOLs and the burgeoning market for urban air mobility, which JPMorgan analysts have predicted <a target="_blank" href="https://www.businessinsider.com/top-startups-evtol-flying-car-industry-urban-air-mobility-2022-4">could be worth about $1 trillion</a> by 2040.However, the widespread commercialization and expansion of eVTOLs will depend on public acceptance and how regulators and operators address infrastructure challenges both on the ground and in the air.<h2 id="1aca0131-7716-4576-b98f-4cfc4392b0c8">Existing landing zones will need to be electrified with expensive chargers</h2>With up to 200 of the US-based Archer Aviation's Midnight aircraft on order, United is expected to operate the <a target="_blank" href="https://www.businessinsider.com/united-to-use-electric-air-taxi-in-chicago-new-york-2023-3">US's first commercial eVTOL route starting in 2025</a>.In June, the aircraft<a target="_blank" href="https://www.businessinsider.com/flying-taxi-firm-archer-gets-faa-approval-for-commercial-operations-2024-6"> received federal approval to fly commercially </a>as a Part 135 operator, meaning it can run non-scheduled operations like on-demand private charters. It still needs further approvals to fly for airlines like United, but the latest certificate puts it one step closer.United's planned hopper service is set to fly 10 to 20 minutes between downtown Manhattan and Newark Liberty International Airport in New Jersey, offering an alternative to a drive that often takes more than an hour.A later, second United eVTOL route is planned between Chicago's city center and O'Hare International Airport.<div type="image" title="United Airlines Archer Aviation Midnight eVTOL concept drawing." height="1432" width="1866" msid="110773504" hostid="261" sizebytes="77084"></div>All the <a target="_blank" href="https://www.businessinsider.com/how-connectivity-software-can-make-flying-taxis-reality-2024-2">eVTOL destinations have established spots for the electric aircraft</a> to take off from and land on. This type of operation is favored because the landing spots don't take up much space and can be placed near high-density sites such as sports arenas, finance districts, or concert venues.Archer's chief growth and infrastructure officer, Bryan Bernhard, told Business Insider that <a target="_blank" href="https://www.businessinsider.com/see-inside-tour-evtols-the-flying-taxis-revolutionize-commuting-2023-11">Midnight would primarily use these existing heliports</a> or VTOL-specific "vertiports" to start. It also plans to repurpose already-built city infrastructure, such as parking-garage rooftops, as additional landing zones.Regardless of location, facilities that want to welcome eVTOLs like the Midnight must invest in chargers. Bernhard said Archer's would be expensive to purchase and install but would not put a massive new strain on the power grid.He said the challenge lay in striking the right balance between battery conservation and terminal convenience when choosing where to place landing zones.<div type="image" title="The rear two seats of an Archer Midnight eVTOL with x-shaped seatbelts." height="3024" width="4032" msid="110773503" hostid="261" sizebytes="963482"></div>"We're utilizing existing assets and existing routes, so it'll be easy to integrate into that," he said. "But you want to be strategic on where the charger is so the vehicle doesn't have a long taxi path before it can take off."Bernhard added that the Midnight's charger had about the same power output as a <a target="_blank" href="https://www.businessinsider.com/ev-charging-stations-explained-levels-plugs-tesla-supercharger-2022-12">high-speed EV charger.</a><h2 id="be9d0476-d82b-4eb1-a3d5-a187d219bab6">Newly built vertiports may not be welcome in less-urban areas</h2>Henry Harteveldt, a travel analyst, told BI that the continued development of high-density batteries was crucial to eVTOL operators' hope of carrying more people and cargo longer distances.This would lead to the need for newly built vertiports.<a target="_blank" href="https://www.jobyaviation.com/news/joby-to-launch-air-taxi-service-uae/">Joby Aviation,</a> the first and only other US eVTOL manufacturer to secure an FAA certification, has, for example, partnered with eVTOL infrastructure provider Skyports to build four vertiports around Dubai.A Joby spokesperson told BI the company's global operations, which it plans to also extend to places like <a target="_blank" href="https://www.jobyaviation.com/news/joby-ana-partner-nomura-real-estate-vertiports-japan/">Japan</a>, would "blend into the background" and not disrupt daily life."We worked with NASA to analyze the acoustic footprint of the aircraft, demonstrating that at takeoff, it is quieter than a conversation at a distance of 100 meters and is barely perceptive when flying overhead at an altitude of just 500 meters," Joby said.<div type="image" title="Joby in Dubai" height="1500" width="2000" msid="110773508" hostid="261" sizebytes="138736"></div>Across the world, Rani Plaut, the CEO of <a target="_blank" href="https://www.airev.aero/">Air</a>, an Israeli company developing a two-seater eVTOL, told BI that the more infrastructure built to support the growing air-taxi market, the quicker the public would become accustomed to it.Harteveldt said, however, that this unique challenge of public acceptance would be particularly difficult in less-urban communities."There could be an opportunity to build new vertiports in places like office parks or shopping centers," he said. "However, one thing we know to be true is that communities will not want eVTOLs buzzing in and out at all times, even if they're electric."Harteveldt suggested that the optimal places for new vertiports were on top of or adjacent to convention centers or on waterfronts in places like New York City and San Francisco.<div type="image" title="Pilots training in Joby Aviation's eVTOL." height="784" width="1185" msid="110773509" hostid="261" sizebytes="111536"></div>Fortunately for operators, the <a target="_blank" href="https://www.faa.gov/airports/new_entrants/aam_infrastructure">Federal Aviation Administration's</a> official vertiport guidance, coming in 2025, is set to be performance-based. Bernard said the fewer regulatory requirements would make building new US facilities quicker and less costly.<h2 id="09227db6-e9ec-4a66-b5e5-58d27f280cdd">eVTOL operators need to consider airspace safety, security, and efficiency</h2>While manufacturers will face infrastructure challenges on the ground, the industry must also figure out how to efficiently <a target="_blank" href="https://www.businessinsider.com/delta-makes-a-60-million-investment-in-evtols-joby-aviation-2022-10">incorporate eVTOLs into the airspace network</a>.Airspace is used by everything from helicopters and passenger airliners to private jets and student pilots — meaning everyone has to work together with air-traffic control to safely share the skies.<div type="image" title="Archer Aviation" height="1000" width="1500" msid="110773505" hostid="261" sizebytes="148762"></div>Bernhard said the first couple of years of flying the Midnight would involve a few vehicles on existing and approved aviation routes and that Archer intended to use the same operating procedures that exist for other rotorcraft vehicles.He said opening newly certified pathways and new landing locations would take another few years, but conversations about the logistics of air traffic management would ignite.While the era of air taxis is almost here, Harteveldt said he didn't see eVTOLs littering the skies anytime soon. He said this "Jetsons"-like dream would be limited by safety and noise restrictions, especially since the eVTOLs would be flying at lower altitudes."How do you ensure these aircraft don't intentionally do anything that jeopardizes safety and security in places like Washington, DC, or London or Paris, and many others," he said. "You aren't going to want to have these eVTOLs operating in proximity to some of these places."

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