visual-journalism

The Transit Costs Project (discovered by Pedestrian Observations) aims to collect cost details of transit infrastructure projects around the world from researchers at NYU Marron Institute of Urban Management. In their own words:

Why do transit-infrastructure projects in New York cost 20 times more on a per kilometer basis than in Seoul? We investigate this question across hundreds of transit projects from around the world. We have created a database that spans more than 50 countries and totals more than 11,000 km of urban rail built since the late 1990s... The goal of this work is to figure out how to deliver more high-capacity transit projects for a fraction of the cost in countries like the United States. Additionally, we hope that our site will be a useful resource for elected officials, planners, researchers, journalists, advocates, and others interested in contextualizing transit-infrastructure costs and fighting for better projects.

There are some visualizations and case studies released based on the data.

This article from the South China Morning Post covers the Iran-China railway link between Almaty in Kazakhstan through to Tehran in Iran. At the time this was published, I assume 2017, it had been a year since the first the first freight train connecting Iran and China ran through neighbouring countries Kazakhstan, Uzbekistan, and Turkmenistan in February of 2016. Traveling along the Silk Road taking only 14 days it provided a quicker route than ships between the two countries.

The arrival of this train in less than 14 days is unprecedented,” said President of the Railways of the Islamic Republic of Iran (RAI), Dr Mohsen Pour Seyed Aghaei. “The time spent by this train” to reach Tehran “has been 30 days shorter compared with the maritime route, which starts from China’s Shanghai port and ends in Iran’s Bandar Abbas” port city, Dr Pour Seyed Aghaei noted. He added, "This is an important step for the revival of the Silk Road and the train has travelled 700 km per day, saving 30 days compared to normal time that takes to go this distance.”

Part of this route towards Europe became a "life channel" during the COVID-19 pandemic as it required fewer health checks than road transport since the train uses local crews in each country. Halting flights and increasing maritime freight prices put this rail alternative in a good spot.

Interestingly, the UIC in another article.

It's clear there's a lot of activity in this area I'm not familiar with but it is interesting to learn more.

When Sal Mercogliano was covering the recent uncrewed surface vessel strike of the MV Tutor in the Red Sea he referenced an ArcGIS StoryMap created by Noam Raydan and Farzin Nadimi of the Washington Institute. The StoryMap is very comprehensive and documents the attacks in the Red Sea, Bab al-Mandab, and neighbouring areas dating back to 2019.

The article tells the story of the underground cables that power the internet, as they follow the 50 crew members of KDDI Ocean Link, one of 22 repair and maintenance ships of the 77 cable ships in the world in the wake of the Fukushima nuclear accident.

On average, [cable breaks] happen every other day, about 200 times a year. The reason websites continue to load, bank transfers go through, and civilization persists is because of the thousand or so people living aboard 20-some ships stationed around the world, who race to fix each cable as soon as it breaks.

An informative @Reuters graphics article on the Houthi rebel attacks at the Bab al-Mandab straight with detailed plots on the attack types, context on the political situation, and how it affects the crew, shipping companies and global shipping.