Latest news with #US-built
News18
4 days ago
- Automotive
- News18
F-22 Raptor: The 5th-Gen Fighter Jet That US Won't Sell
Last Updated: The US-built F-22 Raptor, developed by Lockheed Martin and Boeing, is a top fifth-generation fighter jet with stealth, supercruise, and unmatched agility In an era where warfare is increasingly defined by speed, stealth, and supremacy in the skies, fifth-generation fighter jets have become the ultimate symbols of military might. As nations race to outpace one another in aerospace technology, the United States, China, and Russia lead the charge, each wielding their own cutting-edge aircraft. But among them, one machine continues to soar above the rest, the US-built F-22 Raptor. Developed jointly by Lockheed Martin and Boeing, the F-22 Raptor was first tested in 1997 and officially inducted into the US Air Force by 2005. With a minuscule radar cross-section, the F-22 is nearly invisible to enemy radar systems, allowing it to infiltrate hostile airspace undetected. Powered by twin Pratt & Whitney F119-PW-100 engines generating a combined 70,000 pounds of thrust, the jet is capable of 'supercruise", sustained supersonic flight without the use of fuel-guzzling afterburners. It cruises at speeds exceeding Mach 1.5 (approximately 1,850 km/h) and can climb to altitudes over 50,000 feet. Its agility in the air is unmatched, thanks to thrust vectoring technology that allows the jet to pivot and roll with astonishing precision. In dogfights, this maneuverability makes it nearly impossible to pin down. Equipped with the AN/APG-77 radar, the jet can detect and track enemies at long range. With sensor fusion technology, it delivers a 360-degree battlefield view to its pilot, offering a critical edge in complex air combat situations. Weapons-wise, the Raptor carries a lethal mix. It can house six AIM-120 AMRAAM air-to-air missiles, two AIM-9 Sidewinders, a 1,000-pound GBU-32 JDAM smart bomb, and a 20mm M61A2 Vulcan cannon with 480 rounds, making it equally deadly against both airborne and ground threats. The F-22 was designed for air superiority. It's faster, topping Mach 2.25 (nearly 2,700 km/h), and more agile due to its advanced thrust vectoring. The F-35, on the other hand, is a versatile, multi-role combat aircraft tailored for a broader range of missions: air-to-ground strikes, electronic warfare, and intelligence gathering. It comes in three variants for the Air Force (F-35A), Marines (F-35B for vertical landing), and Navy (F-35C for carrier operations). Though slower and less nimble, the F-35's strength lies in its adaptability and digital warfare capabilities, including its AN/APG-81 radar and Electro-Optical Targeting System. Despite its staggering capabilities, the F-22 remains exclusive to the United States. In 1998, Congress enacted a strict ban on its export, citing the need to safeguard its highly classified stealth and avionics systems. The fear? That this top-tier technology might fall into adversarial hands. Indeed, those fears weren't unfounded. In 2016, China was caught attempting to steal design blueprints of the F-22, F-35, and C-130 transport aircraft. Since then, Washington has doubled down on keeping the Raptor within American borders. Allies such as Japan, Israel, and Australia have repeatedly expressed interest in acquiring the F-22. In one case, Lockheed Martin even proposed a hybrid model combining features of the F-22 and F-35 for Japan. But concerns over cost and export laws killed the deal. Instead, the US has promoted the more widely available – and export-friendly – F-35, which shares some DNA with the Raptor but lacks its specialised air dominance pedigree. India recently greenlit its own 5th-gen Advanced Medium Combat Aircraft (AMCA) programme. While promising, it remains years away from operational deployment. For now, India, like many others, watches from the sidelines as the trio of aerial superpowers – the US, China, and Russia – unfold their futuristic wings. Watch India Pakistan Breaking News on CNN-News18. Get breaking news, in-depth analysis, and expert perspectives on everything from geopolitics to diplomacy and global trends. Stay informed with the latest world news only on News18. Download the News18 App to stay updated! First Published:
Euronews
25-05-2025
- Euronews
Discover Taiwan's living history on this 113-year-old mountain train
It's 10am, and spears of golden sunlight are piercing the clouds draped over the forested peaks of the Alishan range in southwestern Taiwan. My mode of transport is a steam train, and in many ways, little has changed since it first rumbled through these alpine forests in 1912. Beyond my window, thick clusters of hinoki – otherwise known as Japanese cypress – line the route like a guard of honour, their gnarled, ramrod-straight trunks vying for space with bamboo, prized by the Indigenous Tsou tribe and used for everything from construction to crafts. For better or worse, this is a region shaped by the Japanese who arrived here after the first Sino-Japanese War in 1895. Forestry experts dispatched to the region around the turn of the century confirmed the presence of a huge number of conifers. In 1906, the Japanese company Fujita Group set about building a railway, desperate to nurture a forestry industry built on the vast swathes of cedar and cypress blanketing these mountains. But doing so wasn't easy. Construction was abandoned in 1908, prompting the Taiwanese government to take over the project, and in 1912, the first steam locomotives took to the tracks. Today, as I rumble through the forests of Alishan National Scenic Area along the recently restored 71-kilometre railway (full operations resumed in 2024), it's not hard to see why the Japanese admitted defeat. The route includes countless switchbacks, 77 bridges and 50 tunnels - one of which has recently been painted with images of supersized sunflowers. US-built Shay locomotives were imported to help shift the heavy loads – tonnes of timber destined for Taiwan's ports – but other obstacles were harder to overcome. Typhoons, earthquakes and landslides regularly wreaked havoc on this particular region, and the process of constructing the original railway was a feat of engineering which required a huge amount of manpower. Many of these workers lived in Chiayi, a small city shaped by the timber industry. It's the starting point for the heritage railway, and today, one of its biggest attractions is Hinoki Village, a cluster of squat wooden cottages built as accommodation for railway and forestry workers. These cottages now house souvenir shops selling cedarwood chopping boards and oolong tea grown nearby. Sadly, the railway ground to a halt in the 1960s as the forestry industry declined. Occasional services still ran, but in 2009, Typhoon Morakot hammered the final nail in the coffin, prompting the closure of a railway line already in desperate need of some serious TLC. The workers who brought this railway back to life in 2024 might not live in Hinoki Village, but their passion runs just as deep as its previous tenants. Everyone involved with its restoration, whether it's the stationmasters based at some of the route's most isolated stations or engineers who laid certain sections of rail by hand in remote, inaccessible locations, has the same perspective. This wasn't simply about replacing a few sleepers. 'The Alishan Forest Railway isn't just a railway,' says Mr. Shen Yi-Ching, chief of the Safety Management Division. 'It's a living history of Taiwan. It started with the harvesting of our precious forests during the Japanese colonial era. The railway was built to transport that timber, and around it grew communities, industries and a unique culture.' And it's a culture which the railway honours in numerous ways. Certain carriages are clad with fragrant cedarwood, and many of the stations along the route resemble forest temples. As we pull in, I watch the conductor lean out the window and pass a large token, attached to a loop of rope, to the stationmaster. Before the train departs, another token is passed back to the conductor. It's a ritual which has existed since the railway's heyday, and one which proves that the train had the right to traverse the previous section of track, and has permission to proceed to the next one. Train stations such as Jiaoliping, which huddles in the shadow of both cedar-carpeted mountains and a trackside, lantern-adorned temple, are spotlessly clean. All too often, railways in Europe become dumping grounds for discarded bottles, cans and other detritus. But here, any scraps of litter are quickly removed by members of the local communities, who see the railway as a lifeline, and regularly gather to conduct organised litter-picking sessions. The trains chugging along this railway didn't just carry lumber – they carried supplies and post, and connected locals with the outside world. Today, the cargo is tourists – an equally valuable commodity. Many of the stations double as departure points for hikers keen to explore the trails which weave through Alishan's firefly-dotted mountains. The lumberjacks and train drivers who would pause at these stations to rest and refuel have now been replaced by tourists who queue at food stalls to feast on the bento boxes which once sustained those who toiled on its tracks. I recommend a serving of turkey rice (a speciality in this part of Taiwan), followed by a cup of oolong mountain tea (gāoshān chá). Relics from the railway's heyday are never far away. There are rusting water guns once used by track gangs to extinguish fires caused by sparks from the train. Ruan Wen-An, who lives next to the railway's tiny Dulishan railway station, will happily show passengers the one once owned by his grandfather. Ancient tools are on display at Fenqihu Station. Here, a cathedral-like wooden loco shed has been transformed into an exhibition space where visitors can learn about the railway's history. For many people, the final destination is Alishan Station, 71.4 kilometres from Chiayi. But the short, sweet Zhushan Line, an extension which opened in 1984, is now part of the railway's story, too. It is the only section of the Alishan Forest Railway to be built after WWII. The day after arriving at Alishan Station, I return to board the so-called sunrise train for the 30-minute journey to Zhushan Station. At 2,451 metres above sea level, it's Taiwan's highest train station. In 2023, it emerged from a major renovation, with a sweeping roof resembling two lengths of ribbon, and architectural elements inspired by the clouds which regularly cloak the surrounding peaks. Nature has shaped its design in more tangible ways, too; near the entrance, a towering red cedar grows through a bespoke hole in the roof. It is a Taiwanese take on the mid-century modern buildings I've seen in Palm Springs, many of which have circular holes added to accommodate palm trees. Nature shapes departure times, too. They depend on what time the sun rises that day, displayed on platform sign boards which are manually changed. A train worker tells me that despite this particular journey lasting just 30 minutes, it generates a similar revenue to that of the restored Alishan Forest Railway. The reason? Every morning, tourists clamour to board the train in time to watch the sun rise over the distant mountains from an observation point close to Zhushan station. Taiwan's tallest peak, Jade Mountain, is one of the many natural wonders on show. The Alishan Forest Railway is a railway which has truly stood the test of time, and it's fitting that much of its restoration was carried out not with machinery but by hand. It's a labour of love, and one which passed a recent, unexpected test with flying colours. Just a few days after its opening in July 2024, Typhoon Gaemi swept over Taiwan, and landslides meant the railway was forced to close so that tracks could be cleared. But unlike the typhoon, which sealed its fate in 2009, the railway emerged largely unscathed, opening a month later – proof that this cedar-scented success story is here to stay. Rome is a splendour of religious riches that attracts over 30 million visitors annually, and 2025 is a particularly significant year for this cradle of Catholicism. The Vatican is celebrating a Jubilee Year with dozens of events. The funeral of Pope Francis and the election of a new pontiff have also shone a spotlight on the Italian capital. If you are heading to Rome to marvel at its myriad religious monuments, it can be hard to know where to start. For a particularly meaningful way to visit Rome's major churches - and to sidestep the crowds - try following in the footsteps of a 16th-century saint. Though you may not expect it, the Eternal City is a delight to explore on foot. In fact, a recent ranking by GuruWalk placed Rome first as the most walkable city in the world, describing it as 'an open-air museum that deserves to be explored thoroughly, step by step'. St Philip Neri conceived the Pilgrimage of the Seven Churches around the year 1553, and tracing the route has become one of Rome's oldest religious traditions. There are slight variations you can take, but it is roughly 25 kilometres and snakes around the whole city between the seven major basilicas. If you start early in the morning, it can make for an impressive full-day challenge. Otherwise, you can split it over days and easily take public transport to return to the place you left off. It is a good idea to begin the route at St Peter's Basilica. Given that the church is very busy at the moment, it makes sense to join the queue as early as possible for the shortest waiting time. It will make it easier to see the artistic treasures inside the cavernous church, from Michelangelo's Pietà sculpture to Gian Lorenzo Bernini's Baldacchino - a richly carved bronze canopy surmounting the high altar. To see sights en route during daylight and opening hours, it's best to make the next stop the Basilica of Santa Maria Maggiore, around an hour's walk away. The route takes you past the hulking Sant'Angelo castle and over the homonymous bridge lined with drapery-clad stone angels with views down the Tiber River. The cobbled, atmospheric Via dei Coronari leads you to Piazza Navona, home to the aquatic theatrics of Bernini's Four Rivers Fountain. The road continues on, passing directly in front of the majestic Trevi Fountain. Another 20 minutes walking takes you to the second of Rome's major churches, where Pope Francis chose to be buried. Santa Maria Maggiore is a key place of worship for Marian devotion, containing a sacred Byzantine icon featuring the Virgin known as the Salus Populi Romani, or Protectress of the Roman people. A half hour's walk, passing in front of the Termini railway station and along the wide boulevard Via dei Ramni, takes you to the church of San Lorenzo Fuori le Mura. The building was reconstructed after bombing during the Second World War, but it lies on the ancient site of the martyrdom of St Lawrence, who was roasted alive on a grill in 258. The saint's relics are housed inside. Another half-hour stretch leads to the Basilica of Santa Croce in Gerusalemme, passing the ancient Roman Porta Maggiore gateway and aqueducts en route. The pale stone Baroque structure was envisaged as a giant reliquary and houses some of the most famous relics in Christianity recovered by St Helen, mother of the Emperor Constantine, during her pilgrimage to Jerusalem in 325. Among them are the Holy Nail, some fragments of the True Cross, a thorn from the Crown of Christ and a bone from the finger of St Thomas the Apostle. From here, follow the ancient Aurelian walls along Via Carlo Felice for 15 minutes to the monumental Papal Basilica of San Giovanni in Laterano. This is the Cathedral of Rome, as well as the oldest and most important basilica in the West. Consecrated in the 4th century, it houses the relics of the heads of the Apostles of Rome, Peter and Paul, kept in an exquisite gilded Gothic canopy over the papal altar. The next stretch to the sixth church takes just over an hour, passing along the 3rd-century Aurelian Walls and down the Via Appia Antica, an ancient road where you lose the city for a moment and seem transported to bucolic countryside. The Basilica of San Sebastiano Fuori le Mura is simpler, at least compared to the majesty of the previous churches. It contains an arrow and part of the column from St Sebastian's martyrdom and the Bust of the Saviour, the last sculptural masterpiece by Bernini, rediscovered in 2001 in the adjacent convent. The final church is reached along the Via delle Sette Chiese, named for the seven churches pilgrimage. The peaceful road through Rome's outskirts leads to the Basilica of San Paolo Fuori le Mura, the second-largest church in Rome. Founded in the 4th century, it was rebuilt in neo-classical style following a fire in the 19th century. Make sure you visit the cloister, a vestige from the 13th century, and its graceful, mosaic inlaid columns. If you time your day right, you can then meander for a sunset-tinged hour back along the banks of the Tiber, with a little detour through the characterful, labyrinthine Trastevere neighbourhood, to return to St Peter's.
Fibre2Fashion
09-05-2025
- Business
- Fibre2Fashion
SHIPS for America Act another unexpected headache for shippers: Xeneta
The re-introduction of the SHIPS for America Act last week is yet another example of the complexity and uncertainty facing ocean container shippers in 2025, according to Norway-based ocean and air freight market intelligence Xeneta. With yet more fees to consider when importing goods into the United States, taking decisive action on supply chain cost and resilience becomes increasingly difficult, it noted. The re-introduction of the SHIPS for America Act last week is yet another example of the complexity and uncertainty facing ocean container shippers, Xeneta said. With yet more fees to consider when importing goods into the US, taking decisive action on supply chain cost and resilience is tougher, it noted. There are questions now over how carriers will pass on the cost of the USTR fees, it said. In February, the office of the US trade representative (USTR) announced proposals for fees on Chinese carriers and ships entering US ports. This included a fee based on the percentage of a carrier's order book being built in Chinese yards. However, when revised proposals were announced on April 18, this element was not included. That relief, however, may be short-lived as the SHIPS for America Act—a completely separate scheme to the USTR port fees—was reintroduced last week and now includes a fee to be levied against carriers (of any nationality) based on the percentage of order book being built in certain Chinese yards, Xeneta observed. This fee was not included when the Act was first tabled in December last year. There are huge questions now over how carriers will pass on the cost of the USTR fees, and therefore, shippers should be ready to push back against these surcharges, Xeneta said in a note. The fact they must now also factor in surcharges relating to the SHIPS for America Act means the potential additional costs are even higher. While the financial implication of the SHIPS for America Act is lower than the USTR fees, it is yet another cost to be absorbed, Xeneta said. The complexities in the way different carriers and alliances will be exposed to the fees should be factored by shippers when procuring their next freight contract. Striking a low rate may not look quite so appealing if your chosen carrier is heavily exposed to these additional fees or surcharges, it noted. Section 415 of the SHIPS for America Act states 1 per cent of goods from China (measured by tonnage) must be transported on US-built ships, starting five years after the data of enactment. This requirement increases 1 per cent each year to 10 per cent. Any shipper failing to comply would be fined an amount that is greater than the difference of the cost for shipping on a US-built ship versus cost for shipping on a flag of convenience ship. It is unclear how this would work in practice, but, if it does come to pass, it would be a financial as well as administrative headache for the shipper, Xeneta added. Fibre2Fashion News Desk (DS)
Time of India
01-05-2025
- Automotive
- Time of India
'Got to keep the vehicles affordable': US-made cars still heavily dependent on foreign supply chain, says Ford CEO
Jim Farley, President and chief executive officer of Ford (File photo) Ford CEO Jim Farley has revealed that, despite the automaker's deep manufacturing roots in the United States, Ford remains heavily reliant on imported components—some of which are simply not available from domestic suppliers. In an interview with CNN , Farley warned that President Donald Trump's newly imposed tariffs on auto parts—set to take effect Saturday—could significantly raise production costs, forcing automakers to pass those increases on to consumers. 'We have to import certain parts,' Farley said. 'A lot of parts, like fasteners, washers, carpet … are just not available. We can't even buy those parts here.' While the White House has pushed for domestic sourcing, Farley emphasized that economic and logistical realities still favor global supply chains. He estimated that around 20 to 25 per cent of the parts in Ford's top-selling models, including the F-150, come from abroad. Even where domestic manufacturing is possible, it is often far more expensive. 'The affordability of parts is a really important thing for America because we've got to keep the vehicles affordable,' Farley said. Ford currently manufactures more of its vehicles in the US than any automaker except Tesla, yet Farley acknowledged that full domestic self-sufficiency isn't feasible. 'Yes, we want to make them like Ford does in the US, but we also want to make the vehicles affordable that are built in the US,' he said. 'Let me take you through the math': Ford CEO on how tariffs could impact vehicle pricing To cushion the impact of rising costs, Ford is extending its 'employee pricing' promotion through July 4. Still, Farley warned that once the promotion ends, customers could see higher sticker prices. 'We want to keep our prices competitive and low,' he said. The Trump administration's tariff strategy includes a 25 per cent duty on imported vehicles and new levies on US-built cars if more than 15 per cent of their parts come from foreign sources. While some relief was announced earlier this week, analysts expect only a modest reduction in cost increases. According to estimates from Anderson Economic Group, the tariffs could raise production costs by $3,000 to $12,000 per vehicle. Recent policy adjustments may trim that burden by $900 to $2,500, but the overall financial pressure remains substantial. Speaking at Ford's Kentucky Truck Plant on Wednesday, Farley called for continued collaboration with policymakers. 'The changes this week to the tariff plans will help ease the impact on automakers, suppliers, and consumers,' he said. 'But we need to continue working with the administration on a comprehensive policy strategy… We are not there yet.' Although US President Trump claims his tariffs are incentivizing automakers to open new factories in the US, industry data does not show a marked uptick in new investment. Ford's ongoing projects in Tennessee and Ohio—focused on electric vehicles—began under the Biden administration and are backed by federal loans. Farley said Ford remains in close contact with Trump's team. 'We recognize how important this moment is to get this all right and try to figure it out together,' he said. 'It's going to take a little time.' Stay informed with the latest business news, updates on bank holidays and public holidays . AI Masterclass for Students. Upskill Young Ones Today!– Join Now
Yahoo
25-04-2025
- Business
- Yahoo
US apparel trade group sounds alarm on new shipping tariffs plan
The move is a response to findings from a year-long Section 301 investigation into China's conduct within the maritime, logistics, and shipbuilding industries. Under Section 301 of the Trade Act, USTR has the power to respond to foreign practices that unfairly burden or discriminate against US commerce. USTR's probe involved a two-day public hearing, consultation with government agency experts and USTR cleared advisors as well as taking comments from 600 members of the public. The latest measures include a tiered fee system aimed at Chinese shipping operators, vessel owners, and vessels constructed in China. Furthermore, the USTR is considering additional duties of 20% to 100% on essential transportation equipment such as containers, chassis, and ship-to-shore cranes. These fees and tariffs are expected to diminish US trade, leading to losses for American companies and increased expenses for US consumers. USTR ambassador Jamieson Greer said: "Ships and shipping are vital to American economic security and the free flow of commerce. "The Trump administration's actions will begin to reverse Chinese dominance, address threats to the US supply chain, and send a demand signal for US-built ships." AAFA had already voiced its opposition to these measures during a hearing with the USTR on 24 March 2025 and submitted written objections against the proposed fees. The association also conducted a study which concluded that these fees would negatively affect US farmers, workers, and the overall economy. According to the study, these measures could cause a significant 11.56% drop in US exports and a 0.23% contraction in the nation's GDP. AAFA senior vice president for policy Nate Herman expressed significant concern regarding the impact of recently implemented port charges and shipping regulations. He emphasised the potential for severe repercussions on US employees, buyers, and exporters. "With fees as high as $1.5m per port call, these measures are driving up shipping costs, shrinking GDP, and reducing US exports. When ocean carriers raise rates, American families will pay the price through higher costs and growing product shortages, at a time when they can least afford it. Smaller regional ports will see fewer vessel calls, putting local jobs at risk and disrupting the flow of US goods,' Herman said. He added: "We fully support strengthening the US maritime industry, but penalising shippers for not using American-flagged or built vessels, when they cost up to five times more and remain in limited supply, is counterproductive." Herman also said it was "telling" that the administration made the announcement after markets closed last week and would not open again until Monday. He explained this "masks a decision that is bad for the economy - bad for American farmers, bad for American manufacturers, bad for American businesses, and bad for hardworking American families'. Navigate the shifting tariff landscape with real-time data and market-leading analysis. Request a free demo for GlobalData's Strategic Intelligence here. "US apparel trade group sounds alarm on new shipping tariffs plan" was originally created and published by Just Style, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio
