running man（全文在线阅读）>
running man正式官宣！4.46亿豪赌完成，东契奇首度表态，湖人彻底改朝换代_我的网站
一 | The electric vehicle ecosystem in India is still at a very nascent stage, but the number of electric vehicles on Indian roads is on the rise every day.,Despite the growth, there are a lot of challenges that need to be addressed with regard to the EV infrastructure.,Road safety is one of the major concerns, as the country ranks first in terms of number of road accident deaths in the world. Last year, the World Economic Forum (WEF) launched the Road Safety 2.0 program in India with an aim to introduce technology which would promote the 4Es of road safety i.e. Education, Engineering, Enforcement and Emergency care.,In an interview with Sputnik, Akhilesh Srivastava, Project Head of the World Economic Forum’s Road Safety 2.0 program and Member of the NHEV Knowledge group, talked about measures to be taken to ensure road safety in India and discussed the challenges presented by the battery swapping policy in India.,Sputnik: According to government data, India ranks first in the number of road accident deaths in the world. As you lead the World Economic Forum’s initiative Road Safety 2.0 in India, what measures are required to reduce such fatalities?,Akhilesh Srivastava: With 11 percent of global road fatalities, India ranks worst in terms of the sheer number of road accident deaths in the world. The impact of road accidents on Indian GDP is nearly INR 2.5 trillion ($31.7 billion) i.e., over 1.85 percent of the GDP.,It is clear that old or conventional methods of road safety are not working and there is an urgent need for a new solution. The WEF-led Road Safety 2.0 is one such next-gen solution, where the power of technology is leveraged to save lives on roads.,A few of the measures have been enumerated in it are: the use of technology is the best way to quickly and effectively reduce accidents; сontinuous tracking driving behavior using IoT to generate Safe Driving Scores. The SDS can be used as a monitoring mechanism for incentivizing good driving behavior and reskilling the bad drivers; use of Safety measures like seat belt and helmet with sensors attached; use of AI with the integration of Traffic Lights; implementation of ITS-based penalty set up to penalize people; scaling awareness about the regulations among the people;,Sputnik: WEF’s Road Safety 2.0 talks about an approach to create a human-centric road ecosystem. Could you elaborate what sort of road ecosystem it aims to create?,Akhilesh Srivastava: Human-centric design is a method of product creation that places the requirements, desires, and abilities of users at the forefront of the process. Rather than expecting users to change and conform their behaviors to the product, it involves making design decisions based on how people can, need, and want to do tasks.,Moving on from existing to a human-centric road ecosystem will help the highway builders, manufacturing industry and the enforcement agencies tackle the needs of the people and then accordingly devise the road safety setup and create a human-centric road ecosystem.,For Example, the presence of air bags in the car is for the drivers and passengers' safety. Why only the front seat should have air bags, people in the back seats are equally vulnerable. As per the human-centric approach, the seat belt should be for all humans in the vehicle. All seats in private vehicles like cars and for all passengers in long-distance public transport buses.,Pedestrians, cyclists and other vulnerable road users should be given due space and weightage while framing the policies. In India, pedestrians, cyclists and two-wheelers constitute the majority but the roads and road rules, are made keeping in mind the bigger vehicles.,Sputnik: FASTags in India were adopted to make travel seamless on National Highways and Expressways. However, despite the complete roll-out we see long queues of vehicles at toll plazas and technical glitches being reported. How can an effective and glitch-free usage of FASTags be adopted?,Akhilesh Srivastava: FASTag has made travel hassle-free on highways and expressways in India. There are no queues. FASTag has made tolling very efficient and transparent. Last year’s toll collection was the highest ever at nearly INR 400 billion (Over $5 million),Apart from this, the FASTag has saved fuel wastage of worth over INR 200 billion ($2.5 million) which happened due to idling of vehicles at toll plazas. It also resulted in saving at least 50 million MT of carbon emission.,Sputnik: Regarding the electric vehicle segment, it is a well-known fact that in India it is at a very nascent stage. What are the major challenges that stakeholders are facing and how can they be tackled?,Akhilesh Srivastava: With 100 percent FDI available, new production centres, and a greater push to improve charging infrastructure, India's electric vehicle industry is gaining traction.,Other growth factors for the Indian EV industry include federal subsidies and policies supporting deeper discounts for Indian-made electric two-wheelers, as well as a boost for localized ACC battery storage manufacture.,Furthermore, in September 2021, the federal government authorized a production-linked incentive program for the automotive sector to stimulate the manufacture of electric and hydrogen fuel cell vehicles. In 2021, India sold over 300,000 electric vehicles.,Some of the challenges that exist but are being tackled by the stakeholders are: inadequate charging infrastructure; reliance on battery imports; reliance on imported components and parts, range anxiety among consumers; current high price of EVs; lack of options for high-performance EVs; inadequate electricity supply in parts of India; lack of quality maintenance and repair options.,Sputnik: You have links with the NHEV (National Highway for Electric Vehicle) programme. What initiatives are being taken under the programme to expand EV infrastructure?,Akhilesh Srivastava: Yes, I appreciate this question which talks about Electric Vehicles and being a member of the Knowledge group of NHEV, I wish similar kind of road safety in India, however, some additional concerns are to be kept in mind are:,• The EV is directly connected to a regular household power outlet. This mode is the simplest possible charging mode and does not support any communication between the EV and the charge point, hence it is prohibited in many countries due to safety concerns.,• The onboard charger converts AC to DC. It uses a special type of charging cable equipped with an in-cable control and protection device. This can be used for private charging, but its public use is subject to restrictions in many countries.,• Batteries are the key element. And we noticed a few cases of fire recently. There should be a proper set of technical and regulatory guidelines for the batteries, about its specifications, unique Id number of batteries, uniformity in the charging system, and even uniformity in batteries so that battery swapping can be done easily.,Tracking of batteries can give alerts about the health of batteries so that unsafe batteries can be removed timely.,Sputnik: Ever since the Finance Minister announced the battery swapping policy, it has been a much talked about topic across the segment. Do you think it can be realized?,Akhilesh Srivastava: I appreciate the announcement by Finance Minister about the battery swapping policy. A detailed policy for battery standardization, specifications, and safety protocols is being prepared.,We should think of the battery as a service for battery swapping. This will allow the setting up of battery stations on a mass level; a battery swapping policy will be brought in and interoperability standards will be formulated.,The private players should be encouraged to develop sustainable and innovative models for the battery as a service which will increase efficiency in the electric vehicle ecosystem. This will reduce the cost of Electric Vehicles and give impetus for electric vehicle growth in the coming years.,Sputnik: Electric vehicles are an alternative to petrol and diesel vehicles, and commonly seen as a way to reduce carbon emissions. However, the source of electricity remains non-renewable, so what roadmap has the NHEV adopted to generate electricity for the electric vehicles through renewable sources?,Akhilesh Srivastava: The transport sector accounts for 18 percent of total energy consumption in India. This translates to an estimated 94 million tons of oil equivalent (MTOE) energy.,If India were to follow the current trends of energy consumption, it would require an estimated 200 MTOE of energy supply annually, by the year 2030 to meet the demand of this sector. As of now, this demand is being met mostly through imported crude oil, which therefore makes this sector vulnerable to volatile international crude oil prices. Moreover, the sector also contributes an estimated 142 million tons of CO2 emissions annually.,Electric mobility presents a viable alternative in addressing these challenges, when packaged with innovative pricing solutions, appropriate technology and support infrastructure and thus, has been on the radar of the Government of India.,The point of renewability of electricity is being addressed too with renewable energies like solar energy, wind energy and other forms other renewable sources of energy. The growth of India in this has been spectacular and the country is ahead of many developed countries in this regard.,Want to know more? Check out our Koo & Telegram accounts!,Koo: https://www.kooapp.com/profile/sputniknews,Sputnik India: https://t.me/sputniknewsindia。 詹姆斯休赛期正式离开湖人，搅动了整个西部格局。但比起巨星离队和湖人4.46亿的阵容补强，东契奇的公开表态，才是洛杉矶湖人真正的变局信号。 在最新的TheAthletic专访中，东契奇公开谈及球队新阵容。他先礼貌致敬詹姆斯的湖人生涯贡献，随后一句“目前的阵容更加契合球队”，直接敲定了湖人全新的建队核心格局。 这番发言绝非简单的场面客套，是湖人告别詹时代、正式进入东契奇单核时代的权力宣言。 熟悉NBA球队格局的球迷都清楚，豪门球队的核心更迭向来隐晦。很少有新生代核心，会在功勋老大哥离队的第一时间，直接肯定新阵容优于双核时代。 但东契奇做到了。短短一句话，没打一场新赛季比赛，就彻底改写湖人的球队叙事：曾经属于詹姆斯的湖人，如今正式成为东契奇的球队。 回顾完整采访内容，东契奇的措辞分寸感十足，却态度鲜明。他坦言詹姆斯为球队付出良多，帮助球队提升实力，全队始终心怀敬意。 可关键的转折，藏在“但”字之后。前半句是职业球员的体面与尊重，后半句是他对球队未来的绝对主导权宣告。 通俗来讲，东契奇的核心态度十分清晰：詹姆斯伟大毋庸置疑，但如今的湖人战术体系、建队思路，要完全围绕我的打法构建。 这不是简单的情商高低问题，是NBA巨星之间，球权话语权与球队核心地位的交接博弈。 过去两个赛季，湖人一直维持詹东双核体系，这也是联盟最特殊的持球双核组合。一位是联盟常青树顶级持球大核，一位是新生代王牌进攻发动机。 从理论层面看，双核互补、容错率更高，是完美的争冠配置。
二 | 但落地实战，两大持球核心的打法冲突，始终无法彻底化解。 两名顶级球星都需要大量球权、战术资源和出手权重，关键时刻的进攻发起权，成为球队最大的内部矛盾，导致两人始终无法打出最佳状态。 真实赛场数据，直观印证了双核适配的短板。上赛季东契奇场均使用率稳定在30%左右，属于联盟顶级核心水准。 但只要詹姆斯登场，他的持球时间、出手次数、进攻主导权都会大幅压缩。比赛中经常出现尴尬画面：东契奇弧顶就位要球，詹姆斯调度战术，最终球权无法流转到他手中。
三 | 双核互相牵制、互相适配的代价，就是两人都打得束手束脚，湖人的进攻体系始终割裂，无法形成稳定节奏。
四 | 正因如此，詹姆斯离队后，湖人全新阵容适配性大幅提升，绝非空口白话，而是解决了球队蛰伏许久的战术痛点。 湖人休赛期的引援操作，更是全方位围绕东契奇量身打造。球队砸出4.46亿薪资空间，没有盲目签约超级球星组建新双核，而是彻底放弃双核心模式。 管理层拆分薪资空间，精准补强功能性角色球员，打造一套纯适配东契奇打法的单核争冠阵容，彻底清空他的进攻路线。 具体签约运作极具针对性：4年1.85亿续约里夫斯，4年1.3亿先签后换引进凯斯勒，4年6000万签下格莱姆斯。 同时以4年5200万、2年1900万的合同，拿下马穆凯拉什维利与塞克斯顿，每一笔签约都精准补齐球队短板。 其中凯斯勒是适配东契奇的最佳内线拼图。他拥有联盟顶级的挡拆质量、篮筐保护能力和防守效率，完美契合东契奇招牌的高位挡拆打法。
五 | 过往湖人内线球员，顺下终结和护框能力平庸，限制了东契奇的进攻威力。
六 | 如今凯斯勒坐镇内线，挡拆掩护、顺下终结、护框补位一应俱全，彻底盘活湖人挡拆体系。 里夫斯的留守同样至关重要。
七 | 他没有华丽的球风，但组织视野稳定、处理球冷静，擅长应对高压赛场局势。 当对手重兵包夹东契奇时，里夫斯可以分担组织压力，盘活弱侧进攻，让东契奇得以减少持球消耗，灵活切换无球、接球投模式，丰富球队战术层次。 格莱姆斯、马穆则是标准的功能性拼图。前者是优质3D球员，能投三分、能对位防守；后者可摇摆锋线与内线，兼具投射和持球能力，完美拉开进攻空间。 阵容更新后，湖人首发平均年龄从31.2岁降至26.2岁，瞬间完成年轻化蜕变。球队彻底告别跟着老将巅峰期冲刺的模式，全面贴合东契奇的黄金生涯周期布局。 手握专属顶配阵容，东契奇直言球队夺冠概率更大，底气十足。
八 | 但这套极致的进攻型阵容，也暗藏两大致命隐患，新赛季隐患亟待验证。 首先是防守短板十分突出。球队核心持球点东契奇、里夫斯，均是防守弱势球员，横移速度慢、换防能力不足。 对手新赛季必然会针对性打挡拆点名，持续针对两大防守漏洞。即便凯斯勒拥有顶级护框能力，也难以兼顾篮下与外线，湖人整体防守轮转压力巨大。 其次是球队容错率极低，过度依赖双核发挥。上赛季詹姆斯在场时，可在东契奇疲劳、哑火或伤停时接管比赛，充当球队兜底保障。 如今老大哥离队，湖人缺少第三稳定进攻发起点。一旦东契奇或里夫斯遭遇伤病、状态低迷，球队进攻体系大概率直接瘫痪。 除此之外，湖人还面临舆论与流量落差的压力。本赛季湖人无缘揭幕战，休赛期操作仅获ESPN C+评级，不再是联盟流量焦点。 过去詹姆斯坐镇，湖人稳居全美直播常客，收视率稳居联盟前列。如今东契奇扛起大旗，战术地位登顶，但商业流量、媒体认可度尚未匹配。 这意味着新赛季湖人容错率极低。一旦开局战绩不佳、防守拉胯，东契奇“阵容更契合、夺冠机会更大”的发言，会立刻沦为舆论争议点。 纵观NBA历史，球星接棒时代向来残酷。此前杜兰特接班库里、字母哥接手雄鹿，都经历过舆论和战绩的双重考验。
九 | 如今东契奇复刻核心交接，一句话扛起球队所有成败。新赛季若湖人稳居西部前四、攻防体系成型，这番发言将成为新生代巨星接班的经典宣言。 反之，若球队防守崩盘、战绩徘徊在附加赛边缘，核心关键战拉胯，这句话就会成为他生涯的争议短板。 4.46亿的超级豪赌，是湖人管理层的魄力，也是东契奇的巨大压力。
十 | 球队放弃双核容错，全力适配他的打法，把所有希望押注在他的身上。 时代的接力棒已然交接，属于东契奇的湖人时代，正式开启。
十一 | Current article:http://nh3acaz.zeitujiangshaopen.pics/m10fcbv/gjw.html Published on:02:41:35 |
