Solar air heating is among the most cost-effective applications of solar thermal energy. These systems are used for space heating and preheating fresh air for ventilation, typically using glazed or unglazed perforated solar collectors. The collectors draw in outside air, heat it using solar energy, and then distribute it through ductwork to meet building heating and fresh air needs. In 2024, Canada led again the world for the at least seventh year in a row in solar air heating adoption. The four key suppliers – Trigo Energies, Conserval Engineering, Matrix Energy, and Aéronergie – reported a combined 26,203 m2 (282,046 ft2) of collector area sold last year. Several of these providers are optimistic about the growing demand. These findings come from the newly released Canadian Solar Thermal Market Survey 2024, commissioned by Natural Resources Canada. Canada is the global leader in solar air heating. The market is driven by a strong network of experienced system suppliers, optimized technologies, and a few small favorable funding programs – especially in the province of Quebec. Architects and developers are increasingly turning to these cost-effective, façade-integrated systems as a practical solution for reducing onsite natural gas consumption. Despite its cold climate, Canada benefits from strong solar potential with solar irradiance in many areas rivaling or even exceeding that of parts of Europe. This makes solar air heating not only viable, but especially valuable in buildings with high fresh air requirements including schools, hospitals, and offices. The projects highlighted in this article showcase the versatility and relevance of solar air heating across a range of building types, from new constructions to retrofits. Figure 1: Preheating air for industrial buildings: 2,750 m2 (29,600 ft2) of Calento SL solar air collectors cover all south-west and south-east facing facades of the FAB3R factory in Trois-Rivières, Quebec. The hourly unitary flow rate is set at 41 m3/m2 or 2.23 cfm/ft2 of collector area, at the lower range because only a limited number of intake fans was close enough to the solar façade to avoid long ventilation ductwork. Photo: Trigo Energies Quebec’s solar air heating boom: the Trigo Energies story Trigo Energies makes almost 90 per cent of its sales in Quebec. “We profit from great subsidies, as solar air systems are supported by several organizations in our province – the electricity utility Hydro Quebec, the gas utility Energir and the Ministry of Natural Resources,” explained Christian Vachon, Vice President Technologies and R&D at Trigo Energies. Trigo Energies currently has nine employees directly involved in planning, engineering and installing solar air heating systems and teams up with several partner contractors to install mostly retrofit projects. “A high degree of engineering is required to fit a solar heating system into an existing factory,” emphasized Vachon. “Knowledge about HVAC engineering is as important as experience with solar thermal and architecture.” One recent Trigo installation is at the FAB3R factory in Trois-Rivières. FAB3R specializes in manufacturing, repairing, and refurbishing large industrial equipment. Its air heating and ventilation system needed urgent renovation because of leakages and discomfort for the workers. “Due to many positive references he had from industries in the area, the owner of FAB3R contacted us,” explained Vachon. “The existence of subsidies helped the client to go for a retrofitting project including solar façade at once instead of fixing the problems one bit at a time.” Approximately 50 per cent of the investment costs for both the solar air heating and the renovation of the indoor ventilation system were covered by grants and subsidies. FAB3R profited from an Energir grant targeted at solar preheating, plus an investment subsidy from the Government of Quebec’s EcoPerformance Programme.   Blue or black, but always efficient: the advanced absorber coating In October 2024, the majority of the new 2,750 m² (29,600 ft2) solar façade at FAB3R began operation (see figure 1). According to Vachon, the system is expected to cover approximately 13 per cent of the factory’s annual heating demand, which is otherwise met by natural gas. Trigo Energies equipped the façade with its high-performance Calento SL collectors, featuring a notable innovation: a selective, low-emissivity coating that withstands outdoor conditions. Introduced by Trigo in 2019 and manufactured by Almeco Group from Italy, this advanced coating is engineered to maximize solar absorption while minimizing heat loss via infrared emission, enhancing the overall efficiency of the system. The high efficiency coating is now standard in Trigo’s air heating systems. According to the manufacturer, the improved collector design shows a 25 to 35 per cent increase in yield over the former generation of solar air collectors with black paint. Testing conducted at Queen’s University confirms this performance advantage. Researchers measured the performance of transpired solar air collectors both with and without a selective coating, mounted side-by-side on a south-facing vertical wall. The results showed that the collectors with the selective coating produced 1.3 to 1.5 times more energy than those without it. In 2024, the monitoring results were jointly published by Queen’s University and Canmat Energy in a paper titled Performance Comparison of a Transpired Air Solar Collector with Low-E Surface Coating. Selective coating, also used on other solar thermal technologies including glazed flat plate or vacuum tube collectors, has a distinctive blue color. Trigo customers can, however, choose between blue and black finishes. “By going from the normal blue selective coating to black selective coating, which Almeco is specially producing for Trigo, we lose about 1 per cent in solar efficiency,” explained Vachon. Figure 2: Building-integrated solar air heating façade with MatrixAir collectors at the firehall building in Mont Saint Hilaire, south of Montreal. The 190 m2 (2,045 ft2) south-facing wall preheats the fresh air, reducing natural gas consumption by 18 per cent compared to the conventional make-up system. Architect: Leclerc Architecture. Photo: Matrix Energy Matrix Energy: collaborating with architects and engineers in new builds The key target customer group of Matrix Energy are public buildings – mainly new construction. “Since the pandemic, schools are more conscious about fresh air, and solar preheating of the incoming fresh air has a positive impact over the entire school year,” noted Brian Wilkinson, President of Matrix Energy. Matrix Energy supplies systems across Canada, working with local partners to source and process the metal sheets used in their MatrixAir collectors. These metal sheets are perforated and then formed into architectural cladding profiles. The company exclusively offers unglazed, single-stage collectors, citing fire safety concerns associated with polymeric covers. “We have strong relationships with many architects and engineers who appreciate the simplicity and cost-effectiveness of transpired solar air heating systems,” said President Brian Wilkinson, describing the company’s sales approach. “Matrix handles system design and supplies the necessary materials, while installation is carried out by specialized cladding and HVAC contractors overseen by on-site architects and engineers,” Wilkinson added. Finding the right flow: the importance of unitary airflow rates One of the key design factors in solar air heating systems is the amount of air that passes through each square meter of the perforated metal absorber,  known as the unitary airflow rate. The principle is straightforward: higher airflow rates deliver more total heat to the building, while lower flow rates result in higher outlet air temperatures. Striking the right balance between air volume and temperature gain is essential for efficient system performance. For unglazed collectors mounted on building façades, typical hourly flow rates should range between 120 and 170 (m3/h/m2), or 6.6 to 9.4 cfm/ft2. However, Wilkinson suggests that an hourly airflow rate of around 130 m³/h/m² (7.2 cfm/ft2) offers the best cost-benefit balance for building owners. If the airflow is lower, the system will deliver higher air temperatures, but it would then need a much larger collector area to achieve the same air volume and optimum performance, he explained. It’s also crucial for the flow rate to overcome external wind pressure. As wind passes over the absorber, air flow through the collector’s perforations is reduced, resulting in heat losses to the environment. This effect becomes even more pronounced in taller buildings, where wind exposure is greater. To ensure the system performs well even in these conditions, higher hourly airflow rates typically between 150 and 170 m³/m² (8.3 to 9.4 cfm/ft2)  are necessary. Figure 3: One of three apartment blocks of the Maple House in Toronto’s Canary District. Around 160 m2 (1,722 ft2) of SolarWall collectors clad the two-storey mechanical penthouse on the roof. The rental flats have been occupied since the beginning of 2024. Collaborators: architects-Alliance, Claude Cormier et Associés, Thornton Tomasetti, RWDI, Cole Engineering, DesignAgency, MVShore, BA Group, EllisDon. Photo: Conserval Engineering Solar air heating systems support LEED-certified building designs Solar air collectors are also well-suited for use in multi-unit residential buildings. A prime example is the Canary District in Toronto (see Figure 3), where single-stage SolarWall collectors from Conserval Engineering have been installed on several MURBs to clad the mechanical penthouses. “These penthouses are an ideal location for our air heating collectors, as they contain the make-up air units that supply corridor ventilation throughout the building,” explained Victoria Hollick, Vice President of Conserval Engineering. “The walls are typically finished with metal façades, which can be seamlessly replaced with a SolarWall system – maintaining the architectural language without disruption.” To date, nine solar air heating systems have been commissioned in the Canary District, covering a total collector area of over 1,000 m² (10,764 ft2). “Our customers have many motivations to integrate SolarWall technology into their new construction or retrofit projects, either carbon reduction, ESG, or green building certification targets,” explained Hollick. The use of solar air collectors in the Canary District was proposed by architects from the Danish firm Cobe. The black-colored SolarWall system preheats incoming air before it is distributed to the building’s corridors and common areas, reducing reliance on natural gas heating and supporting the pursuit of LEED Gold certification. Hollick estimates the amount of gas saved between 10 to 20 per cent of the total heating load for the corridor ventilation of the multi-unit residential buildings. Additional energy-saving strategies include a 50/50 window-to-wall ratio with high-performance glazing, green roofs, high-efficiency mechanical systems, LED lighting, and Energy Star-certified appliances. The ideal orientation for a SolarWall system is due south. However, the systems can be built at any orientation up to 90° east and west, explained Hollick. A SolarWall at 90° would have approximately 60 per cent of the energy production of the same area facing south.Canada’s expertise in solar air heating continues to set a global benchmark, driven by supporting R&D, by innovative technologies, strategic partnerships, and a growing portfolio of high-impact projects. With strong policy support and proven performance, solar air heating is poised to play a key role in the country’s energy-efficient building future. Figure 4: Claude-Bechard Building in Quebec is a showcase project for sustainable architecture with a 72 m2 (775 ft2) Lubi solar air heating wall from Aéronergie. It serves as a regional administrative center. Architectural firm: Goulet et Lebel Architectes. Photo: Art Massif Bärbel Epp is the general manager of the German Agency solrico, whose focus is on solar market research and international communication. The post Op-ed: Canada’s leadership in solar air heating—Innovation and flagship projects appeared first on Canadian Architect.

AGI will be embedded into humanoid robots, which makes white-collar and blue-collar jobs a target ... More for walking/talking automation.getty In today’s column, I examine the highly worrisome qualms expressed that the advent of artificial general intelligence (AGI) is likely to usurp white-collar jobs. The stated concern is that since AGI will be on par with human intellect, any job that relies principally on intellectual pursuits such as typical white-collar work will be taken over via the use of AGI. Employers will realize that rather than dealing with human white-collar workers, they can more readily get the job done via AGI. This, in turn, has led to a rising call that people should aim toward blue-collar jobs, doing so because (presumably) those forms of employment will not be undercut via AGI. Sorry to say, that misses the bigger picture, namely that AGI when combined with humanoid robots is coming not only for white-collar jobs but also blue-collar jobs too. It is a proverbial double-whammy when it comes to the attainment of AGI. Let’s talk about it. This analysis of an innovative AI breakthrough is part of my ongoing Forbes column coverage on the latest in AI, including identifying and explaining various impactful AI complexities (see the link here). Heading Toward AGI And ASI First, some fundamentals are required to set the stage for this weighty discussion. There is a great deal of research going on to further advance AI. The general goal is to either reach artificial general intelligence (AGI) or maybe even the outstretched possibility of achieving artificial superintelligence (ASI). AGI is AI that is considered on par with human intellect and can seemingly match our intelligence. ASI is AI that has gone beyond human intellect and would be superior in many if not all feasible ways. The idea is that ASI would be able to run circles around humans by outthinking us at every turn. For more details on the nature of conventional AI versus AGI and ASI, see my analysis at the link here. We have not yet attained AGI. In fact, it is unknown as to whether we will reach AGI, or that maybe AGI will be achievable in decades or perhaps centuries from now. The AGI attainment dates that are floating around are wildly varying and wildly unsubstantiated by any credible evidence or ironclad logic. ASI is even more beyond the pale when it comes to where we are currently with conventional AI. AGI Problem Only Half Seen Before launching into the primary matter at hand in this discussion, let’s contemplate a famous quote attributed to Charles Kettering, a legendary inventor, who said, “A problem well-stated is a problem half-solved.” I bring this up because those loud clamors right now about the assumption that AGI will replace white-collar workers are only seeing half of the problem. The problem as they see it is that since AGI is intellectually on par with humans, and since white-collar workers mainly use intellect in their work endeavors, AGI is going to be used in place of humans for white-collar work. I will in a moment explain why that’s only half of the problem and there is a demonstrative need to more carefully and fully articulate the nature of the problem. Will AGI Axiomatically Take White-Collar Jobs On a related facet, the belief that AGI will axiomatically replace white-collar labor makes a number of other related key assumptions. I shall briefly explore those and then come back to why the problem itself is only half-baked. The cost of using AGI for doing white-collar work will need to be presumably a better ROI choice over human workers. If not, then an employer would be wiser to stick with humans rather than employing AGI. There seems to often be an unstated belief that AGI is necessarily going to be a less costly route than employing humans. We don’t know yet what the cost of using AGI will be. It could be highly expensive. Indeed, some are worried that the world will divide into the AGI haves and AGI have-nots, partially due to the exorbitant cost that AGI might involve. If AGI is free to use, well, that would seem to be the nail in the coffin related to using human workers for the same capacity. Another angle is that AGI is relatively inexpensive in comparison to human labor. In that case, the use of AGI is likely to win over human labor usage. But if the cost of AGI is nearer to the cost of human labor (all in), or more so, then employers would rationally need to weigh the use of one versus the other. Note that when referring to the cost of human labor, there is more to that calculation than simply the dollar-hour labor rate per se. There are lots of other less apparent costs, such as the cost to manage human labor, the cost of dealing with HR-related issues, and many other factors that come into the weighty matter. Thus, an AGI versus human labor ROI will be more complex than it might seem at an initial glance. In addition, keep in mind that AGI would seemingly be readily switched on and off, and have other capacities that human labor would not equally tend to allow. The Other Half Is Coming Too Assume that by and large the advent of AGI will decimate the need for white-collar human labor. The refrain right now is that people should begin tilting toward blue-collar jobs as an alternative to white-collar jobs. This is a logical form of thinking in the sense that AGI as an intellectual mechanism would be unable to compete in jobs that involve hands-on work. A plumber needs to come to your house and do hands-on work to fix your plumbing. This is a physicality that entails arriving at your physical home, physically bringing and using tools, and physically repairing your faulty home plumbing. A truck driver likewise needs to sit in the cab of a truck and drive the vehicle. These are physically based tasks. There is no getting around the fact that these are hands-on activities. Aha, yes, those are physical tasks, but that doesn’t necessarily mean that only human hands can perform them. The gradual emergence of humanoid robots will provide an alternative to human hands. A humanoid robot is a type of robot that is built to resemble a human in form and function. You’ve undoubtedly seen those types of robots in the many online video recordings showing them walking, jumping, grasping at objects, and so on. A tremendous amount of active research and development is taking place to devise humanoid robots. They look comical right now. You watch those videos and laugh when the robot trips over a mere stick lying on the ground, something that a human would seldom trip over. You scoff when a robot tries to grasp a coffee cup and inadvertently spills most of the coffee. It all seems humorous and a silly pursuit. Keep in mind that we are all observing the development process while it is still taking place. At some point, those guffaws of the humanoid robots will lessen. Humanoid robots will be as smooth and graceful as humans. This will continue to be honed. Eventually, humanoid robots will be less prone to physical errors that humans make. In a sense, the physicality of a humanoid robot will be on par with humans, if not better, due to its mechanical properties. Do not discount the coming era of quite physically capable humanoid robots. AGI And Humanoid Robots Pair Up You might remember that in The Wonderful Wizard of Oz, the fictional character known as The Strawman lacked a brain. Without seeming to anthropomorphize humanoid robots, the current situation is that those robots typically use a form of AI that is below the sophistication level of modern generative AI. That’s fine for now due to the need to first ensure that the physical movements of the robots get refined. I have discussed that a said-to-be realm of Physical AI is going to be a huge breakthrough with incredible ramifications, see my analysis at the link here. The idea underlying Physical AI is that the AI of today is being uplifted by doing data training on the physical world. This also tends to include the use of World Models, consisting of broad constructions about how the physical world works, such as that we are bound to operate under conditions of gravity, and other physical laws of nature, see the link here. The bottom line here is that there will be a close pairing of robust AI with humanoid robots. Imagine what a humanoid robot can accomplish if it is paired with AGI. I’ll break the suspense and point out that AGI paired with humanoid robots means that those robots readily enter the blue-collar worker realm. Suppose your plumbing needs fixing. No worries, a humanoid robot that encompasses AGI will be sent to your home. The AGI is astute enough to carry on conversations with you, and the AGI also fully operates the robot to undertake the plumbing tasks. How did the AGI-paired humanoid robot get to your home? Easy-peasy, it drove a car or truck to get there. I’ve previously predicted that all the work on devising autonomous vehicles and self-driving cars will get shaken up once we have suitable humanoid robots devised. There won’t be a need for a vehicle to contain self-driving capabilities. A humanoid robot will simply sit in the driver’s seat and drive the vehicle. This is a much more open-ended solution than having to craft components that go into and onto a vehicle to enable self-driving. See my coverage at the link here. Timing Is Notable One of the reasons that many do not give much thought to the pairing of AGI with humanoid robots is that today’s humanoid robots seem extraordinarily rudimentary and incapable of performing physical dexterity tasks on par with human capabilities. Meanwhile, there is brazen talk that AGI is just around the corner. AGI is said to be within our grasp. Let’s give the timing considerations a bit of scrutiny. There are three primary timing angles: Option 1: AGI first, then humanoid robots. AGI is attained before humanoid robots are sufficiently devised. Option 2: Humanoid robots first, then AGI. Humanoid robots are physically fluently adept before AGI is attained. Option 3: AGI and humanoid robots arrive about at the same time. AGI is attained and at the same time, it turns out that humanoid robots are fluently adept too, mainly by coincidence and not due to any cross-mixing. A skeptic would insist that there is a fourth possibility, consisting of the possibility that we never achieve AGI and/or we fail to achieve sufficiently physically capable humanoid robots. I am going to reject that possibility. Perhaps I am overly optimistic, but it seems to me that we will eventually attain AGI, and we will eventually attain physically capable humanoid robots. I shall next respectively consider each of the three genuinely reasonable possibilities. Option 1: AGI First, Then Humanoid Robots What if we manage to attain AGI before we manage to achieve physically fluent humanoid robots? That’s just fine. We would indubitably put AGI to work as a partner with humans in figuring out how we can push along the budding humanoid robot development process. It seems nearly obvious that with AGI’s capable assistance, we would overcome any bottlenecks and soon enough arrive at top-notch physically adept humanoid robots. At that juncture, we would then toss AGI into the humanoid robots and have ourselves quite an amazing combination. Option 2: Humanoid Robots First, Then AGI Suppose that we devise very physically adept humanoid robots but have not yet arrived at AGI. Are we in a pickle? Nope. We could use conventional advanced AI inside those humanoid robots. The combination would certainly be good enough for a wide variety of tasks. The odds are that we would need to be cautious about where such robots are utilized. Nonetheless, we would have essentially walking, talking, and productive humanoid robots. If AGI never happens, oh well, we end up with pretty good humanoid robots. On the other hand, once we arrive at AGI, those humanoid robots will be stellar. It’s just a matter of time. Option 3: AGI And Humanoid Robots At The Same Time Let’s consider the potential of AGI and humanoid robots perchance being attained around the same time. Assume that this timing isn’t due to an outright cross-mixing with each other. They just so happen to advance on a similar timeline. I tend to believe that’s the most likely of the three scenarios. Here’s why. First, despite all the hubris about AGI being within earshot, perhaps in the next year or two, which is a popular pronouncement by many AI luminaries, I tend to side with recent surveys of AI developers that put the date around the year 2040 (see my coverage at the link here). Some AI luminaires sneakily play with the definition of AGI in hopes of making their predictions come true sooner, akin to moving the goalposts to easily score points. For my coverage on Sam Altman’s efforts of moving the cheese regarding AGI attainment, see the link here. Second, if you are willing to entertain the year 2040 as a potential date for achieving AGI, that’s about 15 years from now. In my estimation, the advancements being made in humanoid robots will readily progress such that by 2040 they will be very physically adept. Probably be sooner, but let’s go with the year 2040 for ease of contemplation. In my view, we will likely have humanoid robots doing well enough that they will be put into use prior to arriving at AGI. The pinnacle of robust humanoid robots and the attainment of AGI will roughly coincide with each other. Two peas in a pod.Impact Of Enormous Consequences In an upcoming column posting, I will examine the enormous consequences of having AGI paired with fully physically capable humanoid robots. As noted above, this will have a humongous impact on white-collar work and blue-collar work. There will be gargantuan economic impacts, societal impacts, cultural impacts, and so on. Some final thoughts for now. A single whammy is already being hotly debated. The debates currently tend to be preoccupied with the loss of white-collar jobs due to the attainment of AGI. A saving grace seems to be that at least blue-collar jobs are going to be around and thriving, even once AGI is attained. The world doesn’t seem overly gloomy if you can cling to the upbeat posture that blue-collar tasks remain intact. The double whammy is a lot more to take in. But the double whammy is the truth. The truth needs to be faced. If you are having doubts as a human about the future, just remember the famous words of Vince Lombardi: “Winners never quit, and quitters never win.” Humankind can handle the double whammy. Stay tuned for my upcoming coverage of what this entails.

Key Takeaways New EU rules take effect June 20, 2025, requiring mobile phones and tablets to be easier and cheaper to repair, including mandatory access to spare parts for up to seven years. Devices must meet durability standards, such as resistance to drops, water, and dust, and batteries must retain 80% capacity after 800 cycles. Manufacturers must offer 5 years of software updates and grant repair professionals access to firmware and repair tools to ensure long-term device usability. Energy consumption is expected to drop, with households projected to save €98 over five years due to longer-lasting, more repairable devices. In a win for the right to repair, the European Union (EU) has released its new energy labeling and ecodesign requirements for mobile phones, tablets, and even cordless phones.  Once implemented, this would help extend the product lifetime of these devices by making them cheaper and easier to repair. Up Ahead: Long-Lasting and Easy-to-Repair Devices The new ecodesign and energy labeling regulations will apply to devices sold in the EU effective June 20, 2025. One key area is the availability of spare parts. Once the regulations take effect, critical spare parts for a device must remain available for seven years from the last day the producer stops selling it. These parts must also be available to repairers within 5–10 working days. Mobile phones, cordless phones, and tablets under the ecodesign regulations must also be resistant to scratches and accidental drops, and be protected from dust and water.  The EU also specified that batteries must withstand at least 800 charge and discharge cycles while holding 80% of their initial capacity. These measures could help ensure devices last longer, thus reducing the need to replace them and lowering their cost of ownership. The requirements go beyond just the hardware. On the software side, manufacturers must also provide at least 5 years of operating system upgrades and give professional repairers access to software or firmware.  These would allow devices to continue to run smoothly and protect them from security vulnerabilities. On top of the ecodesign requirements, the EU also specified energy labeling requirements on the applicable devices. The labels would provide information about the device’s repairability score, energy efficiency, battery longevity, dust and water protection, and resistance to accidental drops. Having clear and easy-to-understand labels can help consumers in the EU make better choices when buying phones and tablets. They’ll know at a glance whether a device can withstand drops or if the batteries will remain reliable for as long as possible. The Projected Impact of the Ecodesign and Energy Labeling Requirements With the new requirements, the EU expects a significant reduction in the energy consumption of the applicable devices. Regarding charging time, this should go down from 2.5 to 1.75 hours per day.  Also, the annual electrical consumption of high-end smartphones is projected to decrease by 25%, while it’s 23% for tablets by 2030. Making devices easier to repair is also seen to reduce the acquisition costs of devices by € 98 per household in five years. A Win for the Right to Repair, But Obstacles Lie Ahead While the EU has already made significant progress in the area of the right to repair, many countries remain well behind. In the US, for instance, only a handful of states like California and Colorado have already enacted right-to-repair laws, while most of the country has yet to catch up. Without laws like these, most manufacturers won’t have the incentive to make their devices easier to repair.  A quick look at iFixit’s smartphone repairability scores shows that only Fairphone, which scored a perfect 10, HMD (9), and Nokia (8) had high scores among current phones. At the same time, Apple’s iPhone 16 line received a respectable 7. The Fairphone 5, launched in 2023, is especially notable for its repairability. According to iFixit, it’s easy to disassemble with common tools, the battery can be replaced quickly, and manuals and replacement parts are available to DIYers. As for the others, Ifixit gave Google’s Pixel 9 series a 5 for making it difficult to remove the battery and the USB-C port and requiring a replacement adhesive to secure the screen or back glass instead of using clips or fasteners. Meanwhile, the Samsung Galaxy S23 Ultra received a 4 because the battery is attached with a strong adhesive, and repairing the screen needs a lot of disassembly. All in all, we remain hopeful that with the EU’s lead, manufacturers can finally be encouraged to make repairing their devices easier than ever before. As technology continues to evolve—from the return of 'dumbphones' to faster and sleeker computers—seasoned tech journalist, Cedric Solidon, continues to dedicate himself to writing stories that inform, empower, and connect with readers across all levels of digital literacy. With 20 years of professional writing experience, this University of the Philippines Journalism graduate has carved out a niche as a trusted voice in tech media. Whether he's breaking down the latest advancements in cybersecurity or explaining how silicon-carbon batteries can extend your phone’s battery life, his writing remains rooted in clarity, curiosity, and utility. Long before he was writing for Techreport, HP, Citrix, SAP, Globe Telecom, CyberGhost VPN, and ExpressVPN, Cedric's love for technology began at home courtesy of a Nintendo Family Computer and a stack of tech magazines. Growing up, his days were often filled with sessions of Contra, Bomberman, Red Alert 2, and the criminally underrated Crusader: No Regret. But gaming wasn't his only gateway to tech.  He devoured every T3, PCMag, and PC Gamer issue he could get his hands on, often reading them cover to cover. It wasn’t long before he explored the early web in IRC chatrooms, online forums, and fledgling tech blogs, soaking in every byte of knowledge from the late '90s and early 2000s internet boom. That fascination with tech didn’t just stick. It evolved into a full-blown calling. After graduating with a degree in Journalism, he began his writing career at the dawn of Web 2.0. What started with small editorial roles and freelance gigs soon grew into a full-fledged career. He has since collaborated with global tech leaders, lending his voice to content that bridges technical expertise with everyday usability. He’s also written annual reports for Globe Telecom and consumer-friendly guides for VPN companies like CyberGhost and ExpressVPN, empowering readers to understand the importance of digital privacy. His versatility spans not just tech journalism but also technical writing. He once worked with a local tech company developing web and mobile apps for logistics firms, crafting documentation and communication materials that brought together user-friendliness with deep technical understanding. That experience sharpened his ability to break down dense, often jargon-heavy material into content that speaks clearly to both developers and decision-makers. At the heart of his work lies a simple belief: technology should feel empowering, not intimidating. Even if the likes of smartphones and AI are now commonplace, he understands that there's still a knowledge gap, especially when it comes to hardware or the real-world benefits of new tools. His writing hopes to help close that gap. Cedric’s writing style reflects that mission. It’s friendly without being fluffy and informative without being overwhelming. Whether writing for seasoned IT professionals or casual readers curious about the latest gadgets, he focuses on how a piece of technology can improve our lives, boost our productivity, or make our work more efficient. That human-first approach makes his content feel more like a conversation than a technical manual. As his writing career progresses, his passion for tech journalism remains as strong as ever. With the growing need for accessible, responsible tech communication, he sees his role not just as a journalist but as a guide who helps readers navigate a digital world that’s often as confusing as it is exciting. From reviewing the latest devices to unpacking global tech trends, Cedric isn’t just reporting on the future; he’s helping to write it. View all articles by Cedric Solidon Our editorial process The Tech Report editorial policy is centered on providing helpful, accurate content that offers real value to our readers. We only work with experienced writers who have specific knowledge in the topics they cover, including latest developments in technology, online privacy, cryptocurrencies, software, and more. Our editorial policy ensures that each topic is researched and curated by our in-house editors. We maintain rigorous journalistic standards, and every article is 100% written by real authors.

The ways roads are used, with ever larger and heavier vehicles, have dramatic consequences on the environment – and electric cars are not the answer Today, there is an average of 37 tonnes of road per inhabitant of the planet. The weight of the road network alone accounts for a third of all construction worldwide, and has grown exponentially in the 20th century. There is 10 times more bitumen, in mass, than there are living animals. Yet growth in the mass of roads does not automatically correspond to population growth, or translate into increased length of road networks. In wealthier countries, the number of metres of road per inhabitant has actually fallen over the last century. In the United States, for instance, between 1905 and 2015 the length of the network increased by a factor of 1.75 and the population by a factor of 3.8, compared with 21 for the mass of roads. Roads have become wider and, above all, much thicker. To understand the evolution of these parameters, and their environmental impact, it is helpful to trace the different stages in the life of the motorway.  Until the early 20th century, roads were used for various modes of transport, including horses, bicycles, pedestrians and trams; as a result of the construction of railways, road traffic even declined in some European countries in the 19th century. The main novelty brought by the motorway was that they would be reserved for motorised traffic. In several languages, the word itself – autostrada, autobahn, autoroute or motorway – speaks of this exclusivity.  Roman roads varied from simple corduroy roads, made by placing logs perpendicular to the direction of the road over a low or swampy area, to paved roads, as this engraving from Jean Rondelet’s 19th‑century Traité Théorique et Pratique de l’Art de Bâtir shows. Using deep roadbeds of tamped rubble as an underlying layer to ensure that they kept dry, major roads were often stone-paved, metalled, cambered for drainage and flanked by footpaths, bridleways and drainage ditches Like any major piece of infrastructure, motorways became the subject of ideological discourse, long before any shovel hit the ground; politicians underlined their role in the service of the nation, how they would contribute to progress, development, the economy, modernity and even civilisation. The inauguration ceremony for the construction of the first autostrada took place in March 1923, presided over by Italy’s prime minister Benito Mussolini. The second major motorway programme was announced by the Nazi government in 1933, with a national network planned to be around 7,000 kilometres long. In his 2017 book Driving Modernity: Technology, Experts, Politics, and Fascist Motorways, 1922–1943, historian Massimo Moraglio shows how both programmes were used as propaganda tools by the regimes, most notably at the international road congresses in Milan in 1926 and Munich in 1934. In the European postwar era, the notion of the ‘civilising’ effect of roads persevered. In 1962, Valéry Giscard d’Estaing, then‑secretary of state for finances and later president of France, argued that expanded motorways would bring ‘progress, activity and life’. This discourse soon butted up against the realities of how motorways affected individuals and communities. In his 2011 book Fighting Traffic: The Dawn of the Motor Age in the American City, Peter D Norton explores the history of resistance to the imposition of motorised traffic in North American cities. Until the 1920s, there was a perception that cars were dangerous newcomers, and that other street and road uses – especially walking – were more legitimate. Cars were associated with speed and danger; restrictions on motorists, especially speed limits, were routine.  Built between 1962 and 1970, the Westway was London’s first urban motorway, elevated above the city to use less land. Construction workers are seen stressing the longitudinal soffit cables inside the box section of the deck units to achieve the bearing capacity necessary to carry the weight of traffic Credit: Heritage Image Partnership Ltd / Alamy To gain domination over cities, motor vehicles had to win priority over other street uses. Rather than restricting the flow of vehicles to minimise the risk of road accidents, a specific infrastructure was dedicated to them: both inner‑city roads and motorways. Cutting through the landscape, the motorway had, by definition, to be inaccessible by any other means of transport than motorised vehicle. To guarantee the fluidity of traffic, the construction of imposing bridges, tunnels and interchanges is necessary, particularly at junctions with other roads, railways or canals. This prioritisation of one type of user inevitably impacts journeys for others; as space is fragmented, short journeys are lengthened for those trying to navigate space by foot or bicycle.  Enabling cars to drive at around 110–140km/h on motorways, as modern motorways do, directly impacts their design, with major environmental effects: the gradient has to be gentle (4 per cent), the curves long (1.5km in radius) and the lanes wide, to allow vehicles to overtake each other safely. As much terrain around the world is not naturally suited to these requirements, the earthworks are considerable: in France, the construction of a metre of highway requires moving some 100m3 of earth, and when the soil is soft, full of clay or peat, it is made firmer with hydraulic lime and cement before the highway’s first sub‑layers are laid. This material cost reinforces the criticisms levelled in the 1960s, by the likes of Jane Jacobs and Lewis Mumford, at urban planning that prioritised the personal motor vehicle. When roads are widened to accommodate more traffic, buildings are sliced and demolished, as happened in Dhaka’s Bhasantek Road in 2021 Credit: Dhaka Tribune Once built, the motorway is never inert. Motorway projects today generally anticipate future expansion (from 2×2 to 2×3 to 2×4 lanes), and include a large median strip of 12m between the lanes, with a view to adding new ones. Increases in speed and vehicle sizes have also translated into wider lanes, from 2.5m in 1945 to 3.5m today. The average contemporary motorway footprint is therefore 100 square metres per linear metre. Indeed, although the construction of a road is supposed to reduce congestion, it also generates new traffic and, therefore, new congestion. This is the principle of ‘induced traffic’: the provision of extra road capacity results in a greater volume of traffic. The Katy Freeway in Texas famously illustrates this dynamic. Built as a regular six‑lane highway in the 1960s, it was called the second worst bottleneck in the nation by 2004, wasting 25 million hours a year of commuter time. In 2011, the state of Texas invested US$2.8 billion to fix this problem, widening the road to a staggering total of 26 lanes. By 2014, the morning and afternoon traffic had both increased again. The vicious circle based on the induced traffic has been empirically demonstrated in most countries: traffic has continued to increase and congestion remains unresolved, leading to ever-increasing emissions. In the EU, transport is the only sector where greenhouse gas emissions have increased in the past three decades, rising 33.5 per cent between 1990 and 2019. Transport accounts for around a fifth of global CO₂ emissions today, with three quarters of this figure linked to road transport. Houston’s Katy Freeway is one of the world’s widest motorways, with 26 lanes. Its last expansion, in 2008, was initially hailed as a success, but within five years, peak travel times were longer than before the expansion – a direct illustration of the principle of induced traffic Credit: Smiley N Pool / Houston Chronicle / Getty Like other large transport infrastructures such as ports and airports, motorways are designed for the largest and heaviest vehicles. Engineers, road administrations and politicians have known since the 1950s that one truck represents millions of cars: the impact of a vehicle on the roadway is exponential to its weight – an online ‘road damage calculator’ allows you to compare the damage done by different types of vehicles to the road. Over the years, heavier and heavier trucks have been authorised to operate on roads: from 8‑tonne trucks in 1945 to 44 tonnes nowadays. The European Parliament adopted a revised directive on 12 March 2024 authorising mega‑trucks to travel on European roads; they can measure up to 25 metres and weigh up to 60 tonnes, compared with the previous limits of 18.75 metres and 44 tonnes. This is a political and economic choice with considerable material effects: thickness, rigidity of sub‑bases and consolidation of soil and subsoil with lime and cement. Altogether, motorways are 10 times thicker than large roads from the late 19th century. In France, it takes an average of 30 tonnes of sand and aggregate to build one linear metre of motorway, 100 times more than cement and bitumen.  The material history of road networks is a history of quarrying and environmental damage. The traces of roads can also be seen in rivers emptied of their sediment, the notches of quarries in the hills and the furrows of dredgers extracting sand from the seabed. This material extraction, arguably the most significant in human history, has dramatic ecological consequences for rivers, groundwater tables, the rise of sea levels and saltwater in farmlands, as well as biodiversity. As sand is ubiquitous and very cheap, the history of roads is also the history of a local extractivism and environmental conflicts around the world.  Shoving and rutting is the bulging and rippling of the pavement surface. Once built, roads require extensive maintenance – the heavier the vehicles, the quicker the damage. From pothole repair to the full resurfacing of a road, maintenance contributes to keeping road users safe Credit: Yakov Oskanov / Alamy Once roads are built and extended, they need to be maintained to support the circulation of lorries and, by extension, commodities. This stage is becoming increasingly important as rail freight, which used to be important in countries such as France and the UK, is declining, accounting for no more than 10 per cent of the transport of commodities. Engineers might judge that a motorway is destined to last 20 years or so, but this prognosis will be significantly reduced with heavy traffic. The same applies to the thousands of motorway bridges: in the UK, nearly half of the 9,000 highway bridges are in poor condition; in France, 7 per cent of the 12,000 bridges are in danger of collapsing, as did Genoa’s Morandi bridge in 2018. If only light vehicles drove on it, this infrastructure would last much longer. This puts into perspective governments’ insistence on ‘greening’ the transport sector by targeting CO2 emissions alone, typically by promoting the use of electric vehicles (EVs). Public policies prioritising EVs do nothing to change the mass of roads or the issue of their maintenance – even if lorries were to run on clean air, massive quarrying would still be necessary. A similar argument plays out with regard to canals and ports, which have been constantly widened and deepened for decades to accommodate ever-larger oil tankers or container ships. The simple operation of these infrastructures, dimensioned for the circulation of commodities and not humans, requires permanent dredging of large volumes. The environmental problem of large transport infrastructure goes beyond the type of energy used: it is, at its root, free and globalised trade. ‘The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing’ As both a material and ideological object, the motorway fixes certain political choices in the landscape. Millions of kilometres of road continue to be asphalted, widened and thickened around the world to favour cars and lorries. In France, more than 80 per cent of today’s sand and aggregate extraction is used for civil engineering works – the rest goes to buildings. Even if no more buildings, roads or other infrastructures were to be built, phenomenal quantities of sand and aggregates would still need to be extracted in order to maintain existing road networks. The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing, adding new structures such as wildlife crossings, more maintaining.  Rising traffic levels are always deemed positive by governments for a country’s economy and development. As Christopher Wells shows in his 2014 book Car Country: An Environmental History, car use becomes necessary in an environment where everything has been planned for the car, from the location of public services and supermarkets to residential and office areas. Similarly, when an entire economy is based on globalised trade and just‑in‑time logistics (to the point that many service economies could not produce their own personal protective equipment in the midst of a pandemic), the lorry and the container ship become vital.  The final stage in the life of a piece of motorway infrastructure is dismantling. Like the other stages, this one is not a natural outcome but the fruit of political choices – which should be democratic – regarding how we wish to use existing roads. Dismantling, which is essential if we are to put an end to the global extractivism of sand and aggregates, does not mean destruction: if bicycles and pedestrians were to use them instead, maintenance would be minimal. This final stage requires a paradigm shift away from the eternal adaptation to increasing traffic. Replacing cars and lorries with public transport and rail freight would be a first step. But above all, a different political and spatial organisation of economic activities is necessary, and ultimately, an end to globalised, just-in-time trade and logistics. In 1978, a row of cars parked at a shopping centre in Connecticut was buried under a thick layer of gooey asphalt. The Ghost Parking Lot, one of the first projects by James Wines’ practice SITE, became a playground for skateboarders until it was removed in 2003. Images of this lumpy landscape serve as allegories of the damage caused by reliance on the automobile Credit: Project by SITE Lead image: Some road damage is beyond repair, as when a landslide caused a large chunk of the Gothenburg–Oslo motorway to collapse in 2023. Such dramatic events remind us of both the fragility of these seemingly robust infrastructures, and the damage that extensive construction does to the planet. Credit: Hanna Brunlöf Windell / TT / Shutterstock 2025-06-03 Reuben J Brown Share

Many of us want the right to repair our own devices, and at least with Apple products, things have been moving in the right direction on that front. Three years ago, Apple launched its self-service repair program, which finally gave people access to the tools and repair manuals needed to fix their broken Apple products for themselves. The program launched with support for iPhone repairs, and it later added some Macs, the Beats Pill speaker, and the Apple Studio Display to its roster as well. Now, Apple is expanding its self-service repair program to include some iPad models.Which iPads can I repair?Unfortunately, not all iPads are in the self-repair program at the moment. From May 29, 2025, Apple will add the following iPads to the program: iPad Air (M2 and later), iPad Pro (M4), iPad mini (A17 Pro), and iPad (A16). This matches the list of iPads Apple will currently accept for official mail-in or in-shop repairs. If you have a different iPad, then you'll instead have to try your luck with third-party repair shops such as iFixit.How to repair your broken iPadStart your self-repair journey by downloading the appropriate repair manual from Apple's website. Go through your manual to learn more about your device and how to repair it, and once you're ready, place an order for the necessary tools and parts. The good news here is that you can buy or rent Apple-approved iPad repair tools and replacement parts directly from the company. All available products are listed on Apple's Self Service Repair Store. Plus, authorized third-party repair shops also now have access to these tools, too, if you'd prefer to get some in-person help with your repair but can't make it to an Apple location. At time of writing, iPads still weren't listed on the site, so the exact pricing of different types of repair isn't available yet. In the meantime, let's take a look at repair costs for an iPhone 16 Pro Max to get an estimate of what the prices could be. As an example, repairing an iPhone 16 Pro Max's display costs a hefty $379, and repairing the battery costs $119. In some cases, you can return the replaced part to Apple and receive a credit, which should ease the burden on your wallet. For the aforementioned display repair, the credit offered is just $19, but it's $57 for the battery, which is quite good.iPads are bigger than any iPhone, so you can expect repair prices to be higher for them, too. Note, also, that you may sometimes have to enter the serial number of your iPad before placing your parts order, so don't expect to be able to keep a stockpile of parts on hand. Repairing iPads (and other Apple products) is a great idea for those who are comfortable tinkering with hardware, but even if you're not one of those people, this announcement is still good news, since programs like these allow your friendly neighborhood repair shop to stock genuine parts, too.

Greg Petronzi is a psychologist and a watchmaker. True Patina 2025-05-31T09:50:02Z Save Saved Read in app This story is available exclusively to Business Insider subscribers. Become an Insider and start reading now. Have an account? Greg Petronzi was a psychologist and professor when he got into watchmaking on the side. Now he repairs vintage Rolex watches and works on pieces worth six figures. Petronzi said his watchmaking out-earns his work in psychology. This as-told-to essay is based on a conversation with Greg Petronzi of True Patina, a watchmaker specializing in vintage Rolex repairs. He is also a licensed psychologist and professor at New York University. This interview has been edited for length and clarity.I've always had a fascination with watches, starting at a young age. Around middle school, I had a Swatch with a see-through plastic case and an automatic movement. You could see all of the parts of the watch as it was working, and I always found that so interesting.In college, I pursued psychology. That was my practical career path. I got a master's and a Ph.D. Overall, it was a 12-year path to becoming a licensed psychologist. But I never lost my interest in watches.After I finished school, I got into watchmaking, which ended up becoming my main gig. Psychology became my part-time gig, which I never anticipated happening, but it's super exciting. I love both disciplines.I got into watchmaking with an informal apprenticeshipWatchmaking was never really on my radar. As a grad student, I started getting involved in the world of watches and meeting other watch enthusiasts through forums and meetups.I made friends with a watchmaker out of Florida named Rik Dietel, who has 35-plus years of experience in watchmaking and specifically with vintage Rolex, which is the niche that I was very passionate about. I started asking him how to fix this or change that on my own watches. Little by little, Rik started teaching me, and it turned into an informal, remote apprenticeship.Over the next several years, while I was working as a psychologist and professor, my skillset started to really develop, and it started to become apparent to me that this might be more than just a hobby. I was working on my own stuff, then friends' watches, then friends of friends' watches. Then I started getting requests from people I didn't know. That's when I said, "I'd better take this a bit more seriously." Greg Petronzi in his workshop. True Patina During the pandemic, my psychology work went remote, and I was able to put more time and energy into watchmaking. I also had an income, which helped me afford the tools. I just recently spent about $15,000 on one tool to do a very nuanced repair.I built up my watchmaking workshop and started to develop a niche in cosmetic repair — dials and hands. Because I started as a watch collector, I understand the importance of preserving the originality of a watch. While a lot of more modern watchmakers have the disposition of "repair and replace," I have the disposition of "restore and retain."I started to showcase my work on Instagram and build trust in the community. I ended up working with some really important watch collectors and dealers, like Eric Wind of Wind Vintage, and auction houses like Phillips.There was a moment when I realized I'd made a name for myself in the watch world: Someone sent me an eBay listing that said, "Watch just serviced by True Patina." I had no idea who the seller was, but I thought, "Wow, my company name is actually carrying so much weight that people are using this as a flex toward selling their watch." That felt really good. Watchmaking can be challenging to get into, but it's really rewardingWatchmaking has more often than not outperformed what the Ph.D and psychology have allowed me to earn, which I'm astounded by and grateful for.If someone's interested in learning watchmaking, I'd say it's possible, but there are some challenges. The tools are expensive, and the formal education options are limited. Most people either find an apprenticeship or start by working for an established brand while slowly building up their own workshop.My pricing varies a lot based on how much restoration is needed. Repairs typically range between $1,000 and $2,000, but some go up to $6,000 or more, especially if a rare part needs to be sourced.I service watches that range in price from a few thousand dollars upward to six-figure watches. It's not uncommon for me to work on a watch that costs $200,000 and occasionally even up to $500,000. Most commonly, they are a few thousand up to $20,000. But what's most meaningful to me is working on sentimental pieces — watches that have been in families for generations.Becoming a watchmaker never crossed my mind as a kid or even as a college student. But all of a sudden, it organically became reality for me, and it's a very, very meaningful and enjoyable existence.Watchmaking is a very rewarding field. It can be very stressful, especially when the repair might not be cooperating the way you want it to, but when things do fall in line, it can be a very mindful activity. You get into this flow where time just sort of ceases. It's kind of ironic.Do you have a story to share about watches or watchmaking? Contact this reporter at kvlamis@businessinsider.com.

Michael Burrell//Getty ImagesIncreasing the value of your home is a concept you'll hear about repeatedly once you're a homeowner. While it might be tempting to see a new roof or sparkling kitchen as an "investment" instead of a massive expense, sometimes that kind of budget rebranding just isn't in the cards. The good news? There are actually a myriad of ways to increase your home's value without breaking the bank. We asked the property experts at Jones Whyte for their top tips for increasing your home's value without spending a fortune, and their advice focuses on enhancing your home's overall appearance, functionality, and efficiency. The key is for homeowners is to adopt the mindset of a potential buyer, explains Nick Hay, a partner at Jones Whyte. “Make improvements that you would look for when buying a house for yourself. By doing this, you can create a welcoming and appealing home that buyers can easily envision as their own.” Below, we're rounding up five of the easiest—and most inexpensive—ways you can see a big boost in profit, should you choose to sell your home. Clean Up Your Curb AppealNate SheetsFirst impressions are key to a welcoming home. A regular landscaping routine is a low-budget way to make an impact. Start by regularly mowing, edging, and trimming your lawn, managing your weeds well, and tearing out any old, dead, or dying plants. Doing this consistently over time ensures you never have an unmanageable mess, and you know what thrives in your front and backyard.Beyond that, Hay also recommends installing outdoor lighting or repairing any broken fixtures you may have on the exterior of your home. This can improve your house's overall safety while creating a warm and inviting glow. Make Small (But Significant) SwapsStephen Kent JohnsonIf there are areas of your home that make you fantasize about a costly gut renovation (especially your bathroom or kitchen), think about small upgrades that can make a big impact. “In the bathroom, you can replace old lighting fixtures, re-caulk the tub, or add a new shower curtain and rug,” he says. We also suggest a new front door paint color, a few window flower boxes, and fresh cabinet hardware for a budget-friendly refresh.Focus on Energy-EfficiencyHaris KenjarLongevity has become a major point of interest recently for potential home buyers. Amid climate change unpredictability and financial turmoil, people want to know they're buying a home that will last—and a large part of this has to do with energy efficiency. “If there's room in your budget, consider investing in extra insulation or a more efficient heating system,” says Hay. These types of projects often have a larger up-front cost but can help raise your home's overall value and lower your energy bills at the same time. Plus, many energy-efficient home projects can come with a tax credit to help offset costs. Incorporate Smart Storage SolutionsAdam MacchiaMaximizing the square footage you already have is an easy (and functional) way to boost your home's value without spending a lot of money. Installing shelving in an unused closet, decluttering your crawl space or attic, and making use of the vertical space in your home are all great places to start. There's no shortage of organizing inspiration online to guide you, including our tips from professional home organizers.Invest in Home StagingNate SheetsWhen it comes time to sell your home, consider investing in a professional home stager. Just as you trust the expertise of a real estate agent, stagers are tasked with knowing exactly what a potential buyer is looking for in a home's interior and delivering on it. While the list of home staging tasks is long and varied, you can expect them to clean, re-arrange furniture (and sometimes bring in new pieces), decorate, and re-style your home to help you put your best foot forward. This helps potential buyers envision themselves in the space, which can result in more interest and higher offers after a viewing or open house.Follow House Beautiful on Instagram and TikTok.

Posted on : May 29, 2025 By Tech World Times Technology  Rate this post Cat6 cables are a common choice for both office and home networks. They provide data transfer speeds of up to 10 Gbps at a distance of nearly 55 meters. Cat6 has a bandwidth of 250 MHz and can manage important data loads. This makes them suitable for online gaming and HD video streaming. These cables are suitable for traditional Cat5e infrastructure. It provides a versatile option for updating networks without repairing current hardware. The main benefits include compatibility with previous standards, good for small and home office use, and cost-effectiveness. Cat8 shows the latest ethernet technology, providing important enhancements over their predecessors. They have a bandwidth of up to 2000 MHz and a data transfer speed reaching 25-40 Gbps. Cat8 cables are created for high-performance apps over small distances (up to 30 meters). These cables are immensely shielded to reduce interference, making them suitable for public settings, server rooms, data centers, and other commercial ecosystems where reliable and high-speed connections are important. The main benefits include that it is best for data centers and commercial apps, superior shielding for lesser interference, and ultra-fast speeds of up to 40 Gbps. Selecting the correct Ethernet cable, whether cat6 or cat8, leveraging a variety of factors entailing budget, environment, and performance requirements. Keeping this scenario under consideration, we are presenting some factors that will help you select between cat6 and cat8. Performance Requirements The main factor when selecting between cat6 and cat8 is the performance of network requirements. Cat6 cables can manage routine tasks like file transfers, video streaming, and web browsing, with speeds of about 10 Gbps over a distance of 55 meters. This makes them sufficient for office or home setups. nevertheless, for data-intensive apps like server connections, huge data transfers, and 4k/8k video editing. Cat8 cables are best suited, providing speeds up to 40 Gbps with lesser latency. Jacket Materials Cat6 cables generally utilize PVC jackets for indoor environments. This is done by providing fundamental protection against wear and abrasion. LLDPE jackets for outdoor installations offer UV resistance and enhanced water resistance, nevertheless, cat8 cables typically feature low smoke zero Halogen (LSZH) or plenum-rated jackets. This provides superior fire resistance and decreased toxic emissions. This makes them ideal for commercial buildings where safety is important. Shielding Cat6 cables can be featured in basic shielded or unshielded. This makes them suitable for lesser interference environments like offices and homes. On the contrary, cat8 cables are completely shielded with advanced options like individually shielded pairs and foil shielding. This makes cat8 optimal for ecosystems with high EMI, like data centers or industrial settings, where signal integrity is important. Environment Consider the operating environment of the cable. Cat8 cables excel in high-interference ecosystems because of their superior shielding. This maintains signal integrity by safeguarding EMI. This makes it ideal for ecosystems with heavy electronic noise, like industrial spaces and data centers. On the contrary, Cat6 cables are suitable for traditional indoor environments where there is lesser interface. This offers a more economical solution. Budget Cat6 cables are very affordable. This makes them a popular choice for small businesses and homes where ultra-high speeds are not important. Cat8 cables, while providing superior performance, come with a higher price tag because of their advanced shielding and capabilities. For the majority of the users, the extra cost of operating in demanding conditions. Conclusion Cat8 is superior to cat6 in terms of shielding, bandwidth, and speed. Cat8 is best suited for data-heavy ecosystems, like high-performance set-ups and data centers. Nevertheless, cat6 is sufficient for the majority of network uses at a lesser cost. Finally, the choice between cat6 and cat8 must rely on your budget considerations and the network’s demands.  Tech World TimesTech World Times (TWT), a global collective focusing on the latest tech news and trends in blockchain, Fintech, Development & Testing, AI and Startups. If you are looking for the guest post then contact at techworldtimes@gmail.com