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小投资大回报！勇士15人名单出炉 缴税打造附加赛球队究竟图啥？_我的网站

A |     185公分后卫布兰登·威廉姆斯1年260万美元底薪加盟勇士生涯三分球命中率40%前锋乔治·尼昂与勇士达成1年390万美元签约协议勇士在自由市场连签两将，常规赛15人大名单正式满员，这也意味着今年休赛期的引援工作基本结束！库里、巴特勒、追梦、铂金、波杰姆斯基梅尔顿、穆迪、桑托斯、霍福德、小佩顿理查德、伦德伯格、贝西、布兰登·威廉姆斯、尼昂四人年龄35+，平均年龄30岁，15人薪资总额超2.00428亿（奢侈税起征线），过去5年累计奢侈税近6亿，新赛季这套阵容还要继续缴纳奢侈税！毫不夸张，勇士新赛季还没开始就已经提前结束了。

B | 花最贵的钱，挨最毒的打，又是毫无争冠希望的一年，继续冲击附加赛，他们究竟为何会掉进这种死亡漩涡般的恶性循环之中？库里和巴特勒两位35+老将皆拿超5000万档大合同，首发四人薪资总额就已经接近工资帽，这锁死了勇士的补强上限。38岁库里新赛季继续拿联盟第一高薪6259万，这是他应得的，但库里的统治力确实在下降无疑！勇士自2022年常规赛53胜夺冠后，已经连续四个赛季未能达到50胜门槛，4年里打了三次附加赛（24、25、26）；库里近四年在MVP榜单上的最好排名为第8，32岁后一直没能再入选最佳一阵；16库里的胜利贡献值为17.9生涯最高，近四年的胜利贡献值都低于8.0，并且上季胜利贡献值4.1还要低于菜鸟赛季——他在变老，影响力在下降，第一高薪≠联盟第一战力。

C | 巴特勒2年1.1亿续约合同还剩最后一年，新赛季工资为5683万。    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。他已满36周岁，并且上季1月份因右膝前交叉十字韧带撕裂导致赛季报销，归期未定，考虑他的年龄、伤病史、打法，这份合同的战力也将打折。勇士休赛期也尝试用巴特勒的合同搭配选秀权去追求字母哥、杰伦·布朗、浓眉，但毫无吸引力，送不出去，最终只能维持库里+巴特勒下赛季合计1.19亿的双核建队模式。再算上铂金下赛季的2000万，追梦还要拿2770万，库里、巴特勒、铂金、追梦四个首发下赛季的薪资总和达到了1.67亿，而新赛季工资帽为1.649亿——四个首发就已经超帽，这是勇士引援最无奈的困境。勇士虽然缴税挨毒打，但球队年年盈利是事实，2024-25赛季球队净利润4.09亿美元联盟第一。38岁老将拿联盟第一高薪这在联盟和历史上并不合理，但在现今的勇士就是合理，这也在根本上决定了勇士的运作思路。从历史、商业、情怀多种因素考量，勇士在库里时代的市值从4.5亿一跃为超110亿，管理层也必将以最体面、最尊重、最重视的方式让库里终老！库里2026-27赛季为6258万到期合同，提前顶薪续约早已是板上钉钉且众望所归。从建队角度，勇士也明白给一个38岁老将顶薪意味着什么，暂时放弃争冠，专注于商业和情怀价值，这也是现阶段的最佳方案。根本原因是“后继无人”，库里之后，勇士队内没有建队基石，青黄不接，不同于GDP老去后有小卡接班，怀斯曼（2020年榜眼）和库明加（2021年7号秀）两个高顺位乐透秀都水掉了。按照最理想的状态，20年榜眼和21年7号秀在衔接段理应是库里的左膀右臂，甚至一旦能成长为明星球员，勇士可以在库追汤时代后无缝过渡。但悲剧却是勇士没有培养出库里的接班人，他们有的只是穆迪、波杰姆斯基以及还没刮奖的伦德伯格。没有接班人是一方面，另一方面考虑到西部惨烈的竞争环境，即使库里降薪也并不能让勇士起死回生，这是最残酷的现实。勇士管理层选择了保持现状，争冠和赚钱总得选一样。在争冠无望的前提下，老老实实赚钱不丢人。勇士这套15人大名单最明显的特点是体系和空间，仍有冲击50胜与季后赛门槛的实力。勇士选材用人有一个明确的标准，不看重绝对静态天赋，更看重球商。换言之，头脑简单四肢发达在勇士未必有用武之地，球商高在勇士体系却能即插即用。尼昂是一笔非常好的引援，他虽然上季并未出战，但在76人和骑士都打出过精彩表现，201公分的定点射手能在3/4号位摇摆，扮演重要的空间点角色——生涯场均三分球命中率39.9%，一个绝对不能放空的空间威胁。布兰登·威廉姆斯上季在独行侠发挥出手，场均替补出战22.2分钟贡献13.0分3.9助攻，场均三分球命中率23.2%，不以三分投射见长，属于速度型小快灵，能为勇士外线带来突破冲击活力。

D | 尼昂和布威都属于特定功能牌，这也符合勇士的体系需求。勇士现今明确重用五外阵容，铂金和霍福德扮演重要空间炮台角色，场上尽量保持最好的进攻空间，降低进攻开发成本，场上多人都有投射能力——团队篮球，全民皆兵，继续走阵容深度路线，这也是勇士唯一的出路。

E | 在巴特勒复出前，勇士是库里绝对单核带队；并且巴特勒下赛季是到期合同，可以在交易截止日前评估赛季前景，再进行操作。勇士新赛季没有压力，38岁联盟第一高薪库里带队回馈球迷，等待巴特勒复出，先冲击西部附加赛是务实目标。

F | 库里轻易不能动，巴特勒轻易送不走，四个首发薪资超过工资帽，不是勇士管理层不作为，眼下他们确实只能如此。但考虑到库里帮球队市值从4.5亿涨到超过110亿，花小钱办大事，哪怕新赛季被揍得鼻青脸肿，勇士管理层甘之如饴。花最贵的钱挨最毒的打没关系，年年盈利，库里“一人一城”、球迷高兴、老板赚钱，除了不能争冠，体面、商业、情怀方方面面都照顾到了，可谓真正是小投入大回报！                                    司机专栏 高冷大叔眼中的NBA。

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