The lines compare transport methods used in China from 2001 to 2015, at 2-year intervals, measured in million tonnes-kilometres.

Overall, road use rose faster than others and was also the one that the Chinese relied primarily on to transport goods. Rail, on the other hand, was a less common choice in much of the period.

Road and sea experienced similar upward trends, starting the period at a low of around 0.5 each. By 2011, these figures had increased rapidly to just over 5 (the highest on the chart) and about 4.6, respectively, but dropped slightly in 2013. Despite this, the two numbers rebounded to 5 and 4.5 at the end.

Less popular in use, rail had a comparatively higher initial figure of just above 1. It then saw a gradual rise, being overtaken by the two other transport means in 2005 and tripling its original figure by 2011. After that, there was no change until 2013, but two years later, the number decreased, and did so notably, to about 2.5.

The chart gives information about three income groups in 1990 and 2000, measured in metric tonnes for carbon emissions and percentages for population figures.

Overall, compared to others, middle income group had a progressively and notably higher carbon footprint, with low income group responsible for the lowest volume of the emissions. Of these three, it was high income group that accounted for an overwhelming majority of the global population.

Middle income group recorded consistently the highest emission rates, exactly 15 in 1990 and 22 in 2000. This was followed by high income group, which ranked next and saw a negligible drop from 13 to 12 during the period. Low income group remained the smallest contributor to CO2 emission, at a low of 1 in 1990 and 2 in 2000.

The breakdown of population, meanwhile, revealed that as many as 84% of the world population were classified in the high income bracket. Following distantly behind, middle income group made up a third of the population, significantly more than their counterparts in the low-income class at a mere 18%.

The lines compare the proportion of tourists using various transport means in one country between 1989 and 2009, at 5-year intervals.

Overall, the use of rail transport rose faster than that of coaches and ferries, with the latter being consistently the least popular. While cars experienced a notable increase followed by a decline, air transport, unlike others, gradually became a less commonly used means of transport.

Cars, airplanes and rail transport stood higher than others in 1989, at just below 50%, 40% and around 35%, respectively. Whereas cars witnessed a notable rise to slightly above 60% (the highest on the chart) and then dropped markedly to about 52% at the end, airplanes followed a consistent downward trajectory to half the initial figure in 2009. A completely opposite pattern was seen in rail transport, which peaked at almost 60% in 2009, thus becoming the most commonly used.

Coaches and ferries were comparatively less used. They started the period at 10% and half that figure, respectively, and over the ensuing 10 years grew uninterruptedly to roughly 25% and around 12%. Although this was followed by marginal decreases to 20% and 10%, the overall trend remained upward.

The bars compare how much water was in reservoirs of six Australian cities in October in two years: 2009 and 2010.

Overall, during the period, Canberra saw a rise, becoming the leading city in the water levels, while Darwin experienced a decline, as a result of which it dropped to the lower end of the spectrum. Of the other four cities, three followed an upward trend, with Perth showing the most pronounced growth, whereas Brisbane witnessed no change.

Canberra initially stood at around 76%, the second highest as of 2009. A year later, it rose rapidly to 100%, which marked a chart high figure. A completely opposite pattern occurred in Darwin, where the original water level was about 45%, a percentage that roughly halved in 2010.

Among the remaining cities, Perth was the one to grow the most markedly, from 40% to about 70%. Melbourne's increase was slightly less substantial, with the initial proportion at just over 20%, the lowest on the chart, and the final at exactly 40%.

Sydney and Brisbane recorded the least significant changes, and their figures were at just under 80% (the largest 2009 figure) and about 57%, respectively, in 2009. By 2010, the former had gone up marginally to 80%, in contrast to the latter, which remained unaltered.

It has recently become popular for people to delay parenthood. In my opinion, the benefits of this - financial security and emotional maturity - are more significant than the drawbacks, which are pregnancy complications and age gaps.

From a medical standpoint, female fertility declines over time, which might pose serious threats to a mother’s health. This is why those planning their pregnancy after their 30s may risk taking additional treatment because of lower fertility, a process that is often emotionally draining and financially challenging. Besides, there might also be post-natal medical complications and, given the mother’s old age, they can make pregnancy difficult and dangerous.

Age differences are another common flaw of later parenthood. Those who became parents late in their 30s and 40s may need additional care later on. While their children are graduating or trying to build a career, age-related medical problems of old parents, such as elevated blood pressure and lower mobility, may become an obstacle. As a result, to help their parents stay healthy, the young may sacrifice their career.

Despite these downsides, I remain convinced that the upsides hold greater weight, and the most compelling of them is financial security. While having lower fertility, parents in their 30s often have a well-established career and thus sufficient financial resources to provide their children with a high-quality education, private lessons, and expensive yet nutritious organic food. Their younger counterparts, in contrast, tend to be at the start of their career or paying off student loans, thereby not having financial stability.

Equally important is that, in spite of the age gaps, older parents, unlike younger ones, have more composure in the face of family conflicts and misunderstandings. Since they have more life experience, they are able to handle family issues and misbehavior of their child more peacefully and constructively, compared to parents in their early 30s, who might not be as reserved when, for example, their child has a tantrum. Such high emotional regulation is a fundamental pillar of positive family dynamics, and it also sets a more well-rounded example for the young to follow.

In conclusion, having children later has two major flaws: medical risks for mothers and age discrepancies. These notwithstanding, my firm conviction is that the benefits, such as financial security and emotional maturity, overshadow them.