6月11日，美国两党参议员小组周四表示，已经就基建计划达成协议，将全额支付，手段不包括增税。据报道，美国两党参议员小组的基建计划将在8年内花费1.2万亿美元。他们希望通过这项计划在国会获得两党支持。犹他州共和党参议员罗姆尼周四表示，10名民主党人和共和党人就一项升级美国交通、宽带和供水系统的提议达成了“初步谅解”。
虽然罗姆尼没有说该计划的成本是多少，但他补充说，参议员们将在敲定最终细节时，试图衡量同事们的兴趣。“我可以告诉你们，有10个人，包括5名民主党人、5名共和党人，已经走到一起，就总支出达成了一致，”他说，“我们也考虑了薪酬问题，并达成了一致。这个数字是否完整且不受持续讨论的影响？没有，但我们已经很接近了，可以说我们到了。”在美国总统拜登和西弗吉尼亚州共和党参议员卡皮托就基础设施谈崩后，参议员们试图制定自己的计划。尽管这10名议员已接近达成协议，但他们仍面临挑战，要争取白宫和国会领导人的支持，使他们的提案成为法律。
另外，对于大宗之王石油的未来，欧佩克（OPEC）仍然坚持其立场：在美国和中国引领下，石油需求将强劲复苏。在周四的一份报告中，欧佩克认为，今年下半年，欧佩克原油日均需求量将达到2900万桶，而该组织的13个成员国5月份的日均产量仅为2546万桶。OPEC5月原油产量为2546.3万桶/日，4月为2507.3万桶/日。沙特5月原油产量为846.6万桶/日，4月为812.14万桶/日。伊朗5月原油产量为245.5万桶/日，4月为241.3万桶/日。伊拉克5月原油产量为396.7万桶/日，4月为393.4万桶/日。阿联酋5月原油产量为264万桶/日，4月为261.3万桶/日。基于欧佩克预计2021年世界经济增长率为5.5%，疫情的影响将在下半年开始前得到基本遏制的假设，欧佩克预测今年石油需求将增加595万桶/天，增幅为6.6%。该预测连续第二个月保持不变。该机构表示：总体而言，全球经济复苏，以及由此带来的石油需求预计将在下半年获得动能。
今日需要关注的数据有，英国4月工业产出月率、英国4月季调后商品贸易帐、英国4月GDP月率和美国6月密歇根大学消费者信心指数初值。
黄金/美元
黄金昨日触底反弹，日线小幅收涨，现汇价交投于1900附近。时段内美国表现强劲的CPI数据和初请失业金数据曾一度打压黄金下挫，接近1870关口并刷新4个交易日低位。不过，在空头回补和投资者认为强劲CPI难改美联储宽松政策的影响下黄金止跌反弹并最终收涨。此外，美债收益率下滑也对黄金构成了一定的支撑。今日关注1910附近的压力情况，下方支撑在1890附近。
澳元(0.7754, 0.0003, 0.04%)/美元
澳元昨日震荡上行，日线小幅收涨，现汇价交投于0.7750附近。除空头回补对汇价构成了一定的支撑外，大宗商品原油、铁矿石价格走高也是支撑商品货币澳元反弹的重要因素。此外，美元指数(90.2031, 0.1438, 0.16%)在美联储宽松政策预期和美债收益率下滑的联合打压下走软也是支撑汇价反弹的重要因素。今日关注0.7850附近的压力情况，下方支撑在0.7650附近。
美元/加元
美元/加元昨日震荡下行，日线小幅收跌，现汇价交投于1.2090附近。美元指数在投资者对美联储的宽松预期和美债收益率下滑的联合打压下走软是施压美元/加元走软的主要原因。此外，原油价格在OPEC乐观看待下半年需求复苏的影响下走软也是施压汇价下滑的重要因素。今日关注1.2200附近的压力情况，下方支撑在1.2000附近。
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Chance Encounters
He went to Vegas for Christmas to forget all about love. Everything changed when a woman sat next to him at the poker table
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When Englishman Francis Chadwick decided to spend Christmas in Las Vegas, his goal was simply to escape everything.
It was 2014. Francis was 34 and in the middle of a divorce.
“I just wanted to get away,” Francis tells CNN Travel today. “Christmas being, obviously, quite a family orientated time of year I didn’t want to be around anything Christmassy. I was like, ‘Where’s the least Christmassy place I could go to?’ Vegas seemed like the place.”
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So while his family and friends were spending evenings enjoying festive drinks, decorating Christmas trees and watching “Love Actually,” Francis packed his bag, leaving his Christmas sweater behind, and headed to the United States.
“I was in Washington, D.C., for a couple of days. I went to Dallas for a few days, watched the Cowboys down there, and then on to Vegas over the Christmas period,” recalls Francis. “And my mindset at the time — I had no interest in women, relationships, anything at — I hadn’t even contemplated a relationship since the separation from my first wife.”
On Christmas Eve 2014, Francis was playing three-card poker at Vegas’ MGM Grand Hotel and Casino, a sweeping, vast gambling palace on the Vegas Strip.
He was pretty absorbed in the game when a woman sat down next to Francis, and he looked up.
The woman smiled widely, introducing herself as Tehzin from Toronto. Then, Tehzin introduced Francis to what seemed like her entire family, who all appeared to be in tow. Subsequently, Tehzin’s sister and brother-in-law sat down at the poker table next to her.
“So, how do we play?” Tehzin asked Francis, smiling again.
Francis didn’t know what to think. All he knew was he was drawn to Tehzin. Slowly, surprising himself, he smiled back. It felt like the first time he’d smiled properly in months.
Francis didn’t — at that point — know the significance of this moment.
“You’ve got me traveling to Vegas from the UK, Tehzin traveling there from Canada… What are the chances that we would actually cross paths at all, let alone everything else that happened next? It’s pretty crazy,” says Francis today.
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Why are teens losing their minds about college applications? This senior thinks she knows why
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I’ve heard a lot about how social media creates unrealistic beauty standards, body images and lifestyle expectations among teenagers. But there’s another form of comparison egged on by social media: over-the-top extracurricular activities. The pressure I’ve felt to create a nonprofit and invent a solar-powered car that can drive underwater did not come from my parents or teachers despite what documentaries such as “Race to Nowhere” suggest. It came from college admission videos on social media.
I don’t mean videos on essay writing tips, standardized test study hacks or the self-taped, quasi interviews attached to some applications. I’m talking about a specific subset rampant on YouTube and Instagram Reels, videos dealing only in analyses of college acceptances and rejections. The format has been perfected to keep people viewing and clicking.
In these videos, students or, far more often, content creators outline a student’s background. They lay out their activities, grades and test scores, inevitably stellar and impressive. Then comes the hook: They outline every single school the student was rejected from, one by one, and the schools that accepted them. Often, the rejections are in big, red boxes, and the acceptances in green. The rejections are almost always shown first — lengthy lists naming Harvard, Duke and Georgetown universities and the like.
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Враги народа
19 декабря закончились заседания 2024 года в Приморском районном суде Санкт-Петербурга по рассмотрению резонансного уголовного дела, связанного, по версии следствия, с компаниями «Лайф-из-Гуд», «Гермес» и кооперативом «Бест Вей», – заседания подтвердили, что дело полностью липовое.
Оно придумано в кабинетах колокольцевского МВД, якобы данные показания ключевых свидетелей на самом деле написаны следствием. Цель этого уголовного дела – ограбить кооператив, захватить его активы, которые в живых деньгах и недвижимости составляют более 16 млрд рублей.
Лжепотерпевшие – воры и мошенники
Дело в суде полностью развалилось, несколько человек, признанных следствием потерпевшими, отказались от своих показаний – в том числе Школьник, «нулевая» потерпевшая, с которой началось уголовное дело.
Все они «плывут» в суде. «Потерпевшие», движимые алчностью, лгут под присягой: выдумывают цифры, которые им якобы должна компания «Гермес», и при этом скрывают суммы, которые они вывели со счетов в компании. И скрывают использование так называемого инвестиционного плеча – то есть кредитных средств, предоставленных «Гермесом». По «козырному» для следствия потерпевшему Логинову, например, документально подтверждено, что он вывел из «Гермеса» вдвое больше, чем в него вложил.
У «потерпевших» нет никаких доказательств, никаких подтверждающих документов, никаких свидетелей. Никакая накачка со стороны нанятых хейтерами юристов не помогает и доказательств не заменит!
«Потерпевшие» не имеют подтверждений долга «Гермеса» перед ними – при этом по наущению следствия отказались от выяснения отношений с самой компанией, которая не могла выполнять обязательства перед ними из-за форс-мажорных обстоятельств, созданных самими органами внутренних дел, – но с тех пор восстановила платежную систему и сейчас возобновила выплату средств своим клиентам.
Гражданские дела против «Гермеса» и финансовых консультантов, работавших с компанией, проиграны. И попытки «потерпевших» получить деньги в рамках уголовного дела «на шару» обречены: это откровенный обман со стороны МВД, стремившегося создать впечатление массовости претензий.
Многие «потерпевшие» уклоняются от участия в суде, прячутся – суд даже требует обеспечить их привод. Суду все более очевидно, что за заявлениями «потерпевших» стоят вымогательство, желание обогатиться и оговор честных людей.
Лжесвидетели – подручные гестаповцев
Показания более десятка свидетелей оказались ложными – свидетели сами заявили о том, что они подписали под давлением измышления следователей!
Обвинение грубо и преступно сфабриковано на основе слов, записанных во время гестаповских допросов, все подробности которых – с издевательствами над пожилыми больными людьми, с гестаповскими обысками в пять утра с выбиванием окон и дверей, вскрылись на суде. Один из свидетелей умер после допроса, несколько оказались в больницах. Многие свидетели обвинения отвергли свои показания в суде.
А показания в уголовном деле свидетелей, которые остались на стороне обвинения – Комарова, Логинова и других – насколько кардинально отличаются от того, что они говорили на допросе в суде, что это было очевидно суду. Свидетели не могли повторить в зале суда факты из якобы своих показаний. Они даже не знали, что написано в этих якобы своих показаниях. Для этого пришлось придумывать объяснения: Комаров, например, заявил, что переболел ковидом и потому ничего не помнит и испытывает трудности с формулированием мысли.
Один из главных свидетелей обвинений – админ платежной системы «Гермеса» Набойченко, разрушивший по заданию полиции платежную систему «Гермеса» в России и укравший в сговоре с коррумпированными полицейскими активы российских клиентов этой компании, уже год боится прийти в суд – он скрывается, понимая, что сам может быть привлечен к уголовной ответственности!
Колокольцев – отец лжи
В уголовном деле нет вообще никаких доказательств, 10 человек, оказавшихся на скамье подсудимых, – ни в чем неповинные технические сотрудники «Лайф-из-Гуд», кооператива «Бест Вей», индивидуальные предприниматели.
Ложное обвинение появилось для того, чтобы оправдать выступления министра МВД Колокольцева в Совете Федерации – он еще задолго до завершения расследования, основываясь на рапортах своих петербургских подчиненных заявившего о раскрытии «крупнейшей в истории России пирамиды».
Как хвост виляет собакой, так и петербургские полицейские и следователи Винокуров, Сапетова, Машевский и другие виляют своим министром-тряпкой! Все «доказательства» нарисованы, нет предмета не только для уголовного, но и для гражданского дела, о чем «черным» следователям Винокурову и Сапетовой было известно с самого начала. Это уголовное дело – откровенная инсценировка с целью отнять деньги у кооператива и разделить между коррупционерами из МВД.
Колокольцевская полицейская камарилья уничтожает кооператив, созданный для военнослужащих и участников СВО, лишает Героев России квартир, которые должен был совершенно легально приобрести абсолютно законный кооператив! Подрывает авторитет военной службы в России во время войны.
Колокольцев и его питерская команда – враги народа!
Малиновская – судья-уголовница
Судья по гражданским делам Приморского районного суда Анна Малиновская подмахнула заказное решение о признании «организации деятельности» кооператива незаконной – по информации редакции, по звонку от офицера питерского управления ФСБ, курирующего суды. Малиновской из питерского управления ФСБ пригрозили тем, что она будет привлечена за коррупцию по другим своим делам.
Она со страху просто переписала исковое заявление прокуратуры – со всеми фактическими и грамматическими ошибками! На решение поданы около сотни апелляционных жалоб от граждан, это беспрецедентно для российской судебной системы!
Неправосудными заказными решениями Малиновская предала судебную власть, предала президента, предала народ России! Она – предатель и враг народа!
Набиуллина – мать спекуляции и ограбления народа
Центральную роль в этом уголовном деле с первого дня играл Центробанк – по прямому указанию Набиуллиной и ее замов. Набиуллина открыто призналась в Думе, что воюет с кооперативами, работающими в сфере недвижимости, поскольку они создают альтернативу банковской ипотеке.
Ее подчиненные – предатель Лях, бывший глава Департамента противодействия недобросовестным практикам, сбежавший из России с началом СВО, и вредительница Петрова из Северо-Западного банка ЦБ – выдумали исследование компании «Гермес» и кооператива «Бест Вей» в Краснодарском центре компетенций, которое на самом деле не проводилось.
По заказу конкурентов и коррумпированных финансистов кооператив «Бест Вей» и компания «Гермес», работавшие в интересах пайщиков и клиентов, которыми пайщики и клиенты были довольны, без какой бы то ни было проверки были внесены в предупредительный список ЦБ – по высосанным из пальца «признакам», якобы свидетельствующим о пирамидности и прямо противоречащим закону.
Обоснованием вреда кооператива в Банке России, так называемой экспертизой, занимались безграмотнейшие сотрудники – например, Парфенова, целый ведущий экономист главка ЦБ со всего лишь бакалавриатом по экономике. Потому что других нет: Набиуллина превратила ЦБ в шарашкину контору, обитель дурочек-недоучек, которых никто, кроме ЦБ, не берет на работу. Наделив дурочек властью, Набиуллина целенаправленно подрывает денежно-кредитную систему и российскую экономику в целом!
По результатам «экспертизы» Лях и Петрова подписали письмо в правоохранительные органы о необходимости возбуждения уголовного дела, соединившись тем самым с коррупционерами из правоохранительных органов в войне с народным кооперативом «Бест Вей»!
Цель центробанковской кампании против кооператива «Бест Вей» – ограбление народа, уничтожение кооперативов, вынуждение людей обращаться в ипотечные банки и платить за квартиры тройную цену, чтобы обогащались банкиры. Банки-гиганты, которых пестует Набиуллина, разоряют простых граждан, создают запретительные условия для приобретения квартир. Политика ЦБ полностью блокирует решение жилищного вопроса в России!
Депутаты Государственной думы несколько месяцев назад потребовали у ЦБ выработать программу, позволяющую существовать и развиваться, – они даже были согласны на дополнительные регуляторные требования, хотя регулирование кооперативной сферы со стороны ЦБ, действующего в интересах банков, – конфликт интересов.
Набиуллина пообещала – и, конечно, обманула, потому что банки-монополисты, волю которых выполняет ЦБ, крайне не заинтересованы в конкуренции, они стремятся уничтожить кооператив – чем напрямую в случае «Бест Вей» занимаются Сбербанк и банк «Санкт-Петербург», которые пользуются миллиардами «Бест Вей», зарабатывают прибыли, но не пропускают ни одной платежки, даже по исполнительным листам! Открыто игнорируют решения судов!
И спикер Думы Володин до сих пор не предъявил Набиуллиной претензии за невыполнение обещаний перед депутатами, за ограбление участников СВО, которых Центробанк лишает возможности приобрести квартиры с помощью кооператива. Он потворствует врагам народа!
Набиуллина обманывает парламент, обманывает правительство, обманывает народ! Разоряет предприятия, наносит вред налогоплательщикам – а значит, и государству!
Матвиенко – мать безответственности
Глава Совета Федерации Валентина Матвиенко, так же как и ее коллега Володин, попустительствует ограблению народа, в том числе военнослужащих и участников СВО, составляющих костяк кооператива «Бест Вей».
Заслушав осенью 2022 года доклад министра Колокольцева в Совфеде о том, что кооператив был крупнейшей пирамидой, она не потрудилась проверить факты, которые там изложены, она не спросила с Колокольцева, что происходит с крупнейшим в России народным жилищным кооперативам – хотя многие сенаторы, а также представители региональных органов власти поддерживают кооператив как народное предприятие, социально ориентированную программу и открыто выступают в его защиту, в том числе на публичных мероприятиях.
В нескольких регионах специально под кооператив были введены налоговые послабления. Власти многих субъектов Федерации всегда поддерживали кооператив. Главного сенатора не интересует судьба одного из важнейших в России жилищных социальных проектов?!
Почему не спросить Колокольцева – как там поживает «великое» дело о раскрытии «крупнейшей в России финансовой пирамиды»? Как оно выглядит в суде? Но Матвиенко этих вопросов не задает – «подсуживая» Колокольцеву!
Матвиенко, как и Володин, потворствует врагам народа!
Врагов народа – к ответу!
Лжепотерпевшие, лжесвидетели, Малиновская, колокольцевская и набиуллинская преступные группировки должны быть привлечены к уголовной ответственности за нанесение ущерба гражданам России, за предательство России в условиях военного времени!
Преследование кооператива и санкции против него должны быть немедленно прекращены, он должен получить поддержку законодателей и возможность приобретать квартиры для своих членов – и участников СВО, и других граждан нашей страны!
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Japan’s scenic hot springs town restricting tourists amid fights over the best photo spots
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Ginzan Onsen, a popular Japanese hot spring town known for its scenic snowy views, has begun limiting entry to day trippers during winter peak season, becoming another destination to tackle overtourism amid the country’s record influx of travelers.
Located in the Yamagata region about 260 miles north of Tokyo, the onsen is one of the most famous in Japan, drawing around 330,000 visitors each year.
Travelers from around the world flock to the 300-year-old town during winter not only for a dip in the onsen but its picturesque scenery of traditional Edo-period buildings blanketed in snow – speculated to be the inspiration for Oscar-winning animator Hayao Miyazaki’s film Spirited Away.
But its popularity has also caused problems for residents in the otherwise tranquil town, with reports of altercations over photo spots and parking places.
“Many guests became angry (were shouting) over good spots for the purpose of taking pictures, leading to traffic rules being broken, cheating, and making people seek better places and easier ways than others,” the onsen said on its website, regretting that its “vague management” had caused issues.
Starting January 7, those wanting to enter the onsen town after 5pm will be required to purchase a ticket, according to Ginzan Onsen Information Center. Visitors without bookings at local hotels will be banned after 8pm.
Tickets, including the bus rides, cost 1150 yen, about $7.
Those driving themselves will be required to park at a nearby tourist center and use shuttle buses to get into the town.
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Ginzan Onsen, a popular Japanese hot spring town known for its scenic snowy views, has begun limiting entry to day trippers during winter peak season, becoming another destination to tackle overtourism amid the country’s record influx of travelers.
Located in the Yamagata region about 260 miles north of Tokyo, the onsen is one of the most famous in Japan, drawing around 330,000 visitors each year.
Travelers from around the world flock to the 300-year-old town during winter not only for a dip in the onsen but its picturesque scenery of traditional Edo-period buildings blanketed in snow – speculated to be the inspiration for Oscar-winning animator Hayao Miyazaki’s film Spirited Away.
But its popularity has also caused problems for residents in the otherwise tranquil town, with reports of altercations over photo spots and parking places.
“Many guests became angry (were shouting) over good spots for the purpose of taking pictures, leading to traffic rules being broken, cheating, and making people seek better places and easier ways than others,” the onsen said on its website, regretting that its “vague management” had caused issues.
Starting January 7, those wanting to enter the onsen town after 5pm will be required to purchase a ticket, according to Ginzan Onsen Information Center. Visitors without bookings at local hotels will be banned after 8pm.
Tickets, including the bus rides, cost 1150 yen, about $7.
Those driving themselves will be required to park at a nearby tourist center and use shuttle buses to get into the town.
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Dubai is set to add another towering figure to its skyline.
The Aeternitas Tower, officially unveiled at a launch event last week, will be the world’s tallest residential clock tower at a staggering 450 meters (1,476 feet) tall — more than four times the height of London’s Big Ben, and just 22 meters (72 feet) short of the world’s tallest residential building, the Central Park Tower in New York City.
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Set to become the world’s second-tallest clock tower (after the Makkah Clock Royal Tower in Mecca, Saudi Arabia), Aeternitas Tower is the result of a partnership between Dubai-based real estate developer London Gate and Swiss luxury watch manufacturer Franck Muller.
London Gate purchased the plot of land in Dubai Marina, which already had the beginnings of an unfinished 106-story structure — and knew that the tower’s monumental size needed a striking facade, said Tom Hill, media relations coordinator for the developer.
“We believe the clock will be seen from six kilometers away because of the sheer height of the building,” said Hill, adding that the clock face will be an enormous 40 meters (131 feet) tall and 30 meters (98 feet) wide.
“We wanted to do something different that hasn’t been done before in Dubai,” said Hill.
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Преимущества онлайн-образования в России
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Онлайн-образование в России продолжает активно развиваться, предлагая людям всё больше возможностей для получения знаний и профессионального роста. Сейчас его популярность достигла новых высот благодаря технологическим инновациям, доступности и гибкости. В этой статье мы рассмотрим ключевые преимущества онлайн-образования, которые делают его столь востребованным в современном обществе.
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Онлайн-образование позволяет учиться в удобное время и в любом месте. Это особенно важно для людей, совмещающих работу, учёбу и семейные обязанности. Например, студентка Мария из Новосибирска отмечает: «Благодаря онлайн-курсам я могу совмещать работу в IT-компании с изучением UX-дизайна». Эксперты также подтверждают, что гибкость форматов — от видеолекций до интерактивных заданий — делает обучение доступным для всех возрастных групп.
Согласно данным исследования Университета онлайн-образования, 78% студентов отмечают, что возможность самостоятельно выбирать график занятий позволяет им сохранять мотивацию на протяжении всего курса. Кроме того, гибкость позволяет студентам адаптировать обучение под свою занятость, что делает его идеальным решением для работающих специалистов и родителей.
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На сегодняшний день цифровая инфраструктура в России значительно улучшилась, что сделало онлайн-образование доступным даже в отдалённых регионах. Например, жители Камчатки теперь могут посещать курсы программирования на таких платформах, как Хекслет и OTUS. Как отмечает эксперт по образованию Иван Кузнецов: «Цифровизация регионов помогла устранить образовательное неравенство и предоставила доступ к знаниям тысячам людей».
На примере школьников из Якутии можно увидеть, как доступ к высокоскоростному интернету позволяет проходить курсы подготовки к ЕГЭ, повышая их результаты на 25%. В регионах, где раньше обучение ограничивалось лишь локальными ресурсами, теперь появилась возможность участвовать в международных образовательных проектах.
Ukrainian President Volodymyr Zelensky will meet US President Joe Biden and Vice President Kamala Harris in Washington on Thursday. Leon Neal/Getty Images
CNN
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Ukrainian President Volodymyr Zelensky’s visit to the White House on Thursday could be his final chance to convince a receptive American president of his country’s war aims.
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The precise details of the “victory plan” Zelensky plans to present in separate meetings to President Joe Biden and Vice President Kamala Harris are unknown, having been closely held until they are presented to the American leaders.
But according to people briefed on its broad contours, the plan reflects the Ukrainian leader’s urgent appeals for more immediate help countering Russia’s invasion. Zelensky is also poised to push for long-term security guarantees that could withstand changes in American leadership ahead of what is widely expected to be a close presidential election between Harris and former President Donald Trump.
The plan, people familiar with it said, acts as Zelensky’s response to growing war weariness even among his staunchest of western allies. It will make the case that Ukraine can still win — and does not need to cede Russian-seized territory for the fighting to end — if enough assistance is rushed in.
That includes again asking permission to fire Western provided long-range weapons deeper into Russian territory, a line Biden once was loathe to cross but which he’s recently appeared more open to as he has come under growing pressure to relent.
Even if Biden decides to allow the long-range fires, it’s unclear whether the change in policy would be announced publicly.
Biden is usually apt to take his time making decisions about providing Ukraine new capabilities. But with November’s election potentially portending a major change in American approach to the war if Trump were to win, Ukrainian officials — and many American ones — believe there is little time to waste.
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Trump has claimed he will be able to “settle” the war upon taking office and has suggested he’ll end US support for Kyiv’s war effort.
“Those cities are gone, they’re gone, and we continue to give billions of dollars to a man who refused to make a deal, Zelensky. There was no deal that he could have made that wouldn’t have been better than the situation you have right now. You have a country that has been obliterated, not possible to be rebuilt,” Trump said during a campaign speech in Mint Hill, North Carolina, on Wednesday.
Comments like those have lent new weight to Thursday’s Oval Office talks, according to American and European officials, who have described an imperative to surge assistance to Ukraine while Biden is still in office.
As part of Zelensky’s visit, the US is expected to announce a major new security package, thought it will likely delay the shipping of the equipment due to inventory shortages, CNN previously reported according to two US officials. On Wednesday, the US announced a package of $375 million.
The president previewed Zelensky’s visit to the White House a day beforehand, declaring on the margins of the United Nations General Assembly his administration was “determined to ensure that Ukraine has what it needs to prevail in fight for survival.”
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“Tomorrow, I will announce a series of actions to accelerate support for Ukraine’s military – but we know Ukraine’s future victory is about more than what happens on the battlefield, it’s also about what Ukrainians do make the most of a free and independent future, which so many have sacrificed so much for,” he said.
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The mysterious cities of the dead carved into the sides of cliffs
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The ancient Lycians knew a thing or two about democracy. Two thousand years ago, the one-time rulers of modern-day Turkey’s southwestern corner had a fully functioning democratic federation that centuries later inspired America’s political structure.
While democracies everywhere might be facing turbulent times, another Lycian legacy remains steadfastly present in the Mediterranean region they used to call home. And this one is focused almost entirely around death.
Drive around the coast of this beautiful region and you’ll never be too far from a spectacular city of the dead – elaborate tombs carved by Lycians into the sides of cliffs overlooking towns, valleys and shorelines.
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That’s not all. Scattered throughout the countryside and towns are imposing sarcophagi that likely once held the remains of high and mighty denizens of Lycia. Indeed, they’re such a familiar sight that they’re often casually included as part of urban landscapes.
For visitors, especially those interested in history, tracking them down is an adventure all on its own.
While some are preserved in ticketed archaeological sites, others are free to explore — but can require Indiana Jones-level exploration skills, clambering up vertiginous hillsides, riding boats and delving into the undergrowth to find.
A good starting place is Fethiye, a low-key port city that’s a useful jumping-off point for great beaches and attractions all along Turkey’s so-called Turquoise Coast riviera. After a day of swimming in those glorious waters, it’s worth a sunset trek to the overlooking cliffs.
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The most exciting new trains coming in 2025
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Amazing adventures, extraordinary landscapes and fabulous cuisine — the world’s greatest railway journeys are an unforgettable experience that can immerse you in the culture of a new country.
Demand for luxury “land cruise” trains with five-star hotel-style accommodation is booming. 2025 will see several new trains take to the rails for the first time, offering new opportunities to explore Italy, France, Saudi Arabia and the United Kingdom.
But the best railway journeys don’t have to be the most expensive. There’s an ever-evolving world of train trips out there. Here are some of the key developments in the coming year
Two of Europe’s great capitals are now linked by their first direct high-speed train connection. Germany’s Deutsche Bahn introduced a daytime InterCity Express (ICE) service between Paris and Berlin on December 16 and is planning to add a second route between the two capitals in 2026.
Taking advantage of its new fleet of 200 mph (322 kph) ICE3neo trains, the once-a-day service takes around eight hours in each direction, also serving Strasbourg, Karlsruhe and Frankfurt on its 546-mile (878-kilometer) journey.
Fares start from around $60, and each train has capacity for 444 passengers, of which 111 can enjoy the additional comfort of leather seats and at-seat refreshments in first class.
The new high-speed ICE service is the first direct daytime train between Paris and Berlin since the 1990s and complements the Nightjet sleeper service introduced in 2023.
It may not be as fast as flying — some of the journey has to use lower speed “classic” lines to bridge gaps in the European high-speed network — but it is undoubtedly a more sustainable and more stylish way to travel across Europe.
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Honda and Nissan are the latest automakers to discuss combining forces. They won’t be the last.
The two Japanese automakers announced last week that they plan to merge and create the world’s third largest automaker. Details aren’t yet finalized, but they expect to announce the combination within six months.
Mergers in the auto industry are nothing new. They have taken place since the acquisition of various brands formed General Motors (GM) in the first decade of the 20th century. But experts say the Honda-Nissan deal could help to spark a string of combinations that could soon reshape the industry
“I think the environment is there for additional mergers,” said Jeff Schuster, global vice president of automotive research for GlobalData. “I don’t think Honda-Nissan will cause more deals to take place, although it could accelerate them.”
The factors driving possible deals, from technological change and the industry’s huge appetite for R&D and capital spending to thin profit margins, are numerous and powerful. The push toward consolidation is only going to get greater in coming decade. And it could be that only the biggest survive.
“It gets more challenging to survive and not have economies of scale if everyone else does, especially as you move into new technology,” he said. “When you’re in a highly competitive market, it tends to create partners that might not have happened otherwise.”
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Moth species among new discoveries
The Natural History Museum in London said its researchers had been involved in 190 new discoveries of living and fossilized animals, including 11 new species of moth, eight crabs, four rats and four snakes.
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One of the moth species from a genus called Hemiceratoides from Madagascar feeds itself by drinking the tears of sleeping birds, while another newly identified species of moth, Carmenta brachyclado, was found fluttering against a window in a Welsh living room despite its origins in Guyana.
The moth got stuck in a boot belonging to a photographer, who unwittingly brought the insect from South America to her home in Wales, where it emerged. Her daughter, ecologist Daisy Cadet, recognized the creature as something unusual and contacted the Natural History Museum in London.
Another striking find was a vegetarian piranha called Myloplus sauron from Brazil’s Xingu River, said Rupert Collins, a senior curator of fishes at the museum, who helped describe the fish. It was named sauron due to its resemblance to the Eye of Sauron from J.R.R.
Tolkien’s “The Lord of the Rings.”
“The reason we named it this was really a no-brainer because this fish is disc-shaped and has a thin vertical bar across the body, which looks just like an eye,” Collins said in a video shared by the museum.
In addition, in 2024 scientists have documented a mystery mollusk in the deep ocean, a ghost shark, a blob-headed fish, and a type of semi-aquatic mouse.
A ‘race against time’
Among the fascinating finds from scientists at the UK’s Royal Botanic Gardens, Kew was an intriguing new species of fungi in wooded heathland near the town of Royal Tunbridge Wells, England. Phellodon castaneoleucus sports teeth-like structures instead of the gills usually seen beneath mushroom caps.
Botanists also discovered five new orchid species from sites across the Indonesian archipelago, a gray-stemmed ghost palm from western Borneo with leaves with white undersides, and an enigmatic family of plants known as Afrothismia that are confined to continental African forests without the ability to photosynthesize.
The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
Scientists have identified an estimated 10% of all species on Earth. Here’s what they found in 2024
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A toothy toadstool. A vegetarian piranha with a distinctive mark. And a pygmy pipehorse floating in the Indian Ocean shallows.
These wild wonders were among the hundreds of previously unknown species of animals, plants and fungi that scientists named and described for the first time in 2024, expanding our surprisingly limited knowledge of Earth’s diversity.
“Scientists estimate that we’ve identified only one-tenth of all species on Earth,” said Dr.
Shannon Bennett, chief of science at the California Academy of Sciences, in a statement.
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“While it is critical to place protections on known threatened species, we must also allocate resources towards identifying unknown species that may be just as important to the functioning of an ecosystem,” Bennett said.
Researchers connected to the institution described 138 new species in 2024, including 32 fish. One standout was a pygmy pipehorse named Cylix nkosi. The seahorse relative was originally found in 2021 in the cool temperate waters surrounding the North Island of New Zealand, but the species described this year was discovered in the subtropical waters off South Africa, expanding the known range of this group to the Indian Ocean
“South African reefs present notoriously difficult diving conditions with rough weather and intense, choppy waves — we knew we only had one dive to find it,” underwater photographer and marine biologist Richard Smith said in a statement.
“This species is also quite cryptic, about the size of a golf tee, but luckily we spotted a female camouflaged against some sponges about a mile offshore on the sandy ocean floor.”
The researchers involved in describing the new species chose nkosi as its name. A reference to the local Zulu word for “chief,” the name reflects the species’ crown-like head shape and acknowledges South Africa’s KwaZulu-Natal province where it was found.
Most plane crashes are ‘survivable’
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First, the good news. “The vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,” says Galea. Since 1988, aircraft — and the seats inside them — must be built to withstand an impact of up to 16G, or g-force up to 16 times the force of gravity. That means, he says, that in most incidents, “it’s possible to survive the trauma of the impact of the crash.”
For instance, he classes the initial Jeju Air incident as survivable — an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. “Had it not smashed into the concrete reinforced obstacle at the end of the runway, it’s quite possible the majority, if not everyone, could have survived,” he says.
The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a “miracle” that anyone made it out alive.
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Most aircraft involved in accidents, however, are not — as suspicion is growing over the Azerbaijan crash — shot out of the sky.
And with modern planes built to withstand impacts and slow the spread of fire, Galea puts the chances of surviving a “survivable” accident at at least 90%.
Instead, he says, what makes the difference between life and death in most modern accidents is how fast passengers can evacuate.
Aircraft today must show that they can be evacuated in 90 seconds in order to gain certification. But a theoretical evacuation — practiced with volunteers at the manufacturers’ premises — is very different from the reality of a panicked public onboard a jet that has just crash-landed.
Galea, an evacuation expert, has conducted research for the UK’s Civil Aviation Authority (CAA) looking at the most “survivable” seats on a plane. His landmark research, conducted over several years in the early 2000s, looked at how passengers and crew behaved during a post-crash evacuation, rather than looking at the crashes themselves. By compiling data from 1,917 passengers and 155 crew involved in 105 accidents from 1977 to 1999, his team created a database of human behavior around plane crashes.
His analysis of which exits passengers actually used “shattered many myths about aircraft evacuation,” he says. “Prior to my study, it was believed that passengers tend to use their boarding exit because it was the most familiar, and that passengers tend to go forward. My analysis of the data demonstrated that none of these myths were supported by the evidence.”
A year ago today, things went from bad to worse for Boeing
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At 5 p.m. PT on January 5, 2024, Boeing seemed like a company on the upswing. It didn’t last. Minutes later, a near-tragedy set off a full year of problems.
As Alaska Airlines flight 1282 climbed to 16,000 feet in its departure from Portland, Oregon, a door plug blew out near the rear of the plane, leaving a gaping hole in the fuselage. Phones and clothing were ripped away from passengers and sent hurtling into the night sky. Oxygen masks dropped, and the rush of air twisted seats next to the hole toward the opening.
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Fortunately, those were among the few empty seats on the flight, and the crew got the plane on the ground without any serious injuries. The incident could have been far worse — even a fatal crash.
Not much has gone right for Boeing ever since. The company has had one misstep after another, ranging from embarrassing to horrifying. And many of the problems are poised to extend into 2025 and perhaps beyond.
The problems were capped by another Boeing crash in South Korea that killed 179 people on December 29 in what was in the year’s worst aviation disaster. The cause of the crash of a 15-year old Boeing jet flown by Korean discount carrier Jeju Air is still under investigation, and it is quite possible that Boeing will not be found liable for anything that led to the tragedy.
But unlike the Jeju crash, most of the problems of the last 12 months have clearly been Boeing’s fault.
And 2024 was the sixth straight year of serious problems for the once proud, now embattled company, starting with the 20-month grounding of its best selling plane, the 737 Max, following two fatal crashes in late 2018 and early 2019, which killed 346 people.
Still the outlook for 2024 right before the Alaska Air incident had been somewhat promising. The company had just achieved the best sales month in its history in December 2023, capping its strongest sales year since 2018.
It was believed to be on the verge of getting Federal Aviation Administration approval for two new models, the 737 Max 7 and Max 10, with airline customers eager to take delivery. Approvals and deliveries of its next generation widebody, the 777X, were believed to be close behind. Its production rate had been climbing and there were hopes that it could be on the verge of returning to profitability for the first time since 2018.
On a long-dormant pad in Florida, a rocket that could challenge SpaceX’s dominance is poised to launch
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On a Florida launchpad that has been dormant for almost two decades, a new, roughly 320-foot (98-meter) rocket — developed by Jeff Bezos’ company Blue Origin — is poised for its maiden flight.
The uncrewed launch vehicle, called New Glenn, will mark Blue Origin’s first attempt to send a rocket to orbit, a feat necessary if the company hopes to chip away at SpaceX’s long-held dominance in the industry.
New Glenn is set to lift off from Cape Canaveral Space Force Station as early as next week.
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The rocket, which stands about as tall as a 30-story building, consists of several parts: The first-stage rocket booster gives the initial thrust at liftoff. Atop the booster is an upper rocket stage that includes a cargo bay protected by a nose cone that will house experimental technology for this mission.
And, in an attempt to replicate the success that SpaceX has found reusing rocket boosters over the past decade, Blue Origin will also aim to guide New Glenn’s first-stage rocket booster back to a safe landing on a seafaring platform — named Jacklyn for Bezos’ mother — minutes after takeoff.
Like SpaceX, Blue Origin will seek to recover, refurbish and reuse first-stage rocket boosters to drive down costs.
For this inaugural mission, a smooth flight is not guaranteed.
But the eventual success of New Glenn, named after storied NASA astronaut John Glenn, is instrumental to some of Blue Origin’s most ambitious goals.
The rocket could one day power national security launches, haul Amazon internet satellites to space and even help in the construction of a space station that Blue Origin is developing with commercial partners.
What’s on board this flight
Blue Origin had planned to launch a pair of Mars-bound satellites on behalf of NASA for the first flight of New Glenn.
But delays with the rocket’s development prompted the space agency to change course, moving that flight to this spring at the earliest. So for this inaugural flight, Blue Origin opted to instead fly a “demonstrator” that will test technology needed for the company’s proposed Blue Ring spacecraft — which will aim to serve as a sort of in-space rideshare vehicle, dragging satellites deeper into space when needed.
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The demonstrator on this New Glenn flight will remain aboard the rocket for the entire six-hour flight, Blue Origin said, and it will validate “communications capabilities from orbit to ground” as well as “test its in-space telemetry, tracking and command hardware, and ground-based radiometric tracking.”
The Blue Ring Pathfinder demonstrator is part of a deal Blue Origin inked with the US Department of Defense’s Defense Innovation Unit.
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Why Blue Origin wants to reuse rockets
Similar to SpaceX, Blue Origin is aiming to recover and refly its first-stage rocket boosters in a bid to make launches less expensive.
“Reusability is integral to radically reducing cost-per-launch,” the company said in a recent news release, using the same oft-repeated sentiment that SpaceX has touted since it began landing rocket boosters in 2015.
Bezos, however, has acknowledged the importance of reusing rocket parts since he founded the company in 2000 — two years before Musk established SpaceX. And the company has already developed its suborbital New Shepard tourism rocket to be reusable.
“It’s not a copy cat game,” Henry said. “Blue Origin has been pursuing reusable vehicles since before reusable vehicles were cool. Now it’s much more of a mainstream idea (because of SpaceX). The difference is that it’s taken Blue Origin so much longer to get to orbit.”
If successful, returning the New Glenn rocket booster for a safe landing will be a stunning feat. After expending most of its fuel to propel the rocket’s upper stage to space, the first-stage booster will need to make a clean separation. The booster must then maneuver with pinpoint guidance and reignite its engines with precision timing to avoid crashing into the ocean or the Jacklyn recovery platform.
What New Glenn will do
In some ways, New Glenn has already made its mark on the launch industry. Blue Origin has for years pitched the rocket to compete with both SpaceX and United Launch Alliance — a joint venture of Boeing and Lockheed Martin that buys engines from Blue Origin — for lucrative military launch contracts.
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The US Space Force selected Blue Origin, ULA and SpaceX in June to compete for $5.6 billion worth of Pentagon contracts for national security missions slated to launch over the next four years.
Blue Origin also has deals with several commercial companies to launch satellites. The contracts include plans to help deploy Amazon’s Kuiper internet satellites and a recently inked deal with AST SpaceMobile to help launch the Midland, Texas-based company’s space-based cellular broadband network.
New Glenn could also be instrumental in building Blue Origin’s planned space station, called Orbital Reef. Blue Origin and it commercial partners, including Sierra Space and Boeing, among others, hope the station will one day provide a new destination for astronauts as the International Space Station is phased out of service.
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New Glenn vs. other powerful rockets
New Glenn packs significant power. Dubbed a “heavy-lift” vehicle, its capabilities lie between SpaceX’s Falcon 9 rocket and the more powerful Falcon Heavy launch vehicle.
SpaceX’s workhorse Falcon 9, for example, can haul up to 22.8 metric tons (50,265 pounds) to space. While New Glenn is capable of carrying about double that mass, it may also be roughly the same price as a Falcon 9: reportedly around $60 million to $70 million per launch.
“I think in order to compete with Falcon 9, you have to go head-to-head or better on price,” said Caleb Henry, the director of research at Quilty Space, which provides data and analysis about the space sector.
The question, however, is whether Blue Origin will be able to sustain a competitive price point, Henry added.
Still, one feature that makes New Glenn stand out is its large payload fairing, or nose cone. The component protects the cargo bay and is a whopping 23 feet (7 meters) wide — nearly 6 feet (2 meters) larger than that of SpaceX’s Falcon 9 or Falcon Heavy.
Henry said Blue Origin likely opted to outfit New Glenn with such a large fairing in order to help fulfill Bezos’ vision of the future.
Most plane crashes are ‘survivable’
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First, the good news. “The vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,” says Galea. Since 1988, aircraft — and the seats inside them — must be built to withstand an impact of up to 16G, or g-force up to 16 times the force of gravity. That means, he says, that in most incidents, “it’s possible to survive the trauma of the impact of the crash.”
For instance, he classes the initial Jeju Air incident as survivable — an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. “Had it not smashed into the concrete reinforced obstacle at the end of the runway, it’s quite possible the majority, if not everyone, could have survived,” he says.
The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a “miracle” that anyone made it out alive.
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Most aircraft involved in accidents, however, are not — as suspicion is growing over the Azerbaijan crash — shot out of the sky.
And with modern planes built to withstand impacts and slow the spread of fire, Galea puts the chances of surviving a “survivable” accident at at least 90%.
Instead, he says, what makes the difference between life and death in most modern accidents is how fast passengers can evacuate.
Aircraft today must show that they can be evacuated in 90 seconds in order to gain certification. But a theoretical evacuation — practiced with volunteers at the manufacturers’ premises — is very different from the reality of a panicked public onboard a jet that has just crash-landed.
Galea, an evacuation expert, has conducted research for the UK’s Civil Aviation Authority (CAA) looking at the most “survivable” seats on a plane. His landmark research, conducted over several years in the early 2000s, looked at how passengers and crew behaved during a post-crash evacuation, rather than looking at the crashes themselves. By compiling data from 1,917 passengers and 155 crew involved in 105 accidents from 1977 to 1999, his team created a database of human behavior around plane crashes.
His analysis of which exits passengers actually used “shattered many myths about aircraft evacuation,” he says. “Prior to my study, it was believed that passengers tend to use their boarding exit because it was the most familiar, and that passengers tend to go forward. My analysis of the data demonstrated that none of these myths were supported by the evidence.”
A year ago today, things went from bad to worse for Boeing
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At 5 p.m. PT on January 5, 2024, Boeing seemed like a company on the upswing. It didn’t last. Minutes later, a near-tragedy set off a full year of problems.
As Alaska Airlines flight 1282 climbed to 16,000 feet in its departure from Portland, Oregon, a door plug blew out near the rear of the plane, leaving a gaping hole in the fuselage. Phones and clothing were ripped away from passengers and sent hurtling into the night sky. Oxygen masks dropped, and the rush of air twisted seats next to the hole toward the opening.
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кракен
Fortunately, those were among the few empty seats on the flight, and the crew got the plane on the ground without any serious injuries. The incident could have been far worse — even a fatal crash.
Not much has gone right for Boeing ever since. The company has had one misstep after another, ranging from embarrassing to horrifying. And many of the problems are poised to extend into 2025 and perhaps beyond.
The problems were capped by another Boeing crash in South Korea that killed 179 people on December 29 in what was in the year’s worst aviation disaster. The cause of the crash of a 15-year old Boeing jet flown by Korean discount carrier Jeju Air is still under investigation, and it is quite possible that Boeing will not be found liable for anything that led to the tragedy.
But unlike the Jeju crash, most of the problems of the last 12 months have clearly been Boeing’s fault.
And 2024 was the sixth straight year of serious problems for the once proud, now embattled company, starting with the 20-month grounding of its best selling plane, the 737 Max, following two fatal crashes in late 2018 and early 2019, which killed 346 people.
Still the outlook for 2024 right before the Alaska Air incident had been somewhat promising. The company had just achieved the best sales month in its history in December 2023, capping its strongest sales year since 2018.
It was believed to be on the verge of getting Federal Aviation Administration approval for two new models, the 737 Max 7 and Max 10, with airline customers eager to take delivery. Approvals and deliveries of its next generation widebody, the 777X, were believed to be close behind. Its production rate had been climbing and there were hopes that it could be on the verge of returning to profitability for the first time since 2018.
Scientists have identified an estimated 10% of all species on Earth. Here’s what they found in 2024
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A toothy toadstool. A vegetarian piranha with a distinctive mark. And a pygmy pipehorse floating in the Indian Ocean shallows.
These wild wonders were among the hundreds of previously unknown species of animals, plants and fungi that scientists named and described for the first time in 2024, expanding our surprisingly limited knowledge of Earth’s diversity.
“Scientists estimate that we’ve identified only one-tenth of all species on Earth,” said Dr.
Shannon Bennett, chief of science at the California Academy of Sciences, in a statement.
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“While it is critical to place protections on known threatened species, we must also allocate resources towards identifying unknown species that may be just as important to the functioning of an ecosystem,” Bennett said.
Researchers connected to the institution described 138 new species in 2024, including 32 fish. One standout was a pygmy pipehorse named Cylix nkosi. The seahorse relative was originally found in 2021 in the cool temperate waters surrounding the North Island of New Zealand, but the species described this year was discovered in the subtropical waters off South Africa, expanding the known range of this group to the Indian Ocean
“South African reefs present notoriously difficult diving conditions with rough weather and intense, choppy waves — we knew we only had one dive to find it,” underwater photographer and marine biologist Richard Smith said in a statement.
“This species is also quite cryptic, about the size of a golf tee, but luckily we spotted a female camouflaged against some sponges about a mile offshore on the sandy ocean floor.”
The researchers involved in describing the new species chose nkosi as its name. A reference to the local Zulu word for “chief,” the name reflects the species’ crown-like head shape and acknowledges South Africa’s KwaZulu-Natal province where it was found.
The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
Chile’s President Boric leads journey to South Pole in historic trip
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Chile’s President Gabriel Boric travelled to Antarctica’s South Pole on Friday, a place where no other Latin American president has set foot, according to the Chilean government.
Boric led the historic two-day trip, named Operation Pole Star III, to extend the environmental monitoring of pollutants on Antarctica, Chile’s government said in a statement.
He travelled with scientists, armed forces commanders and government ministers from the Chilean capital of Santiago to Punta Arenas, a city in southern Chile, public broadcaster Television Nacional de Chile (TVN) reported. From there, they made several stops before finally reaching the US-run Amundsen-Scott South Pole Station, according to TVN.
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Chile is one of seven countries that has a territorial claim in Antarctica, alongside Argentina, Australia, France, New Zealand, Norway and the United Kingdom.
It is also a signatory of the Antarctic Treaty, which dictates that the continent may only be used for peaceful and scientific purposes.
While Chile has historically carried out scientific activity in Antarctica’s northern sector, the country’s government is now hoping to expand research into the west of the continent, its statement said.
Boric called his trip to the South Pole an “honor” and a source of pride, TVN reported.
“This is a milestone for us. It is the first time a Chilean and Latin American President has visited the South Pole,” he said, according to TVN.
On a long-dormant pad in Florida, a rocket that could challenge SpaceX’s dominance is poised to launch
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On a Florida launchpad that has been dormant for almost two decades, a new, roughly 320-foot (98-meter) rocket — developed by Jeff Bezos’ company Blue Origin — is poised for its maiden flight.
The uncrewed launch vehicle, called New Glenn, will mark Blue Origin’s first attempt to send a rocket to orbit, a feat necessary if the company hopes to chip away at SpaceX’s long-held dominance in the industry.
New Glenn is set to lift off from Cape Canaveral Space Force Station as early as next week.
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The rocket, which stands about as tall as a 30-story building, consists of several parts: The first-stage rocket booster gives the initial thrust at liftoff. Atop the booster is an upper rocket stage that includes a cargo bay protected by a nose cone that will house experimental technology for this mission.
And, in an attempt to replicate the success that SpaceX has found reusing rocket boosters over the past decade, Blue Origin will also aim to guide New Glenn’s first-stage rocket booster back to a safe landing on a seafaring platform — named Jacklyn for Bezos’ mother — minutes after takeoff.
Like SpaceX, Blue Origin will seek to recover, refurbish and reuse first-stage rocket boosters to drive down costs.
For this inaugural mission, a smooth flight is not guaranteed.
But the eventual success of New Glenn, named after storied NASA astronaut John Glenn, is instrumental to some of Blue Origin’s most ambitious goals.
The rocket could one day power national security launches, haul Amazon internet satellites to space and even help in the construction of a space station that Blue Origin is developing with commercial partners.
What New Glenn will do
In some ways, New Glenn has already made its mark on the launch industry. Blue Origin has for years pitched the rocket to compete with both SpaceX and United Launch Alliance — a joint venture of Boeing and Lockheed Martin that buys engines from Blue Origin — for lucrative military launch contracts.
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The US Space Force selected Blue Origin, ULA and SpaceX in June to compete for $5.6 billion worth of Pentagon contracts for national security missions slated to launch over the next four years.
Blue Origin also has deals with several commercial companies to launch satellites. The contracts include plans to help deploy Amazon’s Kuiper internet satellites and a recently inked deal with AST SpaceMobile to help launch the Midland, Texas-based company’s space-based cellular broadband network.
New Glenn could also be instrumental in building Blue Origin’s planned space station, called Orbital Reef. Blue Origin and it commercial partners, including Sierra Space and Boeing, among others, hope the station will one day provide a new destination for astronauts as the International Space Station is phased out of service.
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New Glenn vs. other powerful rockets
New Glenn packs significant power. Dubbed a “heavy-lift” vehicle, its capabilities lie between SpaceX’s Falcon 9 rocket and the more powerful Falcon Heavy launch vehicle.
SpaceX’s workhorse Falcon 9, for example, can haul up to 22.8 metric tons (50,265 pounds) to space. While New Glenn is capable of carrying about double that mass, it may also be roughly the same price as a Falcon 9: reportedly around $60 million to $70 million per launch.
“I think in order to compete with Falcon 9, you have to go head-to-head or better on price,” said Caleb Henry, the director of research at Quilty Space, which provides data and analysis about the space sector.
The question, however, is whether Blue Origin will be able to sustain a competitive price point, Henry added.
Still, one feature that makes New Glenn stand out is its large payload fairing, or nose cone. The component protects the cargo bay and is a whopping 23 feet (7 meters) wide — nearly 6 feet (2 meters) larger than that of SpaceX’s Falcon 9 or Falcon Heavy.
Henry said Blue Origin likely opted to outfit New Glenn with such a large fairing in order to help fulfill Bezos’ vision of the future.
Most plane crashes are ‘survivable’
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First, the good news. “The vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,” says Galea. Since 1988, aircraft — and the seats inside them — must be built to withstand an impact of up to 16G, or g-force up to 16 times the force of gravity. That means, he says, that in most incidents, “it’s possible to survive the trauma of the impact of the crash.”
For instance, he classes the initial Jeju Air incident as survivable — an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. “Had it not smashed into the concrete reinforced obstacle at the end of the runway, it’s quite possible the majority, if not everyone, could have survived,” he says.
The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a “miracle” that anyone made it out alive.
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Most aircraft involved in accidents, however, are not — as suspicion is growing over the Azerbaijan crash — shot out of the sky.
And with modern planes built to withstand impacts and slow the spread of fire, Galea puts the chances of surviving a “survivable” accident at at least 90%.
Instead, he says, what makes the difference between life and death in most modern accidents is how fast passengers can evacuate.
Aircraft today must show that they can be evacuated in 90 seconds in order to gain certification. But a theoretical evacuation — practiced with volunteers at the manufacturers’ premises — is very different from the reality of a panicked public onboard a jet that has just crash-landed.
Galea, an evacuation expert, has conducted research for the UK’s Civil Aviation Authority (CAA) looking at the most “survivable” seats on a plane. His landmark research, conducted over several years in the early 2000s, looked at how passengers and crew behaved during a post-crash evacuation, rather than looking at the crashes themselves. By compiling data from 1,917 passengers and 155 crew involved in 105 accidents from 1977 to 1999, his team created a database of human behavior around plane crashes.
His analysis of which exits passengers actually used “shattered many myths about aircraft evacuation,” he says. “Prior to my study, it was believed that passengers tend to use their boarding exit because it was the most familiar, and that passengers tend to go forward. My analysis of the data demonstrated that none of these myths were supported by the evidence.”
Scientists have identified an estimated 10% of all species on Earth. Here’s what they found in 2024
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A toothy toadstool. A vegetarian piranha with a distinctive mark. And a pygmy pipehorse floating in the Indian Ocean shallows.
These wild wonders were among the hundreds of previously unknown species of animals, plants and fungi that scientists named and described for the first time in 2024, expanding our surprisingly limited knowledge of Earth’s diversity.
“Scientists estimate that we’ve identified only one-tenth of all species on Earth,” said Dr.
Shannon Bennett, chief of science at the California Academy of Sciences, in a statement.
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“While it is critical to place protections on known threatened species, we must also allocate resources towards identifying unknown species that may be just as important to the functioning of an ecosystem,” Bennett said.
Researchers connected to the institution described 138 new species in 2024, including 32 fish. One standout was a pygmy pipehorse named Cylix nkosi. The seahorse relative was originally found in 2021 in the cool temperate waters surrounding the North Island of New Zealand, but the species described this year was discovered in the subtropical waters off South Africa, expanding the known range of this group to the Indian Ocean
“South African reefs present notoriously difficult diving conditions with rough weather and intense, choppy waves — we knew we only had one dive to find it,” underwater photographer and marine biologist Richard Smith said in a statement.
“This species is also quite cryptic, about the size of a golf tee, but luckily we spotted a female camouflaged against some sponges about a mile offshore on the sandy ocean floor.”
The researchers involved in describing the new species chose nkosi as its name. A reference to the local Zulu word for “chief,” the name reflects the species’ crown-like head shape and acknowledges South Africa’s KwaZulu-Natal province where it was found.
The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
A year ago today, things went from bad to worse for Boeing
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At 5 p.m. PT on January 5, 2024, Boeing seemed like a company on the upswing. It didn’t last. Minutes later, a near-tragedy set off a full year of problems.
As Alaska Airlines flight 1282 climbed to 16,000 feet in its departure from Portland, Oregon, a door plug blew out near the rear of the plane, leaving a gaping hole in the fuselage. Phones and clothing were ripped away from passengers and sent hurtling into the night sky. Oxygen masks dropped, and the rush of air twisted seats next to the hole toward the opening.
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Fortunately, those were among the few empty seats on the flight, and the crew got the plane on the ground without any serious injuries. The incident could have been far worse — even a fatal crash.
Not much has gone right for Boeing ever since. The company has had one misstep after another, ranging from embarrassing to horrifying. And many of the problems are poised to extend into 2025 and perhaps beyond.
The problems were capped by another Boeing crash in South Korea that killed 179 people on December 29 in what was in the year’s worst aviation disaster. The cause of the crash of a 15-year old Boeing jet flown by Korean discount carrier Jeju Air is still under investigation, and it is quite possible that Boeing will not be found liable for anything that led to the tragedy.
But unlike the Jeju crash, most of the problems of the last 12 months have clearly been Boeing’s fault.
And 2024 was the sixth straight year of serious problems for the once proud, now embattled company, starting with the 20-month grounding of its best selling plane, the 737 Max, following two fatal crashes in late 2018 and early 2019, which killed 346 people.
Still the outlook for 2024 right before the Alaska Air incident had been somewhat promising. The company had just achieved the best sales month in its history in December 2023, capping its strongest sales year since 2018.
It was believed to be on the verge of getting Federal Aviation Administration approval for two new models, the 737 Max 7 and Max 10, with airline customers eager to take delivery. Approvals and deliveries of its next generation widebody, the 777X, were believed to be close behind. Its production rate had been climbing and there were hopes that it could be on the verge of returning to profitability for the first time since 2018.