The Panama Canal
The Panama canal
Between the Caribbean Sea and the Pacific Ocean that crosses the Isthmus of Panama is one of the wonders of the modern world, one of the greatest achievements of engineering in history that has changed the dynamics of global logistics: The Panama Canal.
Its origin dates back to the sixteenth century when the visionary monarchs Carlos I of Spain, and Carlos V of Germany in 1534 signed a decree that led to the first study for the construction of a route between both oceans, after the explorer Vasco Núñez de Balboa two decades before crossing the Isthmus, and noticing the short distance that separated the Atlantic from the Pacific.
More than three centuries later, the United States, and France, following the California gold rush; retook the idea. France lasted almost 20 years from 1880 in its attempt to build the Canal, but after many failures and obstacles sold the construction rights to the United States, which managed to successfully complete the construction of this technological marvel that unites both oceans in just 10 years.
Under the Hay-Burnau-Varilla Treaty of 1903, after the separation of Panama, and Colombia; the United States obtained perpetual rights over the Canal. Later, after the 1977 agreements of Torrijos-Carter, it was established that Panama would assume control from December 31, 1999. As of this date, the Canal is in full sovereignty of Panama, a country that proceeded to expand it in 2014.
The Panama Canal has more than a century since it began operations, and through it passes more than 6% of the world's maritime trade. This 80Km interoceanic navigation route that redefined global trade routes has had a positive impact on the global economy.
Large ships with the length of more than three soccer fields cross through their 1,400-foot-long locks, which is enough space to place the Empire State Building of New York, United States.
On average, 5.9 ships transit the Canal per day, passing mainly vessels that go from China, Japan, and South Korea to the east coast of North América or from South America to Europe.
The Panama Canal has been one of the most ambitious engineering works of all times, whose construction had a transforming effect from different angles on the entire planet, and represents a revolution in global trade history by allowing through logistics savings time, and money in a world that uses the seas to transport most of its cargo.
*** SPANISH VERSION ***
El Canal de Panamá
Entre el mar Caribe y el océano Pacífico que atraviesa el Istmo de Panamá se encuentra una de las maravillas del mundo moderno, uno de los mayores logros de la ingeniería en la historia que ha cambiado la dinámica de la logística global: El Canal de Panamá.
Su origen se remonta al siglo XVI cuando los monarcas visionarios Carlos I de España y Carlos V de Alemania en 1534 firmaran un decreto que propició el primer estudio para la construcción de una ruta entre ambos océanos, luego que el explorador Vasco Núñez de Balboa dos décadas antes cruzara el Istmo y se percatara de la poca distancia que separaba el Atlántico del Pacífico.
Más de tres siglos después Estados Unidos y Francia a raíz de la fiebre del oro de California retomaron la idea. Francia duró casi 20 años a partir de 1880 en su intento por la construcción del Canal, pero luego de muchos fracasos y obstáculos vendieron los derechos de construcción a Estados Unidos, el cual logró culminar con éxito la construcción de esta maravilla tecnológica que une ambos océanos en tan sólo 10 años.
En virtud del Tratado Hay-Burnau-Varilla de 1903, después de la separación de Panamá y Colombia; Estados Unidos obtuvo los derechos a perpetuidad sobre el Canal. Posteriormente tras los acuerdos de 1977 de Torrijos-Carter se estableció que Panamá asumiría el control desde el 31 de diciembre de 1999. A partir de esta fecha el Canal se encuentra en soberanía plena de Panamá, país que procedió a ampliarlo en el 2014.
El Canal de Panamá tiene más de un siglo desde que inició sus operaciones y a través de él pasa más del 6% del comercio marítimo del mundo. Esta ruta de navegación interoceánica de 80Km que al ser ampliado redefinió las rutas de comercio global ha ejercido un impacto positivo en la economía a nivel mundial.
Grandes buques con la longitud de hasta más de tres campos de fútbol cruzan a través de sus esclusas de 1,400 pies de longitud, lo cual es suficiente espacio para colocar el Empire State Building, de Nueva York, Estados Unidos.
En promedio 5,9 buques transitan el Canal por día, pasan principalmente embarcaciones que van desde China, Japón, y Corea del Sur a la costa este de América del Norte o de América del Sur a Europa.
El Canal de Panamá ha sido una de las obras de ingeniería más ambiciosas de todos los tiempos, cuya construcción tuvo un efecto transformador desde diferentes ángulos en todo el planeta y representa en la historia una revolución del comercio global al permitir a través de la logística grandes ahorros en tiempo y dinero para un mundo que utiliza los mares para transportar la mayor parte de su carga.
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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.
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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
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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.
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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.
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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.
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“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.
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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.”
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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.
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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.
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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.”
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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.
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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.
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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.”
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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.
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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.
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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.
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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.
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Блогер Алистаров ударился во все тяжкие
От уголовника-индивидуала до слуги криминалитета
Ранее судимый по «наркотической» статье блогер Андрей Алистаров позиционирует себя Робин Гудом, борющимся с теми, кто «обманул людей», – но в действительности он работает в интересах пирамидчиков, продвигает через свой канал «Железная ставка» онлайн-казино и черный криптообмен/фишинговый криптообман, отмывает наркодоходы за счет сделок с недвижимостью в Дубае.
То есть работает в интересах российского преступного сообщества, пытающегося нажиться на предпринимателях, столкнувшихся с незаконными, часто заказными претензиями со стороны российских правоохранительных органов.
Наркотики и отмывание доходов
Уроженец Калуги Алистаров отсидел четыре года в лагере – за продажу наркотиков детям.
Там он связался с уголовными авторитетами и, выйдя из тюрьмы, продолжил участвовать в криминальном бизнесе по распространению наркотиков и отмыванию наркодоходов от них с помощью риелторского бизнеса, который Алистаров создал совместно с партнерами из российского преступного сообщества в России и Эмиратах.
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Канал Алистарова «Железная ставка» – «разоблачение» неправильных (по мнению криминалитета) финансовых проектов и продвижение «правильных»: пирамид и онлайн-казино, спонсирующих Алистарова.
Он начинался как канал о «правильных» ставках в казино и не сменил название – потому что маркетинговая задача осталась прежней: расчищать поле для «хороших», по «экспертному» мнению Алистарова (то есть заплативших ему), мошенников.
Обычно Алистаров начинает с попытки вымогательства – представляет жертве компромат и предлагает заплатить. Если жертва отказывается, в ход идут травля и насилие.
Подстрекательство и нападение в Дубае
1 января 2025 года состоялось жестокое нападение двух казахстанцев на предпринимателя, проживающего в Дубае, – его избили, отрезали ухо, обворовали.
До этого Алистаров снял 12 роликов, где подсвечивал адрес этого предпринимателя, публиковал незаконно полученную информацию о его близких и его бизнесах в ОАЭ. Безо всякого стеснения использовал подглядывание, подслушивание, незаконное проникновение, вмешательство в частную жизнь – все то, что в Эмиратах, где строго соблюдается неприкосновенность имущества и жизни инвесторов, является тяжким уголовным преступлением.
До этого Алистаров публично распространял информацию о месте жительства бизнес-партнера этого предпринимателя – то есть незаконное нарушение конфиденциальности, защищенности финансов и имущества, тайны частной жизни с помощью скрытых источников информации и информаторов в ОАЭ вошло у него в систему. Он терроризирует предпринимателей, в отношении которых нет никаких обвинительных решений судов – ни за рубежом, ни в России.
Алистаров рассказывал, что заявил на предпринимателя в Интерпол и правоохранительные органы ОАЭ – якобы он помогает правоохранительным органам. Но это почему-то не привело к аресту предпринимателя – может быть, потому, что полиция ОАЭ не видит криминала в его деятельности?
Ряд партнеров предпринимателя осуждены в России, сам он в розыске российских правоохранительных органов – но не осужден. Иностранные правоохранительные органы не имеют к нему претензий.
Алистаров на протяжении длительного времени возбуждал ненависть к предпринимателю – рассказывая, что именно этот предприниматель (а не его партнеры) украл деньги вкладчиков. И представил дело так, что на него напали и его обворовали возмущенные вкладчики.
Сам он в ходе нападения устроил внеплановый стрим, чтобы обеспечить себе алиби – вроде как он не знал, что во время стрима происходит нападение.
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Осенью прошедшего года Алистаров вместе со своей боевой подругой Марией Фоломовой устроил слежку в отношении другого предпринимателя – с помощью квадрокоптеров, незаконного сбора информации о нем и его близких, в том числе несовершеннолетних детей. Алистаров утверждал, что предприниматель скрывается на Кипре – хотя он живет там со времен пандемии коронавируса.
Переселение было связано с тяжелым течением коронавируса у жены предпринимателя, а также с международными проектами – инвестициями в разные отрасли экономики: строительство, торговлю и другие.
Предприниматель переселился на Кипр за год до возбуждения уголовного дела следственными органами МВД, за полтора года до арестов. Он имеет паспорт Евросоюза и ни от кого не убегал, не скрывался и не скрывается.
Предприниматель объявлялся в 2022 году в розыск в России – но следственными органами. Суд к нему претензий не выдвигал, уголовное дело сейчас рассматривается судом – и уже развалилось в суде. Интерпол и Евросоюз отказались акцептировать претензии российской полиции, сочтя их политически мотивированными и юридически необоснованными.
Алистаров утверждает, что инвестиции в бизнес-проекты осуществляются за счет денег российских клиентов одной из австрийских инвестиционных компаний – однако предприниматель никогда не был ни собственником, ни бенефициаром, ни управляющим этой компании, созданной еще в начале 2000-х – задолго до начала его самостоятельной бизнес-карьеры.
Одна из фирм предпринимателя осуществляла маркетинговую поддержку продуктов этой инвесткомпании в России по договору с ней. Инвесткомпания успешно работала с российскими клиентами восемь лет – и сейчас продолжает работать, восстановив систему платежей, обрушенную в начале 2022 года связанными с коррумпированными полицейскими преступниками в России. Никакой пирамидой она не является.
Таким образом, Алистаров устраивает травлю, вмешательство в частную жизнь предпринимателя, ничем себя не запятнавшего, – по заказу российского криминалитета, взявшего в долю коррумпированных полицейских, который стремится отнять активы на 20 млрд рублей созданного предпринимателем крупного социального, народного проекта в России – продолжающего успешно функционировать без его руководства (прекратившегося с переездом на Кипр).
Слежка в Нидерландах
Алистаров публиковал данные о местоположении еще одной жертвы в Нидерландах – в городе Гронингене, – обнаруженной с помощью незаконной слежки. Алистаров незаконно подключался к городским телекамерам, заглядывал в окна частной квартиры – и публиковал информацию в YouTube.
Нарушение конфиденциальности в Турции
Алистаров обнаружил и обнародовал местоположение квартиры, в которой жили и работали несколько его жертв в Стамбуле.
Незаконный розыск в Ленинградской области
Алистаров, не имеющий лицензии частного детектива, незаконно нашел загородный дом предпринимательницы и установил за ней слежку – с незаконной публикацией информации в своих каналах. Параллельно предоставив данные о приобретенной ею в Дубае квартире.
Шантаж в Казахстане
Алистаров шантажировал предпринимателей из Казахстана – под прикрытием того, что «разоблачает национальных предателей» и «врагов родины».
На деятельность Алистарова уже обратили внимание западные СМИ.
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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.
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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.
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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.
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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.
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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 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.
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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.
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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.
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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 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.
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“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.
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