Con il presente documento, ai sensi degli artt. 13 e 122 del D. Lgs. 196/2003 (“codice privacy”), nonché in base a quanto previsto dal Provvedimento generale del Garante privacy dell’8 maggio 2014, ISayBlog titolare del trattamento, fornisce gli utenti del sito alcune informazioni relative ai cookie utilizzati.
Cosa sono
Un “cookie” è un piccolo file di testo creato sul computer dell’utente nel momento in cui questo accede ad un determinato sito, con lo scopo di immagazzinare informazioni sulla visita, come la lingua preferita e altre impostazioni. Ciò può facilitare la visita successiva e aumentare l’utilità del sito. Per questo motivo i cookie svolgono un ruolo importante.
I cookie sono inviati al browser dell’utente (Internet Explorer, Mozilla Firefox, Google Chrome, ecc.) dal sito web visitato, in particolare dal server web (ovvero il computer sul quale è in esecuzione il sito web). Nel corso della navigazione l’utente potrebbe ricevere anche cookie di siti diversi (di “terze parti”), impostati direttamente da gestori di detti siti web e utilizzati per le finalità e secondo le modalità da questi definiti.
Tipologie di cookie utilizzati in questo sito web
Cookie del Titolare
Il sito utilizza solo cookie tecnici, rispetto ai quali, ai sensi dell’art. 122 del codice privacy e del Provvedimento del Garante dell’8 maggio 2014, non è richiesto alcun consenso da parte dell’interessato. Più precisamente il sito utilizza:
– cookie tecnici strettamente necessari per consentire la navigazione da parte dell’utente, di seguito indicati nel dettaglio
In assenza di tali cookie, il sito web non potrebbe funzionare correttamente.
– cookie tecnici che agevolano la navigazione dell’utente, di seguito indicati nel dettaglio
Cookie di terze parti
Attraverso il sito https://www.politicalive.com/ sono installati alcuni cookie di terze parti, anche profilanti, che si attivano cliccando “ok” sul banner.
Si riportano nel dettaglio i singoli cookie di terze parti, nonché i link attraverso i quali l’utente può ricevere maggiori informazioni e richiedere la disattivazione dei cookie.
Nielsen: https://priv-policy.imrworldwide.com/priv/browser/it/it/optout.htm
Triboo: https://cookie-siti-in-concessione.triboomedia.it/
Google Analytics
Il Sito utilizza Google Analytics. Si tratta di un servizio di analisi web fornito da Google Inc. (“Google”) che utilizza dei cookie che vengono depositati sul computer dell’utente per consentire analisi statistiche in forma aggregata in ordine all’utilizzo del sito web visitato.
I Dati generati da Google Analytics sono conservati da Google così come indicato nella Informativa reperibile al seguente link: https://developers.google.com/analytics/devguides/collection/analyticsjs/cookie-usage
Per consultare l’informativa privacy della società Google Inc., titolare autonomo del trattamento dei dati relativi al servizio Google Analytics, si rinvia al sito internet http://www.google.com/intl/en/analytics/privacyoverview.html
Al seguente link https://tools.google.com/dlpage/gaoptout è inoltre reso disponibile da Google il componente aggiuntivo del browser per la disattivazione di Google Analytics.
Monitoraggio conversioni di Google AdWords (Google Inc.)
E’ un servizio di statistiche fornito da Google Inc. che collega le azioni compiute dagli utenti di questo sito ai dati provenienti dal network di annunci Google AdWords.
Dati personali raccolti: cookie e dati di utilizzo.
Per maggiori informazioni: Privacy Policy
Pubblicità
Questi servizi consentono di utilizzare i dati dell’utente per finalità di comunicazione commerciale in diverse forme pubblicitarie, quali il banner, anche in relazione agli interessi dell’utente e potrebbero utilizzare Cookie per identificare l’utente al fine di visualizzare annunci pubblicitari personalizzati in base agli interessi e al comportamento dell’utente stesso, rilevati anche al di fuori di questo sito.
Per avere maggiori informazioni in merito, ti suggeriamo di verificare le informative privacy dei rispettivi servizi.
Social Buttons
I Social buttons sono quei particolari “pulsanti” presenti sul sito che raffigurano le icone di social network (esempio, Facebook e Twitter) e consentono agli utenti che stanno navigando di interagire con un “click” direttamente con i social network.
I social buttons utilizzati dal sito nella pagina “Contatti” e nel footer della pagina, nell’area dedicata alla pubblicazione dei dati societari, sono dei link che rinviano agli account del Titolare sui social network raffigurati. Tramite l’utilizzo di tali pulsanti non sono pertanto installati cookie di terze parti.
I social buttons utilizzati invece nella pagina “Blog” consentono al social network cui l’icona si riferisce di acquisisce i dati relativi alla visita. Tramite l’utilizzo di tali pulsanti sono pertanto installati cookie di terze parti, anche profilanti. Il sito non condivide però alcuna informazione di navigazione o dato dell’utente acquisiti attraverso il proprio sito con i social network accessibili grazie ai Social buttons.
Si riportano i link ove l’utente può prendere visione dell’informativa privacy relativa alla gestione dei dati da parte dei Social cui i pulsanti rinviano:
https://support.twitter.com/articles/20170519-uso-dei-cookie-e-di-altre-tecnologie-simili-da-parte-di-twitter
https://www.facebook.com/help/cookies
https://www.linkedin.com/legal/cookie_policy
Modalità del trattamento
Il trattamento viene effettuato con strumenti automatizzati dal Titolare. Non viene effettuata alcuna diffusione o comunicazione.
Conferimento dei dati
Fatta eccezione per i cookie tecnici, il conferimento dei dati è rimesso alla volontà dell’interessato che decida di navigare sul sito dopo aver preso visione dell’informativa breve contenuta nell’apposito banner e/o di usufruire dei servizi che richiedano l’installazione di cookie (così per la condivisione dei contenuti tramite Add This).
L’interessato può evitare l’installazione dei cookie mantenendo il banner (Astenendosi dal chiuderlo cliccando sul tasto “OK”) nonché attraverso apposite funzioni disponibili sul proprio browser.
Disabilitazione dei cookie
Fermo restando quanto sopra indicato in ordine ai cookie strettamente necessari alla navigazione, l’utente può eliminare gli altri cookie attraverso la funzionalità a tal fine messa a disposizione dal Titolare tramite la presente informativa oppure direttamente tramite il proprio browser.
Ciascun browser presenta procedure diverse per la gestione delle impostazioni. L’utente può ottenere istruzioni specifiche attraverso i link sottostanti.
Microsoft Windows Explorer
Google Chrome
Mozilla Firefox
Apple Safari
La disattivazione dei cookie di terze parti è inoltre possibile attraverso le modalità rese disponibili direttamente dalla società terza titolare per detto trattamento, come indicato ai link riportati nel paragrafo “cookie di terze parti”.
Per avere informazioni sui cookie archiviati sul proprio terminale e disattivarli singolarmente si rinvia al link: http://www.youronlinechoices.com/it/le-tue-scelte
Diritti dell’interessato
Art. 7 D. Lgs. 196/2003
1. L’interessato ha diritto di ottenere la conferma dell’esistenza o meno di dati personali che lo riguardano, anche se non ancora registrati, e la loro comunicazione in forma intelligibile.
2. L’interessato ha diritto di ottenere l’indicazione:
a) dell’origine dei dati personali;
b) delle finalità e modalità del trattamento;
c) della logica applicata in caso di trattamento effettuato con l’ausilio di strumenti elettronici;
d) degli estremi identificativi del titolare, dei responsabili e del rappresentante designato ai sensi dell’articolo 5, comma 2;
e) dei soggetti o delle categorie di soggetti ai quali i dati personali possono essere comunicati o che possono venirne a conoscenza in qualità di rappresentante designato nel territorio dello Stato, di responsabili o incaricati.
3. L’interessato ha diritto di ottenere:
a) l’aggiornamento, la rettificazione ovvero, quando vi ha interesse, l’integrazione dei dati;
b) la cancellazione, la trasformazione in forma anonima o il blocco dei dati trattati in violazione di legge, compresi quelli di cui non è necessaria la conservazione in relazione agli scopi per i quali i dati sono stati raccolti o successivamente trattati;
c) l’attestazione che le operazioni di cui alle lettere a) e b) sono state portate a conoscenza, anche per quanto riguarda il loro contenuto, di coloro ai quali i dati sono stati comunicati o diffusi, eccettuato il caso in cui tale adempimento si rivela impossibile o comporta un impiego di mezzi manifestamente sproporzionato rispetto al diritto tutelato.
4. L’interessato ha diritto di opporsi, in tutto o in parte:
a) per motivi legittimi al trattamento dei dati personali che lo riguardano, ancorché pertinenti allo scopo della raccolta;
b) al trattamento dei dati personali che lo riguardano a fini di invio di materiale pubblicitario o di vendita diretta o per il compimento di ricerche di mercato o di comunicazione commerciale.
Titolare
Il titolare del trattamento è ISayBlog
New Glenn’s first flight
Blue Origin formally announced the development of New Glenn — which aims to outpower SpaceX’s Falcon 9 rockets and haul spacecraft up to 45 metric tons (99,200 pounds) to orbit — in 2016.
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The vehicle is long overdue, as the company previously targeted 2020 for its first launch.
Delays, however, are common in the aerospace industry. And the debut flight of a new vehicle is almost always significantly behind schedule.
Rocket companies also typically take a conservative approach to the first liftoff, launching dummy payloads such as hunks of metal or, as was the case with SpaceX’s Falcon Heavy debut in 2018, an old cherry red sports car.
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Blue Origin has also branded itself as a company that aims to take a slow, diligent approach to rocket development that doesn’t “cut any corners,” according to Bezos, who founded Blue Origin and funds the company.
The company’s mascot is a tortoise, paying homage to “The Tortoise and the Hare” fable that made the “slow and steady wins the race” mantra a childhood staple.
“We believe slow is smooth and smooth is fast,” Bezos said in 2016. Those comments could be seen as an attempt to position Blue Origin as the anti-SpaceX, which is known to embrace speed and trial-and-error over slow, meticulous development processes.
But SpaceX has certainly won the race to orbit. The company’s first orbital rocket, the Falcon 1, made a successful launch in September 2008. The company has deployed hundreds of missions to orbit since then.
And while SpaceX routinely destroys rockets during test flights as it begins developing a new rocket, the company has a solid track record for operational missions. SpaceX’s Falcon 9 rocket, for example, has experienced two in-flight failures and one launchpad explosion but no catastrophic events during human missions.
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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.
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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.”
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.”
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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.
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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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.”
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Services for Assessing USDT for Prohibitions and Transaction Purity: AML Measures
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What is AML?
Anti-Money Laundering strategies refer to a collection of legal actions aimed at curtailing and uncovering financial misconduct activities. With the growth of digital asset usage, AML strategies have become particularly critical, allowing clients to handle digital currencies securely while lessening perils associated with restrictive measures.
USDT, as the preeminent favored stablecoin, is commonly used in multiple operations worldwide. Yet, using USDT can carry several risks, especially if your monies may associate to opaque or unlawful activities. To reduce these hazards, it’s imperative to take leverage of offerings that verify USDT for embargoes.
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Monitoring USDT for embargoes and deal purity is becoming a necessary measure for anyone keen to stay within the law and preserve high criteria of transparency in the digital asset industry. By interacting with credible solutions, you not only safeguard your holdings but also support to the collective initiative in preventing dirty money and financing of terrorism.
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