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| JesusLiero | Date: Friday, 2024-12-27, 3:12 PM | Message # 1156 |
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| Davidthife | Date: Saturday, 2024-12-28, 10:43 AM | Message # 1157 |
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| Rupertgak | Date: Sunday, 2024-12-29, 4:29 AM | Message # 1158 |
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Group: Guests
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| Davidthife | Date: Sunday, 2024-12-29, 5:01 AM | Message # 1159 |
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| Danieleroda | Date: Sunday, 2024-12-29, 11:34 PM | Message # 1160 |
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Group: Guests
| 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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| Richardbew | Date: Thursday, 2025-01-02, 11:45 PM | Message # 1161 |
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Group: Guests
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| RobertsaL | Date: Sunday, 2025-01-05, 4:21 AM | Message # 1162 |
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Group: Guests
| Welcome to the New World Order of automakers. Soon, only the big survive
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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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| Barrysah | Date: Sunday, 2025-01-05, 2:50 PM | Message # 1163 |
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Group: Guests
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| Dylaniabd | Date: Thursday, 2025-01-09, 11:36 AM | Message # 1164 |
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Group: Guests
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| ShaneGuche | Date: Saturday, 2025-01-11, 6:30 PM | Message # 1165 |
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| Joseeddl | Date: Sunday, 2025-01-12, 10:40 PM | Message # 1166 |
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Group: Guests
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| Josephunarp | Date: Monday, 2025-01-13, 4:11 AM | Message # 1167 |
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Group: Guests
| 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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| Eugenesuemo | Date: Monday, 2025-01-13, 4:11 AM | Message # 1168 |
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Group: Guests
| 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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| Jeremybuist | Date: Monday, 2025-01-13, 4:27 AM | Message # 1169 |
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Group: Guests
| 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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| Rogersousa | Date: Monday, 2025-01-13, 4:28 AM | Message # 1170 |
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Group: Guests
| 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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