A landslide in Keelung, Taiwan on April 25, 2010.
Investigators found a an extensive amount of forensic evidence as they reviewed the Times Square SUV and bomb material.The New York Times reports on the failed bomb:
Among the enduring images left by car bombings, overseas or in the United States, is investigators on their hands and knees, crawling through the wreckage searching for clues: a blasting cap or a timing device, a piece of the explosive’s casing or a trace of the chemicals used.
Car bombs, by design, do their best to devour any evidence of their existence, or send it flying.
On Saturday in Times Square, a homemade bomb built inside a Nissan Pathfinder did not explode — and as a result, a trove of evidence was left behind for investigators to pore over, not only for physical evidence or forensic clues, but also as a reflection of an assailant’s methods, mind-set and possible motives.
More information should be forthcoming as the FBI investigates the SUV and related evidence at their lab in Quantico, VA:
And when the bomb in the Pathfinder did not go off, the authorities had not only the vehicle, but also the raft of explosive elements packed inside: two neon-color alarm clocks and the time one was set to, some batteries, two five-gallon gasoline containers, three propane tanks, firecrackers, fertilizer packed in clear plastic bags bearing a store’s logo, a cooking pot and a 78-pound metal gun box, a GC-14P 14-gun steel security cabinet manufactured by Stack-On, the police said.
Moreover, a car is an ideal receptacle for microscopic or invisible traces of who might have been inside. The authorities have been dusting the outside of the Pathfinder for fingerprints. Inside, they can search for traces of hair or skin cells that might have sloughed off on a steering wheel or a seat cover. They may find literature tucked into a glove box, or some food under a seat.
Each clue will be its own mini-investigation, in an inquiry that is involving “hundreds” of officers and agents, said Deputy Commissioner Paul J. Browne, the Police Department’s chief spokesman.
The Deepwater Horizon drilling rig explosion continues to dominate the headlines:
Gov. Bobby Jindal of Louisiana declared a state of emergency Thursday afternoon, saying that the vast oil spill in the Gulf of Mexico “threatens the state’s natural resources.” Federal officials were concerned that the slick could reach the Mississippi River Delta marshes by Thursday evening.
The leak from the oil well, caused by an explosion on a drilling rig about 50 miles off the Louisiana coast, which left 11 workers missing and presumed dead, is estimated at 5,000 barrels of oil a day. Such a disaster is very rare, but the financial and environmental costs are clearly high when it occurs. Last month, President Obama proposed opening more areas of the Gulf coastline to oil and natural gas drilling.
“It obviously was a catastrophic event,” O’Berry said. An investigation into the cause of the blast is under way, but there are no indications it was a terrorist incident, the Coast Guard said.
USA Today has an article on Oprah Winfrey’s new public service campaign:
Today is Oprah’s national “No-Phone Zone Day,” a grassroots campaign that is asking all Americans to be kind and save lives by not using their cell phones — texting or dialing by hand — while driving. She is also dedicating her entire show today to the campaign. Why all this hoopla?
Research shows that these activities can prove to be, not only dangerous, but deadly. In fact, one new British study found that “texting while driving slows reaction time more than being drunk or high,” writes Sari Harrar in O, The Oprah Magazine.
In addition to these pledges, Oprah is also asking folks to sign her No Phone Zone pledge, promising not to text or use hand-held phones while driving. More than 200,000 people — including several celebs — have signed the pledge so far.
The Winnepeg Free Press reported on initial findings from the International Luge Federation (FIL) investigation of the tragic luge accident during the Vancouver Olympics.
The report said Kumaritashvili exited the 15th curve in the 16-turn course too late, causing him to take a less-than-favourable line into the final curve. FIL decided that Kumaritashvili tried to keep the sled low on the track, which raised the amount of G-force he would experience in the final seconds.
With that, he lost control.
Kumaritashvili’s right hand reached for the ice, which distributed more weight onto his right shoulder. Combined with the G-force, that meant the sled runners basically steered him straight to the right – in this case, into the inside corner of the wall.
“Both actions literally served to pivot it in a similar way a sharp turn is made when a handbrake is applied to a car at a high rate of speed,” the report said.
Typically, when a sled hits the wall like Kumaritashvili’s did, the runners will break or the slider will be thrown off the wall. Neither happened, and the energy threw Kumaritashvili over the opposite side of the track, milliseconds after he was clocked at 143.88 km/h.
Kumaritashvili’s hips cleared that wall by centimetres. Had that wall been a bit higher, he would have likely remained in the track. Instead, he sailed over the barrier, the back of his head striking a steel beam – the fatal blow.
FIL said that, in normal situations, that wall would have been high enough to keep a slider from exiting the track.
Another report from the British Columbia coroner’s office and the Royal Canadian Mounted Police will include a more detailed accident reconstruction.
The Hubble telescope, launched in 1990, is in the news again with a new film and the prospect of being moth-balled by NASA.
The New York Times reviewed the new IMAX film about the Hubble telescope:
“Hubble 3D,” a 40-minute film about the Hubble repair, directed by Toni Myers and narrated by Leonardo DiCaprio, opened in Imax theaters and science centers around the country.
Besides bone-rattling liftoffs and astronauts goofing around in the space shuttle, the film features trips through the Hubble images themselves. In Imax and 3-D, the astronauts’ tethers brush your hair in some scenes and stars hit your face like raindrops in a summer storm in others. One scene shows a Hubble image I hadn’t seen before, of a protoplanetary disk of dust looking like a ring of hair, or a nest, surrounding a newly born star in the Orion nebula — Genesis there, maybe.
Newsweek magazine examines the likely end of the Hubble telescope’s useful life:
Next week President Obama is slated to deliver his first speech on the administration’s NASA policy, which calls for transferring routine space travel to private companies. The proposal has sparked fears of government layoffs and questions about the wisdom of ceding cosmic flight to Russia, China, and corporate America. But another likely consequence has been overlooked: the irrevocable end of the Hubble Space Telescope, hailed as the greatest eye on the cosmos since Galileo.
None of Hubble’s work—including the first images of planets orbiting another sun—would have been possible without the shuttle, which launched the device in 1990 and ferried astronauts up on five different occasions for crucial repairs. Last year’s maintenance trip left the orbiting camera more powerful than ever. But no more U.S. spacecraft, at least for the foreseeable future, means no more service trips—and a permanent sleep for the iconic machine the next time it breaks down, or when its batteries die around 2015.
Hubble was headed for retirement in any case: the technology is getting old, and with a limited budget, astronomers have elected to focus on a new camera that can pick up invisible ultraviolet light. But without federally run space travel, this device and any future Hubble II will need to work perfectly the first time (hardly a sure thing), be cheap enough to treat like a disposable camera (also a stretch), or be reachable using a commercial service.
A new book by a Peter Hessler looks at the state of roads and driving in China.
From Publishers Weekly:
In an epic road trip following the Great Wall across northern China, he surveys dilapidated frontier outposts from the imperial past while barely surviving the advent of the nation’s uniquely terrifying car culture. He probes the transformation of village life through the saga of a family of peasants trying to remake themselves as middle-class entrepreneurs. Finally, he explores China’s frantic industrialization, embodied by the managers and workers at a fly-by-night bra-parts factory in a Special Economic Zone. Hessler has a sharp eye for contradictions, from the absurdities of Chinese drivers’ education courses—low-speed obstacle courses are mandatory, while seat belts and turn signals are deemed optional—to the leveling of an entire mountain to make way for the Renli Environmental Protection Company.
From the New York Times Book Review by Alida Becker:
“It’s hard to imagine another place where people take such joy in driving so badly,” Hessler writes. Beijingers drive the way they used to walk — in packs and without signaling. “They don’t mind if you tailgate, or pass on the right or drive on the sidewalk. You can back down a highway entrance ramp without anybody batting an eyelash. . . . People pass on hills; they pass on turns; they pass in tunnels.” In other words, driving requires improvisation and creative flouting of the law — which is also a pretty apt description of the average citizen’s technique for maneuvering through the warp-speed transitions of Chinese society.
Hessler has been observing these changes since he arrived in Sichuan in 1996 for the Peace Corps stint described in his first book, “River Town.” In his next, “Oracle Bones,” he kept track of some of his students from Fuling Teachers College, intercutting glimpses of their fledgling careers with accounts of a Uighur trader’s emigration to America and a Chinese scholar’s fatal devotion to tradition. Now, in the three long narratives of “Country Driving,” adroitly expanded from his reporting for The New Yorker and National Geographic, he shows the effects China’s ever expanding network of roads exerts on individual lives.
The headline in USA Today reads, “Traffic deaths down, but not low enough.” But what else can be done?
The approach is called Toward Zero Deaths, based on a philosophy that even one road death is morally and ethically unacceptable. The goal: to alter behaviors that cause fatalities, such as speeding, drunken or distracted driving, and lack of seat belts. Speeding is a factor in more than 31% of road deaths, drunken driving in 32%, and distracted driving in about 16%. And 55% of those killed in passenger vehicles are not wearing seat belts, according to the National Highway Traffic Safety Administration.
Last year, 33,963 people died in traffic crashes in the USA, an 8.9% decline from 2008 and the lowest total since 1954, according to the Department of Transportation. The fatality rate of 1.16 deaths per 100 million vehicle miles traveled was the lowest since the government started tracking it in 1966.
The Stockholm Environment Institute measured a 14% reduction in Western European deaths as a result of similar marketing efforts. Six states have already begun statewide versions of the program.
The group Next Generation Healthcare created this attractive graphic illustrating World Health Organization statistics on road traffic accidents by region.
According to Jodie Humphries at NGH:
The WHO global status report on road safety makes for shocking reading. Over 3000 people die on the world’s roads every day. Tens of millions of people are injured or disabled every year. Nearly 1.3 million people are killed each year. If trends continue unabated deaths will rise to an estimated 2.4 million a year by 2030.
It’s predicted that by 2030, the amount of people who are killed in road traffic accidents will rise to fifth in the leading causes of death around the world. Currently it is in ninth place.
Deborah Blum’s newest book chronicles the history of forensic medicine and two of the early pioneers. The New York Times book review weighs in:
“The Poisoner’s Handbook” is structured like a collection of linked short stories. Each chapter centers on a mysterious death by poison that Norris and Gettler investigate, but the reader never gets to know these principals well enough to find out what drives their tireless devotion to scientific inquiry. Instead, Blum lavishes her attention on her chosen villains — the poisons — and their deadly maneuverings through the body. A Pulitzer Prize-winning science writer, she provides the gruesome particulars of autopsies and laboratory work — like the pulverizing of organs and the boiling of bones — and a variety of chemical tests. With descriptive talents and a knack for detail, she introduces us to lively killers. One, carbon monoxide, is a “chemical thug” that works “by muscling oxygen out of the way.”
Deborah Blum shared her ‘Top Ten Poisons‘ during an interview with Amazon.com. The ‘Top 5′ are listed here:
1. Carbon Monoxide (really)–It’s so beautifully simple (just two atoms–one of carbon, one of oxygen) and so amazingly efficient a killer. There’s a story I tell in the book about a murder syndicate trying to kill an amazingly resilient victim. They try everything from serving him poison alcohol to running over him with a car. But in the end, it’s carbon monoxide that does him in.
2. Arsenic–This used to be the murderer’s poison of poisons, so commonly used in the early 19th century that it was nicknamed “the inheritance powder”. It’s also the first poison that forensic scientists really figured out how to detect in a corpse. And it stays in the body for centuries, which is why we keep digging up historic figures like Napoleon or U.S. President Zachary Taylor to check their remains for poison.
3. Radium–I love the fact that this rare radioactive element used to be considered good for your health. It was mixed into medicines, face creams, health drinks in the 1920s. People thought of it like a tiny glowing sun that would give them its power. Boy, were they wrong. The two scientists in my book, Charles Norris and Alexander Gettler, proved in 1928 that the bones of people exposed to radium became radioactive–and stayed that way for years.
4. Nicotine–This was the first plant poison that scientists learned to detect in a human body. Just an incredible case in which a French aristocrat and her husband decided to kill her brother for money. They actually stewed up tobacco leaves in a barn to brew a nicotine potion. And their amateur chemical experiments inspired a very determined professional chemist to hunt them down.
5. Chloroform–Developed for surgical anesthesia in the 19th century, this rapidly became a favorite tool of home invasion robbers. If you read newspapers around the turn of the 20th century, they’re full of accounts of people who answered a knock on the door, only to be knocked out by a chloroform soaked rag. One woman woke up to find her hair shaved off–undoubtedly sold for the lucrative wig trade.
Law enforcement in New York have added to their arsenal in the battle against distracted driving with a new, barely marked, Ghost Car.
Michael Wilson of the New York Times writes:
The car, a 2009 Crown Victoria, joined the fleet two months ago. It is not an unmarked police car, but rather a barely visibly marked police car. It bears all the same decals as a regular police car, but they are white, colorless, like the car itself. The markings really are noticeable only upon close inspection — and hardly noticeable at all, the thinking goes, to a driver who is calling in his pizza order.
Several states have banned texting, but not talking, behind the wheel. New York is among the states, including Connecticut and New Jersey, that have banned hand-held cellphone use while driving. But proving that someone is breaking those laws is tougher than writing them.
The goal of the ghost car is to make enforcement less difficult. The department did not want a fully unmarked car, because motorists can become spooked by what may seem to be a fake police officer pulling them over.
Who was responsible for the Ghost Car?
The idea came from Officer James O’Meara, 27, who holds a bachelor’s degree in graphic arts and computer design. “I heard about it,” Officer O’Meara said of the car’s white-on-white design, although he could not recall which department was involved. While “low profile” police cars — with no light rack on the roof — are widely used, it is unclear how common ghost cars are.
Uniformed officers drive Westchester’s ghost car, which, while intended to look like a taxi, down to its livery license plate, is clearly a police car when seen close up. “I thought you were a taxi” is commonly heard from drivers.
Hat tip: Tom Vanderbilt, How We Drive