People “may mistake symptoms like leg fatigue or discomfort for normal signs of aging,” Jennifer Jones-McMeans, divisional vice president of global clinical affairs for Abbott’s vascular business, told The Post.
Day: September 24, 2025
Ohio gubernatorial hopeful Vivek Ramaswamy bemoaned that the country “may have been a nation in decline for the last half-decade,” but stressed that can be fixed during an exclusive interview on The Post’s “Pod Force One” podcast out Wednesday.
The planet of drive and desire is forming a tense square with our luminary of death and transformation this week.
Ramaswamy left the Trump administration before the 47th president was officially sworn in.
Dominik Bindl/Getty Images
- Billionaire Barry Diller said he liked bringing in people “without any experience” at their “earliest stage.”
- “You find out who swims and who doesn’t,” the IAC and Expedia Group chairman said on the “Invest Like the Best” podcast.
- Diller has mentored executive talent like Uber CEO Dara Khosrowshahi and former Disney CEO Michael Eisner.
Media titan Barry Diller puts his young workers to the test: sink or swim.
The IAC and Expedia Group chairman has mentored some of the biggest names in business, from Uber CEO Dara Khosrowshahi to former Disney CEO Michael Eisner. On the “Invest Like the Best” podcast, Diller shared his strategy for guiding early career hopefuls.
Diller said that he liked bringing people in “without any experience” or “expertise” at their “earliest stage.”
“Then you give people more responsibility than they qualify for, because, in that forge, you find out who swims and who doesn’t,” he said. “If you have that kind of environment, out of it is going to come pretty good people.”
Diller started his career with little experience. He dropped out of UCLA and began working in entertainment in 1961 through the William Morris Agency’s mailroom.
A few decades later, Diller boosted Paramount Pictures with hits like “Raiders of the Lost Ark” and “Saturday Night Fever,” and co-founded Fox Broadcasting Company with Rupert Murdoch.
“I was totally unprepared, and I had no reason for anyone to give me any responsibility, because I had no experience about anything,” Diller said on the podcast.
Diller’s bosses also assigned him more than he was qualified for: “I got dropped in the deep end of the water, and I figured out how to swim,” he said.
As for more senior-level talent, Diller isn’t a fan of hiring them. In 2018, Diller shared his one rule for hiring top talent: “If you hire people at senior positions, you are a failure.”
“I have always believed to hire people, bring people into your organization who are young,” Diller said.
Read the original article on Business Insider
So much for the Potemkin Village – Abraham Accord. Jared Kushner made his billion – that’s what counts. x.com/rkmtimes/status/1970747967570354664
— Michael Novakhov (@mikenov) Sep 24, 2025
Iran starts rebuilding missile sites hit by Israel, but experts say a key component is missing [deltaMinutes] mins ago Now
Kazakhstan has set itself the task of developing the country’s transport and transit potential. The national railway network operator, as well as the country’s main freight and passenger rail carrier, is now engaged in organizing multimodal transportation that combines rail, maritime, air, and road transport, along with providing logistics services at international cargo hubs.
In August, it was announced that KTZ Express JSC, a subsidiary of KTZ JSC, had been established as Kazakhstan’s first national air freight carrier, and that modern sea vessels were being built to develop the domestic fleet. We spoke with Damir Kozhakhmetov, CEO of JSC “KTZ Express,” about the prospects for developing aviation and maritime competencies within the framework of a multimodal operator.
– Mr. Kozhakhmetov, could you tell us about your company’s plans for creating a national cargo airline under JSC “KTZ Express”?
– First, I would note that establishing a national cargo airline means building a modern, competitive freight carrier.
The project is coordinated by the Samruk-Kazyna Sovereign Wealth Fund, while our company is designated as the lead implementer. This effort will allow Kazakhstan to strengthen its position as a key transit hub of Eurasia and deepen integration into global transport chains.
In terms of goals, the priority is to ensure Kazakhstan has stable access to international markets. The new carrier will not only handle transit cargo but also open new opportunities for businesses, especially where delivery speed is critical. Aviation, in particular, offers capabilities that no other mode of transport can match.
As you know, the global air cargo market is growing rapidly. On the one hand, this is driven by the expansion of e-commerce; on the other, by rising transit flows between China and Europe. Kazakhstan’s unique geographic location gives us an advantage, and our task is to turn that into concrete, competitive services.
The process of building the airline is structured in stages, and we have already started practical implementation. Research results confirm strong potential on routes between China and Europe, the Middle East and Central Asia, and in transit shipments via Kazakhstan. These routes will form the backbone of a sustainable network and the company’s long-term growth, aligned with current market trends, competition, and projected demand.
In parallel, we have begun organizational structuring, regulatory compliance, and the development of manuals and documentation required to obtain an Air Operator Certificate (AOC). These documents are essential for launching any airline, as they confirm that the carrier has the necessary structure, staff, aircraft, and procedures that meet aviation law and safety standards.
To ensure the project is built on solid ground and delivers real impact, we are engaging international consultants and leading industry experts.
At the first stage, we plan to launch regular flights and establish a reliable route network. Priority will, of course, be given to the China-Europe corridor, which is one of the fastest-growing segments with strong and stable demand. At the next stage, the fleet will expand, and operations will extend to Southeast Asia, North America, the Middle East, and Africa.
We expect to increase flight frequency, introduce additional client services, and manage the route network flexibly depending on market conditions. This will improve aircraft utilization, optimize operating costs, and strengthen our presence in the most promising market segments.
The airline’s priority cargo will include high-value goods, e-commerce shipments, industrial components, pharmaceuticals, and agricultural products that require fast delivery and, in some cases, temperature control.
This direction will also be strengthened by integration into multimodal logistics chains that combine aviation with rail and maritime transport, where the company already has a strong presence. Thus, the airline will function not only as a competitive player in international air freight but also as a strategic element of Kazakhstan’s multimodal transport system, offering comprehensive solutions for clients and enhancing the country’s transit potential.
̶ You mentioned fleet expansion. What types of aircraft is the company considering?
̶ Aircraft selection depends on many factors: market availability, leasing terms, technical condition, as well as suitability for planned routes and cargo volumes.
Based on the optimal balance of capacity and flexibility, our preliminary concept envisions aircraft that can effectively serve regional flows with high frequency and low costs while also performing nonstop long-haul flights. This will improve competitiveness by reducing delivery times and optimizing fuel use.
Yes, we are also considering passenger-to-freighter conversions. However, technical condition and remaining service life are key. The final decision on aircraft types will be made after further evaluation.
̶ Let’s also discuss KTZ Express’s plans for expanding its maritime fleet. What are your forecasts and prospects here?
̶ Today, KTZ Express Group operates two vessels (through its subsidiary LLP “KTZ Express Shipping”). But these resources are insufficient for growing transit volumes. A program is underway to expand the fleet to eight vessels.
Currently, both Kazakh and foreign vessels operate along the maritime segment of the Trans-Caspian International Transport Route (TITR) in the Caspian Sea. At the same time, increasing demand from shippers is creating a need to establish a sustainable schedule and expand transport capacity.
For example, in the last two years alone, the volume of traffic has increased by tens of percent, and container traffic on the route has shown significant growth. As a result, in 2024, 358 container trains traveled from China along the Trans-Caspian route, which is 33 times more than a year earlier. In the near future, it is planned to increase this volume to 600 container trains, with a strategic goal of 3,000 per year.
The new fleet will ensure regular TITR service across both the Caspian and Black Seas. The vessels will carry bulk and general cargo as well as containers, fully integrated into multimodal supply chains. This will create entirely new opportunities: Kazakhstan will not only link the markets of Europe, the Caucasus, and Central Asia but also provide end-to-end logistics solutions “from port to final customer.” The route will cover key hubs in Azerbaijan and Kazakhstan on the Caspian Sea, as well as Georgia, Turkey, Romania, and other Black Sea ports, making it one of the most sought-after transport corridors in Eurasia.
A key part of this strategy is expanding port infrastructure. For instance, Aktau Port is actively building capacity by enlarging container terminals and deepening waters, thereby increasing throughput. Combined with the creation of a national fleet, this will raise TITR’s capacity and resilience to a new level.
Building a modern fleet is not only an economic step but also a strategic one. For Kazakhstan, it is about transport security, control over key logistics links, and supply chain resilience. Moreover, having its own fleet opens up the opportunity to offer partners competitive and predictable terms of cooperation, building trust and, of course, strengthening the country’s position in international logistics.
– Will these vessels be managed by KTZ Express Shipping, and what tasks will the company prioritize in maritime transport development?
̶ KTZ Express Shipping has been operating in the maritime transport market since 2014, with its own cargo base and strong client relationships.
Yes, all new vessels will be managed by this specialized subsidiary, which will handle operations and logistics. Fleet expansion will allow the company to move from limited participation to full-scale maritime freight operations, increasing market share, revenue, and standing in liner services.
At the same time, with TITR continuity as a top priority, the main focus will be on ensuring stable transport conditions, building long-term client loyalty, and adapting flexibly to market dynamics. This will also be supported by integration with NC KTZ’s infrastructure and a well-calibrated pricing policy.
̶ Given the problem of declining Caspian water levels, are current and future sea conditions being factored into vessel design?
̶ Yes, when designing the fleet, the key factor is first and foremost the adaptation of ships to the conditions of the Caspian Sea. Draft requirements are particularly important. Our technical specifications call for a draft of about 4.7 meters, which ensures safe operation despite Caspian shallowing trends.
When designing the fleet, we pay special attention to parameters such as dimensions, cargo capacity, speed, and type of vessels. Each of these factors directly affects the operational efficiency and competitiveness of the future fleet. For example, the hull characteristics are 140×17 meters, and the capacity of the vessels is up to 500 containers in twenty-foot equivalent units, which will ensure an optimal combination of maneuverability and load capacity. The designed cruising speed of 10-12 knots will allow regular liner services and meet transit route needs. Moreover, the fleet will consist of multipurpose vessels capable of handling various cargo types, ensuring adaptability to market conditions.
Importantly, we have engaged an independent international technical consultant to ensure transparency in shipyard selection and guarantee that the vessels fully meet international standards and safety requirements.
For reference: KTZ Express is a subsidiary of JSC “NC KTZ.” The company provides a full range of transport and logistics services across all modes, integrating rail, maritime, air, and road transportation, along with port and airport infrastructure, and a global network of warehouses and terminals. It operates its own terminals at Lianyungang Port in China and at Khorgos on the Kazakhstan-China border, and is currently building facilities in Russia, Belarus, Hungary, and Azerbaijan.
US Army photo by Spc. Josefina Garcia
- The US Army has marked several major firsts with small drones recently.
- The achievements are years behind some other militaries, like Russia and Ukraine.
- Army officials have acknowledged the challenges. The race to catch up is on though.
The US Army has been celebrating some of its recent achievements in drone warfare, like dropping grenades from a quadcopter and scoring its first drone-on-drone kill.
These tactics, however, aren’t new. They’ve seen extensive use in Russia’s war against Ukraine. First-person-view drones dropping ordnance was commonplace years ago, and drone intercepts of other uncrewed aircraft are down to a science in Ukraine.
The Army’s recent wins highlight positive progress, but also the glaring skill gaps it needs to close to be ready to employ and respond to small, cheap combat drones. The US military is still widely working on adequately equipping troops with this capability.
Secretary of Defense Pete Hegseth wrote in a July memo that American “units are not outfitted with the lethal small drones the modern battlefield requires.”
Army drone achievements
The Army has been trailing, but recent developments suggest a game of catch-up is underway.
In July, the Army’s X account shared video in a now-deleted post that showed American soldiers dropping a live M67 grenade from a quadcopter drone during an exercise in Germany. It was the first such event in the Army for conventional forces.
The post’s caption asked the question: “Have you ever seen a drone drop a grenade?” The query drew an onslaught of online criticism, as that drone tactic has seen prominent use over the past decade, including by ISIS terrorists during the Battle of Mosul in Iraq and by both sides of Russia’s war in Ukraine.
Examples of drones dropping grenades and other explosives have been documented extensively by militaries, open-source information accounts, and war watchers. While the Army post has since been deleted, the video is still available.
The Army also recently celebrated its first drone-on-drone kill during an exercise at Fort Rucker in Alabama. This big event involved piloting a first-person view quadcopter drone armed with a Claymore mine into a fixed-wing drone. The explosive was detonated, destroying its target.
Drone-on-drone combat is a growing hallmark of the Ukraine war, with small quadcopters ramming or bombing one another in uncrewed dogfights. The tactics have evolved rapidly — yet the Army is only now testing the basics as Ukraine is putting up thousands of interceptor drones as an alternative to expensive air-defense missiles.
Sgt. Mariah Y. Gonzalez/US Army
In other exercises, Army soldiers have found themselves out in the field with faulty video feed connections between operators and drones, missing parts, a lack of desired equipment, and unexpected damage from environmental hazards. The Ukrainians and the Russians grapple with these issues, too, but years of war have better prepared them to handle them.
Army officials acknowledge the challenges. Integrating small drone technology into the force comes with difficulties that troops are trying to overcome. Lessons learned are being documented extensively and shared across the service. It’s clear that drones are critical to modern warfare, and learning is happening, even if it is by trial and error.
That work is being done in the field, with soldiers testing how drones operate in different weather patterns in the Pacific, as well as in schoolhouses and courses. “We’re behind globally,” the head of a new crash course said recently. “This is our aggressive attempt to close the gap.”
The Army told Business Insider that progress in using small uncrewed aerial systems is ongoing beyond any single milestone or achievement, adding that “the successful fielding, integration, and operational use of sUAS are vital for maintaining a technological edge and protecting our forces.” The service also said that its work on counter-drone systems is critical.
Work in progress
Zachary Kallenborn, a drone, uncrewed capabilities, and unconventional warfare expert, told Business Insider that while there are assuredly experts and officials that are concerned about the US military’s speed in adapting to small drones, it’s also difficult to draw conclusions for overall military readiness on drone warfare, especially as other services, programs, and offices in the Pentagon are working on the technologies and capabilities as well.
For the Army, drones are a notable element of the service’s massive transformation initiative, with signs of progress already visible. Yet the work is slow, and that is not without reason.
US Army photo by Staff Sgt. Dylan Bailey
The US hasn’t overwhelmingly needed to — or been particularly effective at — low-level experimentation with weaponry. In Ukraine, it’s strongly encouraged, Kallenborn said, “so they’ve been able to come up with all these really great things and build all these really cheap, innovative systems.”
The US also isn’t in a conflict that demands it go all-in on drone technology, purchasing millions of drones that might be obsolete by the time they’re needed. Ukraine is investing heavily in this tech because it lacks many of the capabilities available in the West. Experts have cautioned Western militaries against taking the wrong lessons from the Ukraine war and looking to drones as a replacement for conventional military strengths. Without a wartime demand, experimentation moves more slowly.
But with concerns about the possibility of a peer-level conflict, against an adversary like China, there’s a strong argument not only in favor of skilling up on offensive drone warfare, but also counter-drone capabilities. A recent report from the Center for a New American Security argued that US forces could be overwhelmed by drones in a fight with China if it isn’t adequately prepared with effective, combat-ready equipment.
Right now, the Army appears to be going through what could perhaps best be described as growing pains. As one Army drone pilot said during a recent exercise that BI attended, “We’re still so new to having drones with us.”
Read the original article on Business Insider
Courtesy of György Palkó
- Hello Wood, a Hungarian-based architecture studio, designs prefab tiny homes.
- The company has built a futuristic tiny cabin that blends into nature and resembles a spaceship.
- The Pebl Grand is 200 square feet, starts at $86,247, and can fit a sauna.
Ever wanted to step onto a spaceship? Hello Wood’s futuristic tiny cabin gets you close.
The Hungary-based architecture studio has built the Pebl Grand, a 220-square-foot, prefabricated accessory dwelling unit (ADU) that looks more at home on FX’s ‘Alien-Earth‘ set than in someone’s backyard.
Designed to feel both natural and otherworldly, the Pebl Grand blends organic materials like wood and stone with aluminum. Its asymmetrical, faceted shell gives it an asteroid-like look, and depending on its exterior cladding — either mirror, wood, or stone — it stands out or camouflages into its surroundings.
“When you see the market, everybody builds a box,” András Huszár, lead architect of the Pebl Grand and CEO of Hello Wood, told Business Insider. “Hello Wood has a philosophy: what can we do for innovation, how can we make this structure special, or give a message?”
Hello Wood’s message is clear: tiny homes and cabins can be creative and smart — and still reasonably priced.
The Pebl Grand starts at €73,000 ($86,247), though customization, material choices, and upgrades can increase overall costs. The standard model includes a king-size bed, a kitchenette, a dining nook, and a bathroom with a shower and toilet. An upgraded version, which features an infrared sauna and a panoramic window, starts at €85,000 ($100,424).
Take a look inside the Pebl Grand.
Courtesy of György Palkó
Courtesy of György Palkó
Courtesy of György Palkó
Courtesy of György Palkó
Courtesy of György Palkó
Courtesy of György Palkó
Courtesy of György Palkó
Courtesy of György Palkó
Courtesy of György Palkó
Read the original article on Business Insider