È stata individuata una vulnerabilità nel sistema di accesso online per i concessionari di una delle più grandi case automobilistiche al mondo: è bastato scavare un po’ nel codice della pagina. Il ricercatore di sicurezza Eaton Zwer di Harness ha riferito di essere riuscito a sfruttare la vulnerabilità per creare un account amministrativo con diritti di accesso completi al portale interno del produttore. La violazione ha consentito di ottenere dati riservati dei clienti, informazioni sul veicolo e persino di controllare da remoto le funzioni dell’auto, incluso lo sblocco.

Zwer, che in precedenza aveva individuato bug nei sistemi delle case automobilistiche , scoprì il problema per caso, durante un progetto personale svolto nel fine settimana. Scoprì che, al caricamento della pagina di login, il browser del cliente caricava un codice errato che poteva essere modificato per bypassare tutti i meccanismi di autenticazione. Ciò rese possibile la creazione di un account di “amministratore nazionale” che dava accesso a oltre 1.000 concessionarie negli Stati Uniti.

Attraverso questa interfaccia, era possibile visualizzare i dati personali dei clienti, inclusi i recapiti e alcune informazioni finanziarie, nonché gestire i servizi relativi ai veicoli. Tra le altre cose, ciò includeva il monitoraggio in tempo reale dei veicoli aziendali e trasportati, l’utilizzo di sistemi telematici e persino l’annullamento delle spedizioni dei veicoli.

Uno degli elementi più inquietanti del sistema era lo strumento di ricerca clienti, che richiedeva solo nome e cognome per accedere alle informazioni su un’auto specifica e sul suo proprietario. Zver ha utilizzato come esempio il numero di telaio di un’auto parcheggiata in strada e ha confermato che questo era sufficiente per associare l’auto a una persona specifica. Secondo lui, era possibile avviare la procedura di trasferimento dell’auto sotto il controllo di un altro utente semplicemente confermando la propria intenzione, senza alcuna verifica. Ha testato questo scenario con il consenso di un amico ed è riuscito a controllare efficacemente l’auto di qualcun altro tramite un’app mobile.

Non meno pericolosa era la possibilità di accedere ai sistemi collegati di altri concessionari utilizzando un unico login. Grazie al meccanismo SSO (Single Sign-On), l’account amministratore creato poteva non solo spostarsi tra diverse parti dell’infrastruttura, ma anche imitare l’accesso di un altro utente. Ciò consentiva l’accesso ai diritti, ai dati e ai sistemi del dipendente preso di mira a sua insaputa: un meccanismo simile era già stato utilizzato in precedenza nel portale dei concessionari.

Il ricercatore ha definito l’architettura una “bomba a orologeria“, osservando che gli utenti potevano visualizzare e utilizzare informazioni critiche, tra cui accordi, lead e analisi interne, senza essere scoperti. L’azienda avrebbe corretto la vulnerabilità entro una settimana dalla divulgazione privata del problema nel febbraio 2025. Tuttavia, un’indagine ha dimostrato che l’exploit non era mai stato utilizzato prima: Zwer sarebbe stato il primo a scoprire e segnalare le falle nel sistema.

Secondo Zver, la radice del problema era ancora una volta qualcosa di banale: falle nel sistema di autenticazione API. Solo due vulnerabilità hanno messo a nudo l’intero mondo interno della rete di concessionari. Zver ritiene che questo sia un ulteriore promemoria: non appena il controllo degli accessi crolla, crolla tutto.

L'articolo Vulnerabilità nel sistema di accesso online per concessionari auto: un ricercatore trova falle di sicurezza proviene da il blog della sicurezza informatica.

The 2025 One Hertz Challenge is really heating up with all kinds of projects that do something once every second. [The Baiko] has given us a rather abstract entry that looks like a plane…if you squint at it under the right conditions.

It’s actually quite an amusing abstract build. If you’ve ever seen planes flying in the night sky, you’ve probably noticed they all have similar lights. Navigation lights, or position lights as they are known, consist of a red light on the left side and a green light on the right side. [The Baiko] assembled two such LEDs on a small sliver of glass along with an ATtiny85 microcontroller.

Powered by a coin cell, they effectively create a abstract representation of a plane in the night sky, paired with a flashing strobe that meets the requirements of the contest. [The Baiko] isn’t exactly sure of the total power draw, but notes it must be low given the circuit has run for weeks on a 30 mAh coin cell.

It’s an amusing piece of PCB art, though from at least one angle, it does appear the red LED might be on the wrong side to meet FAA regulations. Speculate on that in the comments.

In any case, we’ve had a few flashers submitted to the competition thus far, and you’ve got until August 19 to get your own entry in!

hackaday.com/2025/08/12/2025-o…

It is a good day for design review! Today’s board is the MuBook, a Lattepanda Mu SoM (System-on-Module) carrier from [LtBrain], optimized for a NAS with 4 SATA and 2 NVMe ports. It is cheap to manufacture and put together, the changes are non-extensive but do make the board easier to assemble, and, it results in a decent footprint x86 NAS board you can even order assembled at somewhere like JLCPCB.

This board is based on the Lite Carrier KiCad project that the LattePanda team open-sourced to promote their Mu boards. I enjoy seeing people start their project from a known-working open-source design – they can save themselves lots of work, avoid reinventing the wheel and whole categories of mistakes, and they can learn a bunch of design techniques/tips through osmosis, too. This is a large part of why I argue everyone should open-source their projects to the highest extent possible, and why I try my best to open-source all the PCBs I design.

Let’s get into it! The board’s on GitHub as linked, already containing the latest changes.

Git’ting Better

I found the very first review item when downloading the repo onto my computer. It took a surprising amount of time, which led me to believe the repo contains a fair bit of binary files – something quite counterproductive to keep in Git. My first guess was that the repo had no .gitignore for KiCad, and indeed – it had the backups/ directory with a heap of hefty .zips, as well as a fair bit of stuff like gerbers and footprint/symbol cache files. I checked in with [LtBrain] that these won’t be an issue to delete, and then added a .gitignore from the Blepis project.

This won’t make the repo easier to check out in the future, sadly – the hefty auto-generated files are still in the repo history. However, at least it won’t grow further as KiCad puts new archives into the backups/ directory, and, it’s good to keep .gitignore files in your KiCad repos so you can easily steal them every time you start a new project.

Apart from that, a .gitignore also makes working with your repository way way easier! When seeing changes overview in git status or GitHub Desktop, it’s way nicer to, and you even get a shot at reviewing changes in your commits to make sure you’re not adding something you don’t want in the repository. Oh, and, you don’t risk leaking your personal details as much, since things like auto-generated KiCad lockfiles will sometimes contain your computer name or your user name.

Now that the PCB Git-ability has been improved, let’s take a look at the board, first and foremost; the schematic changes here are fairly minimal, and already reviewed by someone else.

Cheap With Few Compromises

There’s plenty of PCIe, USB3, and SATA on this board – as such, it has to be at least four layers, and this one is. The SIG-GND-GND-SIG arrangement is only slightly compromised by a VDC (12 V to 15 V) polygon on one of the layers, taking up about 30% of space, and used to provide input power to Mu and also onboard 3.3 V and 5 V regulators.

Of course, with so many interfaces, you’ll also want to go small – you’ll have to fit a lot of diffpairs on the board, and you don’t want them flowing too close to each other to avoid interference. This board uses approximately 0.1 mm / 0.1 mm clearances, which, thankfully, work well enough for JLCPCB – the diffpairs didn’t even need to be redrawn much. Apart from that, the original design used 0.4 mm / 0.2 mm vias. Problem? JLC has a $30 surcharge for such vias for a board of this size. No such thing for 0.4 mm / 0.3 mm vias, surprisingly, even though the annular ring is way smaller.

I went and changed all 0.4 mm / 0.2 mm vias to 0.4 mm / 0.3mm vias, and that went surprisingly well – no extra DRC errors. The hole-to-copper distance is set to be pretty low in this project, to 0.15 mm, because that’s inherited from LattePanda carrier files, so I do hope that JLC doesn’t balk at those vias during the pre-production review. Speaking of DRC, I also set all courtyard errors to “ignore” – not only does this category have low signal-to-noise ratio, the LattePanda module courtyard also would raise problems at all items placed under the module, even though there’s plenty of space as long as you use a DDR socket tall enough.

One thing looked somewhat critical to me, though – the VDC polygon, specifically, the way it deprived quite a few diffpairs from GND under them.

Redraw, Nudge, Compromise

Remember, you want a ground polygon all along the underside of the differential pair, from start to finish, without interruptions – that ground polygon is where ground return current flows, and it’s also crucial in reaching the right differential pair impedance. The VDC polygon did interrupt a good few pairs, however.

Most of those interruptions were fixed easily by lifting the VDC polygon. Highlighting the net (` keyboard key) showed that there’s only really 4 consumers of the VDC power input, and all of them were above the overwhelming majority of the diffpairs. REFCLKs for M.2 sockets had to be rerouted to go over ground all throughout, though, and I also added a VDC cutout to pull gigabit Ethernet IC PCIe RX/TX pairs over VDC for most of their length.

This polygon carries a fair bit of current, a whole N100 (x86) CPU’s worth and then some, and remember – inner layers are half as thick, only 0. 5oz instead of 1 oz you get for outer layers by default. So, while we can cut into it, the VDC path has to be clear enough. A lot of items on VDC, like some gigabit controller power lines, ended up being moved from the VDC polygon layer to the opposite inner layer – now, they’re technically on the layer under PCIe and gigabit Ethernet pairs, but it’s a better option than compromising VDC power delivery. I also moved some VDC layer tracks to B.Cu and F.Cu; remember, with high-speed stuff you really want to minimize the number of inner layer tracks.

Loose Ends

With the vias changed and polygon redrawn, only a few changes remained. Not all diffpair layer crossings had enough vias next to them, and not all GND pads had vias either – particularly on the Mu and M.2 slots, what’s with high-speed communications and all, you have to make sure that all GND pads have GND vias on them. Again, highlight GND net (`) and go hunting. Afterwards, check whether you broke any polygons on inner layers – I sure did accidentally make a narrow passage on VDC even more narrow with my vias, but it didn’t take much to fix. Remember, it’s rare that extra vias cost you extra, so going wild on them is generally safe.

The SATA connector footprint from Digikey was faulty – instead of plated holes for through-hole pins, it had non-plated holes. Not the kind of error I’ve ever seen with easyeda2kicad, gotta say. As an aside, it was quite a struggle to find the proper datasheet on Digikey – I had to open like five different PDFs before I found one with footprint dimension recommendations.

A few nets were NC – as it turned out, mostly because some SATA ports had conflicting names; a few UART testpoints were present in the schematic but not on the board, so I wired them real quick, too. DRC highlighted some unconnected tracks – always worth fixing, so that KiCad can properly small segments into longer tracks, and so that your track moves don’t then result in small track snippets interfering with the entire plan. Last but not least, the BIOS sheet in the schematic was broken for some reason; KiCad said that it was corrupted. Turned out that instead of BIOS.kicad_sch, the file was named bios.kicad_sch – go figure.

Production Imminent

These changes helped [LtBrain] reduce PCB manufacturing cost, removed some potential problems for high-speed signal functioning, and fixed some crucial issues like SATA port mounting pins – pulling an otherwise SMD-pad SATA port off the board is really easy on accident! They’re all on GitHub now, as you’d expect, and you too can benefit from this board now.

[porchlogic] had a problem. The desire was to print a crystal-like case for an ESP32 project, reminiscent of so many glorious game consoles and other transparent hardware of the 1990s. However, with 3D printing the only realistic option on offer, it seemed difficult to achieve a nice visual result. The solution? Custom G-code to produce as nice a print as possible, by having the hot end trace a single continuous path.

The first job was to pick a filament. Transparent PLA didn’t look great, and was easily dented—something [porchlogic] didn’t like given the device was intended to be pocketable. PETG promised better results, but stringing was common and tended to reduce the visual appeal. The solution to avoid stringing would be to stop the hot end lifting away from the print and moving to different areas of the part. Thus, [porchlogic] had to find a way to make the hot end move in a single continuous path—something that isn’t exactly a regular feature of common 3D printing slicer utilities.

The enclosure itself was designed from the ground up to enable this method of printing. Rhino and Grasshopper were used to create the enclosure and generate the custom G-code for an all-continuous print. Or, almost—there is a single hop across the USB port opening, which creates a small blob of plastic that is easy to remove once the print is done, along with strings coming off the start and end points of the print.

Designing an enclosure in this way isn’t easy, per se, but it did net [porchLogic] the results desired. We’ve seen some other neat hacks in this vein before, too, like using innovative non-planar infill techniques to improve the strength of prints.

youtube.com/embed/2Sy50BrlDMo?…

Thanks to [Uxorious] and [Keith Olson] for the tip!

hackaday.com/2025/08/12/contin…

Many people have looked Death in the eye sockets and survived to tell others about it, but few situations speak as much to the imagination as situations where there’s absolutely zero prospect of rescuers swooping in. Top among these is the harrowing tale of the Apollo 13 moon mission and its crew – commanded by James “Jim” Lovell – as they found themselves stranded in space far away from Earth in a crippled spacecraft, facing near-certain doom.

Lovell and his crew came away from that experience in one piece, with millions tuning into the live broadcast on April 17 of 1970 as the capsule managed to land safely back on Earth, defying all odds. Like so many NASA astronauts, Lovell was a test pilot. He graduated from the US Naval Academy in Maryland, serving in the US Navy as a mechanical engineer, flight instructor and more, before being selected as NASA astronaut.

On August 7, 2025, Lovell died at the age of 97 at his home in Illinois, after a dizzying career that saw a Moon walk swapped for an in-space rescue mission like never seen before.

Joining The Navy

The USS Shangri-La underway in 1970. (Credit: US Navy)
James Arthur Lovell Jr. was born in Cleveland, Ohio, on March 25, 1928. He was the sole child, with his father dying in a car accident when he was five years old. After this he and his mother lived with a relative in Indiana, before moving to Wisconsin where Lovell attended Juneau High School. He attained the Boy Scouts’ highest rank of Eagle Scout, while also displaying an avid interest in rocketry including the building of flying models.

After graduating from high school, Lovell studied engineering under the US Navy’s Flying Midshipman program from 1946 to 1948, which focused on training new naval aviators. This was a sponsored program by the US Navy, with the student required to enlist as Apprentice Seaman and to serve in the Navy for five years, including one year of active duty.

As this program was being rolled back in the wake of the end of WW2, Lovell saw himself and others like him pressured to transfer out, with Lovell applying at the US Naval Academy in Annapolis, Maryland. Here he would continue his engineering studies, graduating with a Bachelor of Science degree in the Spring of 1952.

After graduation he was commissioned as an ensign in the US Navy, got selected for naval aviation training and was later assigned to the Essex-class aircraft carrier USS Shangri-La during the 1950s where he flew many missions, racking up a reported total of 107 carrier landings. Once back ashore he became a flight instructor for Navy pilots.

To Space And Beyond

With NASA selecting its future astronauts from the military’s test pilots for a variety of reasons, it was only a matter of time before Lovell would be in the running for the first group of astronauts considering his performance in the Navy. Although he got put on the list of potential astronauts for Project Mercury, he narrowly missed joining the Mercury Seven. After applying for the second group, however, he ended up being selected for Mercury’s successor project: Project Gemini.
The Pacific Ocean as seen from the Gemini 7 capsule on 8 December 1965 by astronauts Borman and Lovell. (Credit NASA)
Lovell would fly on two Gemini missions, Gemini 7 and Gemini 12, with the latter seeing Lovell being joined by Edwin “Buzz” Aldrin as the pilot. Before embarking on Gemini 7, Lovell and his fellow astronaut Frank F. Borman were given the advice by Pete Conrad – who had previously spent eight days on Gemini 5 – to take books along for the ride. Considering that Gemini 7 was an endurance mission lasting nearly two weeks, this turned out to be very good advice, indeed.
Edwin “Buzz” Aldrin performing an EVA during the first day of the 4-day Gemini 12 mission. (Credit: NASA, James Lovell)
The four-day Gemini 12 mission would be the last mission in the project, taking place during November of 1966. During this mission Aldrin demonstrated a number of extra-vehicular activities (EVAs), showing that humans could perform activities outside of the spacecraft, thus clearing the way for Project Apollo.

Lucky Apollo 13

Although Lovell is generally associated with Apollo 13, his third spaceflight was on Apollo 8 which launched on December 21st of 1968. This was the first manned Apollo mission to make it to the Moon following Apollo 7 which stayed in Earth’s orbit. During Apollo 8 the crew of three – Borman, Lovell and Anders – completed ten orbits around Earth’s companion, making it the first time that humans had laid eyes on the far side of the Moon and were able to observe an Earthrise.
The famous ‘Earthrise’ photo by William Anders taken during Apollo 8. (Source: NASA)
With the Apollo program in constant flux, Apollo 8’s mission profile was changed from a more conservative Earth orbit-bound test with the – much delayed lunar module (LM) – to the very ambitious orbiting of the Moon. This put the Apollo program back on track, however, as it skipped a few intermediate steps. After Apollo 9 demonstrated the full lunar EVA suit in space as well as docking with the LM in Earth orbit, Apollo 10 was the wet dress rehearsal for the first true Moon landing with Neil Armstrong and Buzz Aldrin taking the honors.

After Apollo 12 delivered its second batch of astronauts to the lunar surface, it was finally time for Lovell as the commander and Fred Haise as the LM pilot to add their footprints to the lunar regolith as part of the Apollo 13 mission. After two successful Moon landings, when Apollo 13 took off from the landing pad on April 11, 1970, it seemed that this was going to be mostly a routine mission.

After making it about 330,000 km from Earth, the Apollo 13 crew was going through their well-practiced schedule, with only one active issue bothering them and ground control in Houston. This issue involved the pressure sensor in one of the service module (SM) oxygen tanks. Ground control requested that the crew try activating the stirring fans in the oxygen tanks to see whether de-stratifying the contents of the affected oxygen tank might fix the odd readings.

Ninety-five seconds after Command Module (CM) pilot John Swigert activated these fans the three astronauts heard a loud bang, accompanied by electrical power fluctuations and the attitude control thrusters automatically engaging. After briefly losing communications with Earth, Swigert called back to Houston with the now famous “Houston, we have had a problem.” phrase.

youtube.com/embed/MdvoA-sjs0A?…

As indicated by the resulting investigations, one of the oxygen tanks (Oxygen Tank 2) that fed the fuel cells for power generation had turned into a bomb owing to manufacturing and handling defects years prior. The resulting explosion also caused the loss of Oxygen Tank 1 and ultimately putting all of the CM’s fuel cells out of commission. With the CM’s batteries rapidly draining, the Apollo 13 astronauts only had minutes to put a plan together with Houston, to use the LM as their lifeboat and to devise a way to plan a course back to Earth after a fly-by of the Moon.

As these immediate concerns were addressed and Apollo 13 found itself on a course that should take it safely back to Earth, two new issues cropped up. The first was that of potable water, as normally the CM’s fuel cells would create all the water that they’d need during the mission. With the CM and its fuel cells out of commission, they had to strictly ration their limited supply, all the way down to 200 mL per person per day.
The adapted carbon dioxide scrubber on Apollo 13. (Credit: NASA)
The other issue concerned the carbon dioxide levels. Although the LM carried sufficient oxygen, CO₂ scrubbers were required to keep the levels of this gas at healthy levels, even as the crew kept adding to it with their breathing. The lithium hydroxide pellet-based scrubbers in the CM and LM were up to their individual tasks, but the LM was equipped only for the 45 hours that two astronauts would spend on the lunar surface, not keep three astronauts alive for the time that it’d take to travel back to Earth.

Annoyingly, the CM and LM scrubber canisters had different dimensions that prevented the astronauts from simply availing themselves of the CM scrubbers. This was fortunately nothing that some solid arts and crafts experience can’t fix, and the CM canisters were made to work using plastic manual covers, duct tape and whatever else was needed to bridge the gaps.

With all the essentials dealt with as well as possible considering the circumstances, the three astronauts set in for a very long and very cold wait. As most systems were shut down to preserve every bit of energy there was little any of them could do against the cold of space itself seeping into the LM even as moisture condensed on all surfaces.

Before nearing Earth, Lovell and his crew were tasked with configuring the LM’s navigation computer in preparation for final approach, as well as starting the CM up from its cold shutdown. With every step of this re-entry and required separation of the SM, CM and ultimately the LM being completely unlike the normal procedure that they had trained for, there existed significant uncertainty about how well it all would work.

Fortunately everything went off relatively without any issues and on April 17 of 1970 all three Apollo 13 astronauts made a soft splash back on Earth. This would also be Lovell’s fourth and final spaceflight.

Retirement

Apollo 13’s capsule splashing down on April 17 1970. (Credit: NASA)
Lovell would retire from the Navy and the space program on March 1, 1973. For decades afterwards he’d serve as CEO, president and similar roles for a range of companies before retiring in 1991, only staying on the board of directors for a number of corporations including the Astronautics Corporation of America. With the fame that Apollo 13 had brought him and his two fellow astronauts none of them ever fully left the public eye.

A number of films and documentaries were made about the Apollo 13 mission, which was termed a ‘successful failure’. Lovell would make a number of cameos, with the 1995 film Apollo 13 based on Lovell’s book Lost Moon being one of the most notable examples.

With Lovell’s death, Fred Haise is now the last remaining member of Apollo 13 to still be alive, after Jack Swigert died from cancer in 1982.

Although a lot has been said already about Apollo 13 nearly ending in tragedy, including its auspicious number in many Western cultures, it’s impossible to deny that this mission’s crew were among the luckiest imaginable. In the dark and cold of Space, trapped between Earth and the Moon, they found themselves among the best friends imaginable to together solve a puzzle, even as their own lives were on the line.

If the oxygen tank had exploded on the return trip from the Moon, all astronauts would have likely perished. Similarly, if any of the other events during the mission had played out slightly differently, or if another emergency had occurred on top of the existing ones, things might have turned out very differently.

If there’s anything to be learned from Lovell’s life, it is probably that ‘luck’ is relative, and that team work goes a very long way.

hackaday.com/2025/08/12/rememb…

Uso spesso podcast e video di persone di madrelingua inglese per migliorare la conoscenza della lingua.

Mi piacerebbe restituire il favore.

Ho pensato che magari da qualche parte sul pianeta c'è qualcuno che studia italiano a cui potrebbe fare altrettanto comodo avere uno sparring partner, quindi non podcast e video ma vere conversazioni on-line (gratuite).

Non so da che parte partire per far arrivare la notizia a chi potrebbe essere interessato, voi come fareste?

Si tratta di un latitante 44enne, ricercato dalle autorità italiane per i reati di associazione a delinquere finalizzata al traffico internazionale di sostanze stupefacenti con le aggravanti connesse a due distinti tentativi di importazione di ingenti quantitativi di cocaina dal Sudamerica.

E' ritenuto legato alla 'Ndrangheta. E' stato catturato in un appartamento nel quartiere residenziale di Cali.

A carico di Starnone è stata già emessa una sentenza di condanna a 5 anni e mezzo per reati di droga. L'uomo è stato catturato dalla polizia colombiana mentre si trovava in un appartamento nel quartiere residenziale nel capoluogo del dipartimento Valle del Cauca.

Essenziale l'apporto del progetto INTERPOL Cooperation Against ‘Ndrangheta (I-CAN).

Si tratta di un'iniziativa lanciata dall'Italia e dall'INTERPOL nel gennaio 2020 per contrastare la minaccia globale rappresentata dalla ‘Ndrangheta, come noto un'organizzazione criminale transnazionale altamente organizzata e potente.

Finanziato dal Dipartimento della Pubblica Sicurezza italiano, il progetto mira a rafforzare la cooperazione internazionale tra forze di polizia sfruttando le capacità dell'INTERPOL di condividere intelligence, competenze e best practice, trasformando così le informazioni in arresti e smantellando le reti criminali.

Avviato a Reggio Calabria l'obiettivo principale del progetto è stato - da subito - quello di istituire un sistema globale di allerta precoce contro questo "nemico invisibile". I-CAN opera attraverso una rete di paesi pilota, che inizialmente includevano Australia, Argentina, Brasile, Canada, Colombia, Francia, Germania, Italia, Svizzera, Stati Uniti e Uruguay, che si è espanso a 13, tra cui Austria, Belgio e Spagna.

Il progetto facilita operazioni coordinate transfrontaliere, come dimostrato dall'operazione globale del 2020 che ha portato all'arresto di sei latitanti legati alla 'Ndrangheta in Albania, Argentina e Costa Rica, con conseguente sequestro di 400 kg di cocaina e smantellamento del clan Bellocco. Le operazioni successive hanno continuato a dare risultati, tra cui l'arresto nel 2023 di un latitante di 16 anni, Edgardo Greco, in Francia, con il supporto di I-CAN.

Il progetto si è evoluto oltre la sua fase iniziale, con iniziative in corso tra cui la Conferenza I-CAN del 2022 a Roma, che ha riunito le forze dell'ordine di 14 paesi per definire una strategia unitaria contro la 'Ndrangheta, oggi considerata un'entità criminale "silenziosa e pervasiva" che si infiltra nelle economie legittime attraverso la corruzione e il riciclaggio di denaro.

Il successo del progetto si basa su una combinazione di condivisione di intelligence, coordinamento internazionale e utilizzo di strumenti analitici avanzati per esplorare dati provenienti da diverse fonti, consentendo indagini transnazionali. Il suo quadro continua a sostenere gli sforzi in corso, tra cui il progetto I-FORCE, incentrato sulla cooperazione regionale nell'Europa orientale e sudorientale.

#ndrangheta #ican #interpol #iforce

@Attualità e Geopolitica - Gruppo di discussione

Quel partito ha la caratteristica di riuscire a sparire completamente dalla scena per mesi, per anni, tra un'elezione (persa) e l'altra.

O governa, e sappiamo come, o sparisce completamente dalla circolazione.

Sensitive content Clicca per aprire/chiudere

Dopo che il mio account Instagram è stato bloccato e ne ho creato uno nuovo, ho ricontattato i miei vecchi compagni di scuola e, dopo tanto tempo, ci siamo ritrovati a cena insieme. Il ristorante di barbecue era davvero delizioso.