china

In its race to make advanced chips, China has tried to copy ASML. It’s going wrong

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China continues to make extraordinary progress when it comes to manufacturing its own advanced chips, but it still has a big problem: it does not currently have manufacturing equipment. extreme ultraviolet photolithography (UVE) own. Of course is working in the development of this technology, and one of the strategies it is following to overcome this challenge is unique… and almost obvious. Reverse engineering. In his 2010 book ‘Copycats’ Professor Oded Shenkar argued that it is often the case that imitators end up triumphing over innovators. Although in the West the view is the opposite, in China there is a positive view of copying and reverse engineering processes are an important tool to copy technologies. That is what the country has supposedly tried, as indicated in The National Interest (TNI). From producing for the world to producing for themselves. Already we review the conclusions from the book ‘Apple in China’, which is a perfect example of how by delegating production to China, Western companies have ended up contributing to the country’s development and its specialization. The trade war has logically made China now seek its independence in the face of the vetoes it is suffering from developing its own technological solutions. From UVP to UVE. There has already been significant progress in this area, and recently we counted as a Chinese manufacturer already has a prototype of a UVP machine (deep ultraviolet) for the creation of relatively advanced chips. If there is a crucial challenge to be able to create these even more advanced chips, it is power. have UVE photolithography machinesbut having that first problem solved is important to make the leap to EUV technology. And this is where something unique has been discovered. Let’s see how it works inside. As revealed in TNI, it has been revealed that China has been “caught” trying to reverse engineer a machine ASML UVP Photolithography. Not so much to mass produce these machines, sources indicate, but because Chinese technicians are trying to learn how they work in order to replicate them and, from them, develop more advanced machines and chips. It’s not broken just because. However, it seems that when disassembling one of these ASML systems, Chinese technicians damaged it. That made them notify the official ASML technicians to solve the problem. When they arrived, they discovered that the machine had not simply broken, but that the Chinese had tried to dismantle it and then reassemble it. ASML’s de facto monopoly. ASML’s UVE photolithography machines are considered the most complex and advanced in the world, and the truth is that today the Dutch company has a de facto monopoly with such systems. It is these machines that allow access to the production of the most advanced chips – such as those used in NVIDIA’s modern AI accelerators – and have become the true bottleneck of the semiconductor industry. Beyond the damaged machine. The incident reveals two crucial points. The first, Beijing’s extreme urgency to be able to control chip production from start to finish. The second is that the challenge of creating these machines goes beyond mere hardware copying: lithography systems require extraordinary technical mastery of components such as precision optics or materials science. Too many obstacles? China may have brilliant engineers, but ASML machines also have a highly specialized supply chain which undoubtedly makes it difficult for such a machine to be built entirely in China. A good example is Zeiss SMTthe German company that supplies the ultra-precision optical systems and mirrors needed for UVE and advanced UVP photolithography systems. A long way to go. This supposed problem reveals the difficulties that China is going through in order to have machines with advanced photolithographic technologies. At Nikkei Asia They were already talking in July about how complex it is to achieve a “Chinese ASML.” In this analysis they cited Didier Scemama, director of hardware research at BofA Global Research, who estimated that China still has years to achieve something like this. “It may take 5, 10, 15 years, we don’t know. Will it be competitive with what ASML does? It’s highly unlikely, but it will be good enough for China.” Image | Zeiss In Xataka | Holland has just declared war on China in the most important battle of the century: control of semiconductors

China has taken a new step in its high-speed race. The CR450 has just reached a new milestone in its tests

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China has spent years perfecting machinery that not only symbolizes speed, but also industrial precision. Its last exponent, the CR450has shown the scope of that search: in its most recent tests, two trains reached a combined speed of 896 km/h at the intersectiona new record in the Chinese system. It is not an isolated gesture, but a step within the innovation program launched in 2021 to raise the bar for high speed with more reliability and performance. The new registration was confirmed on October 21. During tests on the high-speed line connecting Shanghai, Chongqing and Chengdu, two CR450 trains crossed each other, reaching a relative speed of 896 km/h. In the same test campaign, one of the prototypes once again reached 453 km/h per unit, equaling the record set in 2023. The tests, they explain, are part of the “evaluation operation” that is currently being carried out on the Wuhan–Yichang section, a prior step to a more demanding phase scheduled for 2026. Speed ​​is on the table, but the operation is not yet At first glance, it might seem that two trains traveling at 453 km/h should add up to a crossing speed of 906 km/h. In practice, testing conditions prevent this. As China Railway Group explainedthe exact moment when both units are on parallel tracks it only lasts a few secondsand getting them to maintain the same speed at that point is extremely complex. For safety reasons, technicians increase speed gradually, ensuring stability and synchronization before attempting new records. The CR450 is not an isolated project, but one more piece of the railway plan that China launched in 2021 to raise commercial speed to 400 km/h. The challenge is not minor: maintaining that pace without increasing consumption or noise. Before entering service, the prototype must complete 600,000 kilometers of tests under real conditions, an essential requirement for its certification. This year, trials have extended from the Chongqing to Qianjiang sections to the Wuhan–Yichang line, where technical teams continue to fine-tune the train’s behavior in prolonged use scenarios. How Sina collectsmuch of the CR450’s advancement can be understood by looking inside its engineering. The train incorporates permanent magnet motors with a total power of 11,000 kW. The weight has also been reduced about 50 tons thanks to the use of carbon fiber and magnesium alloys, and the aerodynamic profile has been optimized with a longer nose, 15 meters. They claim that at 400 km/h, the noise level inside the car barely reaches 68 decibels. Although the CR450 has already demonstrated its technical capabilities, its commercial deployment remains without a clear destination. Today there is no operational line in China prepared to travel at 400 km/h. The first that contemplates this possibility is the Chengdu–Chongqing Central Line, approved in 2021 with a base design of 350 km/h and adaptable sections for future tests at higher speeds. According to China Economic Newsthe plan is that next year the train will undergo a more demanding testing phase there, the closest so far to a real service scenario. The development of the CR450 is divided between two of the main railway manufacturers in the country. The CR450AF version has been built by CRRC Qingdao Sifang, while the CR450BF is built by CRRC Changchun. Both They share an eight-car configuration —four engines and four trailers—. Official information indicates that they incorporate advanced communication and braking systems, as well as high stability bogies designed to maintain balance even in extreme speed tests. The immediate future of the CR450 passes through the aforementioned line, where over the next year it will undergo tests closest to real operation. There is still no confirmed date for its entry into service, and those responsible for the project emphasize that the priority continues to be technical validation. For now, we have to wait to see if all the promises of the program materialize and if the new train manages to transfer its laboratory achievements to the operational field. Images | China Railway Group In Xataka | The shortest launch in history: a million-dollar luxury yacht sank just 200 meters from the dock

not only its drones come from China, but also Ukraine’s latest army

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In the month of October there was an anomaly for Ukrainian troops. Reconnaissance drones began to spot unknown figures among Moscow’s soldiers. It was known that there were north koreansbut a new front began to increase as the days went by: Cubans. Now, in an unpredictable turn of events, kyiv is being joined by a most unexpected group: Chinese. Why are there Chinese? The story was told in an extensive report by The Guardian newspaper. Although the contingent is still small, they speak of a few dozen, the very existence of Chinese fighting on the Ukrainian side is politically significant because contradicts the story that Beijing, as a social bloc, massively supports the invasion of Russia. Most of these volunteers did not set out as combatants from the beginning, but rather as observers or humanitarian volunteers: they arrived, saw direct damage to civilians, and concluded that simply donating or showing compassion was not enough. Cases like Tim’swho was scarred after seeing the bodies in the kyiv children’s hospital, and jumped into combat from the simple idea that his inaction would have been worse than the risk. There is no epic in his story: there is a feeling of moral urgency and the point of no return once the violence is seen in the first person. Disenchantment as a driving force. He explained the British media that these decisions are not only born from the war, but from a previous trajectory of personal wear within China: unemployment structural, feeling of vital stagnation, deterioration of freedoms and closure of civic space after the pandemic. Both Tim and Fan, another of the combatants, they express the same with different languages: to stay was to remain tied to a life that for them was not moving forward and that, as they saycould not be questioned publicly. War, paradoxically, offers them what they lacked: the ability to act, a real transformation of their own destiny and an environment where, although there is enormous physical risk, there is also room for personal decision. At least for them, it is more rational to risk their lives on a foreign front than to remain “frozen” in their country with no option to change. Public opinion. A investigation Tao Wang of Manchester Metropolitan University concluded that 80% of Chinese Respondents held pro-Russian views during the first year of the war and that “government-controlled media managed to influence public opinion in favor of Russia” as the war progressed. The volunteers they described an ecosystem where the pro-Kremlin narrative seemed the only one that circulated without cost, while sympathizing with Ukraine was seen as “deviation” and could bring social or legal consequences. That is why dissent seems like a rare bird: not because it does not exist, but because, according to the studyit is not safe to express it. Prudential asymmetry. Plus: the operating path is not symmetrical. There is a lot of pro-mercenary content for Russia that circulate in Chinese networks without brakes (video above), while finding instructions for enlisting in Ukraine requires bypassing censorship, using VPN and, as In the case of Fangetting to ask an AI where to start. Furthermore, the Guardian indicated that the risk to coming back is real: relatives questioned, possible ambiguous charges, surveillance. In other words, the State tolerates (and sometimes facilitates) the pro-Russian participationbut forces those who decide otherwise to go underground. This difference in cost explains why the pronuclear group with Ukraine is small, although it does not invalidate its relevance as a symptom. Limited military value. There is no doubt, militarily, these few dozen do not change the balance of the conflict. Symbolically, they confront part of the official discourse. They demonstrate that the legitimacy of the Beijing-Moscow alliance It is not socially homogeneous, or it is not always so, and that there is also a layer that rejects it when it has room to act. For Ukraine, its value possibly lies in proving that even in China there are citizens who consider the invasion unjustifiable and enough to risk their lives to stop it. What are they looking for? When the Guardian I asked them why take risks for a foreign country, the answers were not geopolitical but vital: the idea of ​​building a life in another environment, giving a different future to your children and/or demonstrating that your identity as Chinese is not automatically tied to the State or its foreign policy. In it Tim’s caseis also a message towards prejudices: nothing should be taken for granted about any society, much less just because the State is going in the opposite direction. Thus, the gesture of these unlikely recruits in the Ukrainian war once again demonstrates that the sides are invisible. If the Cubans went to Ukraine for an issue purely economicthe Chinese seem to do it for a much more vital issue. Image | LAC Chad Sharman, IToldYa In Xataka | Ukraine brought its drones closer to the Russian army. Their surprise is capital: the North Koreans are now Cubans with an irresistible promise In Xataka | In 2023, a pilot from Ukraine had an idea for Star Wars. Not only did it go well: his kamikaze plan has rewritten the war manual

A factory in Ireland made a fortune selling baby formula to China. Until the Chinese stopped having children

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If China’s demographic crisis is not reversed, if the world’s factories shrink and nothing stops the bleeding, its decline will drag and have effects throughout the world: from cost increases in consumer goods (telephones, footwear, electric vehicles) to inflationary pressures due to lower manufacturing efficiency. As an example, a “button”: thousands of kilometers from China, an entire population is already suffering from the lack of babies in Beijing. In Ireland, no one imagined a situation like this. Industrial mirage. For years, the small Irish town of Askeatonin County Limerick, found his redemption in a factory that produced gold dust. It wasn’t a metaphor. Infant milk was produced on Nestlé production lines for the chinese marketa product so profitable that some workers nicknamed it “the white cocaine” of the town. Overnight, that business transformed a town forgotten by modernization into a prosperous enclave, where credit flowed easily and employment was synonymous with stability. But when the Swiss managers arrived two years ago with the closure announcementdisbelief took over everyone. Nobody could conceive that such a modern plant, the result of a million-dollar investment, would simply be closed. Rely on China. Nestlé attributed the decision to a macroeconomic reason: he birth rate crash in China. The number of births had fallen from 18 million in 2016 to just nine million in 2023, and demand for foreign infant formula was sinking. However, The New York Times said that among the 1,100 inhabitants of Askeaton the official version did not convince. There were those who suspected that the multinational was simply responding to a Chinese demand: to move production to Asian territory itself. The argument made sense. For years, Nestlé had closed markets in Europe and the Middle East to concentrate exclusively in China. “We put all our eggs in one basket.” remember the diary Oliver Scanlon, one of the veterans of the place. And although the business experienced its golden age with that turn, everyone understood too late what it meant: China was not only buying the product, it was also learning how to manufacture it. Silent learning. The workers recount how every year Chinese auditors arrived, curious to the extreme, writing down every technical detail of the industrial process. Sometimes they even visited neighboring farms, taking an interest in dairy production methods. “They came to learn,” counted rancher Tim Hanley. “They can produce everything, and their goal is self-sufficiency.” Ultimately, what happened at Askeaton was the consequence of a repeated pattern: the initial enthusiasm for the Chinese market ended with the transfer of knowledge and the relocation of production. In November 2023, just a month after announcing the Irish closure, Nestlé obtained authorization to open a twin plant in Suzhoueast of China. While justifying the closure due to the drop in birth rates, the company proclaimed that the Chinese market “continued to be the largest in the world by absolute number of newborns.” Jobless. The Times remembered that the closure of the plant has left a visible scar. The machines stopped last month and, unless someone purchases the facilities for the 22 million euros at which Nestlé has valued them, the doors will close permanently in March. Layoffs, severance packages and outplacement programs have not compensated for the sense of loss. The factory was the invisible engine that made local businesses run, from Seán Moran’s hardware store to the credit union, which for years granted loans with only a payroll as collateral. “It was a good salary and the town prospered,” admits Patrick Ranahan, head of the entity. “But we knew it could disappear from one day to the next.” From globalization to dependency. He Askeaton’s case It is an example of the vulnerability of local economies in the era of globalization. The sudden success, sustained by Chinese demand, masked the fragility of a model based on a single customer and a single market. What began as a story of international cooperation ended up being technology transfer disguised as prosperity. In the process, China not only bought the product, but also the knowledge, and when it was ready to replicate it, it simply cut the tie. For Askeaton, the “crown jewel” has become a symbol of a bitter lesson: in global commerce, the shine of success can fade as quickly as the foam on the powdered milk that fed them for half a century. Image | Nestle In Xataka | The great paradox of China’s demographic crisis: its origin is due to a policy that worked too well In Xataka | China knows that its population is going to collapse but it already has a long-term plan to solve it. Of course, thanks to AI

No, China has not turned off the tap on batteries for electric cars. The reality is much more complex

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China is, to the electric car, the child who arrives with the ball after having a snack. He is, in fact, the boy who has the ball, a regulation soccer field at home and lets in whoever he wants when he wants the most. Or that’s what we might think if we take into account its leadership in the supply chain, access to rare earths and battery production. The last step is to maintain greater control over lithium and, in the future, solid-state batteries. But to what extent is it true? The latest. A few days ago, China announced important changes when it comes to its exports. Among them, he confirmed that he was going to monitor the licenses that allow the export of vehicleswhich was understood as a way to prevent manufacturers without experience or infrastructure in the destinations from selling cars that they later cannot service. In the same way, has announced restrictions to the export of rare earths. My colleague Javi Márquez explained that “the country will be able to decide what is exported, to whom and for what purposes, under national security criteria. Applications for military purposes will bein principle, denied, while those related to semiconductors or artificial intelligence will be examined on a case-by-case basis. The last movement is related to the exports of batteries for electric cars and the music points to a similar melody. Starting November 8, licenses will be issued to export lithium batteries and graphite anode material compounds. Once again, it points to issues of national security and response to protectionist policies in USA and Europe. No batteries or equipment. With these new licenses, China will control both the finished product that is intended to be exported abroad and the equipment necessary to produce these compounds outside its borders. In summary, the following is controlled: Lithium batteries, cells and battery packs with a density greater than 300 Wh/kg. The equipment and technology to produce the above items. Iron phosphate and lithium needed to produce cathode materials. Also nickel-cobalt-manganese hydroxide and nickel-cobalt-aluminum hydroxide and lithium-rich manganese-based cathode materials. The equipment to produce all these compounds. Graphite anode materials The equipment necessary to produce them. The reaction? Numerous experts They have emphasized that these new licenses have the true objective of reducing and limiting exports to stop the advance of Chinese competitors in the electric car industry. Investors have understood the same and in Reuters They reflected the consequent fall in the stock market of giant battery producers such as CATL but also of vehicle manufacturers such as BYD. In South China Morning Post They also mentioned China’s intention to maintain its leadership in the electric car market. Putting the magnifying glass. But is it true that China is doing everything it can to torpedo its rivals? According to the International Energy AgencyChina manufactures three out of every four batteries for electric cars. However, the limitation of a density greater than 300 Wh/kg is not coincidental. Walter Zhang, senior analyst at Fastmarkets, points out that batteries for electric cars are really not in danger. “The policy ensures that the export and sales of NCM (230-280 Wh per kg) and LFP (160-210 Wh per kg) batteries for electric car application are not affected,” explains in this article. And he points to another point of view: “the measures may be more aimed at restricting smaller companies from entering into technology exchange agreements with Western partners.” Module and pack production equipment is not under this new regulation either, so It won’t impact that much either. in production abroad. So? If the majority of electric car batteries are not affected, what is the point of these restrictions? Everything indicates that there are two ultimate intentions when it comes to lifting this tighter control over the batteries. The first is to increase control over the export of batteries that can be used in military vehicles. In an increasingly tense international context, the State is guaranteed to have greater knowledge of who wants and can export but also in what quantities and for whom. The second thing is that as investments in research bear fruit, the next step should be the production of denser batteries. Batteries that would store more energy in less space. And there, the solid state batteries they are projecting themselves as the great leap in quality in the electric car market. Solid State Batteries. Solid-state batteries promise to be the definitive big leap for the electric car. With them, the manufacturers claim, an electric car will be able to travel more than 1,000 kilometers between recharges. They are also more powerful, safer and will suffer less degradation caused by charging cycles. Nothing sounds bad except that producing them is, at the moment, extremely expensive. Both companies and Toyota has already been lowering its expectations pointing out that it will be a type of compound that can only be included in vehicles with a very high price range. Again, ahead. And although Toyota says it has made progress in these compounds, Nissan has been researching them for years and Mercedes says it already has one (which obviously cannot scale) it seems that Chinese manufacturers once again have the lead. MG assures be very close to mass producing them. BYD too ensures that it can put them on the market in the short term. And beyond the promises, NIO has demonstrated that its semi-solid state battery (a previous step before reaching these energy accumulators) can travel a thousand kilometers without stopping to recharge. China controls the supply chain of the materials to produce these batteries but also the equipment that can produce these compounds. It seems that the measure is aimed at putting obstacles in the way of mass production of an innovation that can change the automobile market. free way. As we have seen, control over exports opens the door to selling current batteries for electric cars outside the country. It makes sense, now that Chinese companies like CATL have reached agreements with giants like … Read more

China has always dreamed of a “Polar Silk Road” so that its ships reach Europe sooner. It is already a reality

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Monday was an important day in Felixstoweone of the largest container ports in the United Kingdom. Towards the end of the afternoon, their workers saw the silhouette of the Istanbul Bridgea container ship loaded with lithium batteries and parts for the photovoltaic industry. In itself, the appearance of the Istambul did not represent anything new, the curious thing was where it came from or (more precisely) where it arrived: with its arrival at the docks of Felixstowe the ship completed a historic voyage of 20 days through the Arctic Ocean. Its journey to the British coast has allowed China to take a key step in achieving one of his big dreams: a ‘Polar Silk Road’ with Europe. What has happened? That China has achieved a milestone in maritime trade. Perhaps more symbolic than decisive, but still important. Late on Monday the container ship Istanbul Bridge arrived in the United Kingdom after a trip that had started 20 days before in Ningbo-Zhoushana very important port hub on the coast of the East China Sea. So far nothing strange. The key is that the Istanbul Bridge did not reach Felixtowe in the usual way, after detouring south to cross the Suez Canal and advance through the Mediterranean and the Atlantic towards Europe. No. He did it on the voyage that took the ship through northern waters, through the icy Arctic Ocean and the North Sea. AND that is relevant. Why is it important? The Istanbul, a ship with capacity for 4900 containers standard (TEU), 299 meters in length and flag of liberia (although in reality it has operated bound to the Chinese Sea Legend and Haijie Shipping) it is not the first ship that sails along what is known as the Northern Sea Route, but its voyage has had a special meaning. As remember CNNthe first ships loaded with containers began sailing through the Arctic more than a decade ago, but it is normal for them to do so on special and specific trips. The Istanbul Bridge has another approach. Since his departure from Ningbo-Zhoushan has been presented as proof that the northern route can be used as “a traditional line service”, with commercial stops. “It’s something we haven’t seen in the Arctic until now,” recognize Malte Humper, from the Arctic Institute. The ship took 20 days to complete its journey between China and the United Kingdom loaded with about 4,000 containers and its objective, beyond Felixstowe, is to unload merchandise in other ports in Germany, Poland and the Netherlands. As required According to the Chinese agency Xinhua, the ship was mainly transporting lithium-ion batteries and parts for the photovoltaic industry, goods that are sensitive to heat and in which delivery times are a strategic factor. And why this interest? Because the ultimate objective is not to stop at the feat of the Istanbul Bridge, but to promote the trade route known as “China-Europe Arctic Express”, an itinerary that connects first-class ports such as Ningbo, Shanghai, Qingdao, Dalian, Felixtowe, Rotterdam, Hamburg and Ganks. In fact even Ningbo Customs has referred to the expedition as “the official opening of the first China-Europe Arctic Express container route.” State broadcaster CCTV it is very clear in fact when referring to the voyage of the ship. In his opinion, “it represents the maiden voyage of the first Arctic express container route between China and Europe and demonstrates the commercial viability of the Northwest Passage.” High North News precise that at least for now the route will be seasonal and the shipping company Haijie Shipping plans a single sailing in 2025 (the navigation window is still limited and lasts a few months), but the company seems to have noted the interest of manufacturers and shipping platforms. e-commerce. Is it that interesting? Yes. And it is because its main advantage is speed. The container ship has taken only 20 days to complete its journey, two more than those initially planned. The reason for the delay was a storm passing through the Norwegian Sea that forced him to slow down. Despite this, it represents a notable time saving on China-Europe trips when compared to other much more established alternatives in the sector. As remember Xinhuathe China-Europe Express Railway requires 25 days of travel, transporting goods through the Suez Canal route requires 40 and doing so through the Cape of Good Hope 50. “Trade between China and the European Union has remained strong despite the volatility of the global trade landscape and having a third route, in addition to the traditional shipping corridors and the China-Europe rail service, will bring stability and inject new vitality into bilateral trade,” highlights Cui Hongjianfrom the China Institute of International Studies in Global Times. The Asian newspaper (linked to the Government) does not leave much room for doubt in its report on the Istanbul Bridge: “It represents an emerging international shipping artery of great value to optimize the global supply chain.” Why right now? For several reasons. The main one, because the Arctic of 2025 is not the same as the one of three, four or five decades ago. And it probably won’t be the same in the future either. As climate change progresses and ice fractures and melts, the Arctic is gaining interest as a navigable space. Nikkei assures that its loss has caused the number of ships accessing Arctic waters to have increased by nearly 37% while the total distance traveled has doubled. All in the last 10 years, according to the data managed by WWF. More factors come into play, the reinforced interest that the European market has gained for China in the midst of a tariff war with the United States or the challenges that maritime traffic has encountered in other latitudes, such as the Suez Canala key logistics point that has demonstrated its vulnerability. The northern route also offers extra advantages, such as considerable time savings for shipments destined for Christmas shopping in Europe and low temperatures. Are they all advantages? At all. Perhaps the Arctic has changed, … Read more

Big tech companies are fleeing China like the plague. Their future depends on it

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The growing tension between China and the United States is causing a stampede among big technology companies. Apple already made a move at the beginning of the year and now Microsoft and Amazon follow. They are not the first companies that They move from China to manufacture in other Asian countriesbut this migration is different as they are trying to eliminate China from the entire supply chain down to the smallest component level. What is happening. They count in Nikkei Asia that Microsoft wants to manufacture most of its products outside of China and has set a limit of 2026. This movement would affect the production of Microsoft Surfaces and especially data centers, since it is a much more sensitive product. In fact, they have already managed to move a large part of the production of server components because it is a more sensitive product, but their goal is for at least 80% of the components to come from outside China. They also want to move some Xbox production out of China, although in this case they are not being as strict. Why is it important. This move by Microsoft consolidates the trend of big technology companies moving towards independent supply chains from China. It is not a question of patriotism, it is an attempt to ensure their survival and minimize risks derived from the increasingly tense trade warsuch as interruptions in supply and price increases. Besides, in the middle of the AI ​​raceindependence becomes even more necessary. Something has changed. As we said, this is not the first time that technology companies have tried to become independent from China. The improvement in working conditions has made it not so cheap to produce there (although have found ways to retain manufacturing), so its status as the “factory of the world” has been lost in favor of other Southeast Asian countries. However, this time it is a broad movement that covers everything from assembly to materials and components such as PCBs, connectors, cables and fibers. The challenge. Moving the assembly is the easy part, but moving the entire production to the last component is a huge challenge. The date that Microsoft has set does not seem very realistic, especially considering that we are talking about a large production volume. According to Omdiadistribute about 4 million Surfaces per year. amazon. AWS is also moving towards ‘non-Chinese’ production for its AI data centers. They were considering reducing the presence of SYE, their printed circuit board supplier, but realized that it was not so easy to replace them. They are companies with which they have a relationship for decades and offer good prices, as well as quality and great production capacity. Google. Those in Mountain View are also embarking on a similar path. According to Nikkei, they are asking their suppliers to expand server production in Thailand. At the end of 2024 we learned that They planned to invest 1 billion dollars and it seems to have paid off because they have managed to double their production capacity with four new facilities. Image | Flickredited In Xataka | The problem is not that Europe has “expropriated” Nexperia from a Chinese company: it is that it approved its sale just a year ago

import “capsule houses” from China

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Spain needs affordable housing. A lot. Hundreds of thousands, according the estimates of the experts who have calculated the hole that the country would need to cover to get out of the housing crisis in which it has been immersed. That is why it is not surprising that solutions like the one that has just been launched a company of Pontevedra generate expectation inside and outside the sector. Their bet consists of neither more nor less than importing small “capsule houses” Chinese that can be installed in just a few months and are available for a few tens of thousands of euros. The question is… Will they help solve the problem? What has happened? That the Spanish real estate market adds a new residential solution. That is news in itself in a context marked by pronounced imbalance between supply and demand and escalation of prices. However, in this case there is another reason why the advertisement has aroused interest: what it offers Caslua Importa company located in O Grove (Galicia), is a solution that stands out for its costs and times. In fact they use a quite descriptive term. What they sell is neither more nor less than “capsule houses”. Capsule houses? Exact. To be more precise, “modular capsule houses”a term that gives a fairly precise idea of ​​what this Galician company offers. His online catalog It is divided into two categories: houses and modules. All prefabricated and with a range of sizes ranging from 5.8 meters long by 2.2 wide and 2.4 high (it even has smaller modules for offices) to structures of more than 11 meters and almost 40 m2 with a living room, bathroom, bedroom and terrace. Shapes, sizes and features change between some models and others, but philosophy is always the same: “Compact, efficient housing solutions ready to respond to the needs of housing, work or entrepreneurship.” In fact, those in charge usually emphasize two ideas: costs and times. The price range moves between 25,000 and 80,000 euros and the house would be ready in a few months. “In less than three you can have a fully assembled house to live in,” assures one of the founders of the firm, Antonio Luaña. “Manufacturing periods are around 30 days and then 60 days of transportation.” What are they like? It depends a lot on the model, but the company insist in that the capsules are modular, sustainable and can be adapted to be “self-sufficient”. After presenting its offer in media such as The Sixth, Antenna 3 either The Voice of Galiciathis week the signing showed to a hundred businessmen, politicians and neighbors a 38 m2 capsule home installed in O Grove and that includes a bathroom with a jacuzzi, a small kitchen with an oven and hob, a living room and a double bed. “It is around 85,000 euros. If you take away things from what it has, it can be around 73,000. Prices vary, but the structure is the same,” Luaña points out. Who makes capsule houses? The news shared by Caslúa assure that these are homes manufactured in China and that the Galician firm is dedicated to marketing them in Spain and Portugal. “When I went to China and saw them, I thought: How is this not in Spain? We have to take it,” Antonio tells. A quick search shows that in the Asian giant they work this type of small format residential solutions. Glamini includes different modelsalthough it is also dedicated to the manufacture of floating houses or cabins. Is it something new? Yes. And no. To start the concept of “capsule house” can be traced in foreign markets and in recent months there has been talk about them in other regions of Spain, such as Navarre. In China it is also possible to find several manufacturers. Even AliExpress they have launched its marketing. The undeniable thing is that the concept has aroused interest and joins a wave that goes beyond the “livable capsule” concept: that of the search for new forms of construction that make it possible to meet the high demand for housing. In recent years it has been gaining strength, for example prefabricated housingindustrialized and modular, which speeds up construction times without the owner having to give up configuring his residence. It is no longer just a matter of individuals betting on that formula. In recent months in Spain we have also seen businessmen resorting to that same solution to raise a multi-story hotel (it happened in Zaragoza) or even to institutions getting interested for her. Are they all advantages? The important thing is to know the characteristics of each option. And assess issues such as costs. For example, if we talk about a 38 m2 capsule that costs 73,000 euros, the square meter costs 1,900 euros, which (even assuming that this price includes the equipment) is noticeably above of the prices that are handled in some markets in Spain. Not to mention that to install a capsule it is necessary to have land that meets all urban planning requirements. The TVG network remember For example, even though they are modular houses, they cannot be installed on rustic land, unless they are linked to an agricultural operation. Images | Caslua Import In Xataka | Prefabricated houses have always been substandard housing. Now many governments are promoting them in the face of the crisis

Europe approved the sale of Nexperia to China in 2024 after “assessing risks.” Someone miscalculated

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Less than two years ago, European authorities assessed the risks of China controlling Nexperia through Wingtech and gave the green light. This week, The Netherlands has used a 1952 emergency law to confiscate that same company claiming that it is strategic for European security. Why is it important. Worse than being too rigorous or too lax is lurching. Europe has proven to lack a consistent criterion on what is strategic and what is not. This inconsistency comes at an enormous cost: any company that wants to invest in technology sectors in Europe now knows that the rules can change retroactively, without prior notice, under external pressure. And that scares away investments. The contradiction: If Nexperia was so strategic for Europe, why was it allowed to be sold to a consortium backed by the Chinese government in 2017? If it wasn’t then, what has changed now to justify a seizure using a law created for supply crises? The only possible answer is that someone miscalculated very, very badly. Between the lines. He editorial of Financial Times He puts it bluntly: Holland made a mistake in approving the sale, and is now trying to correct it. The problem is that this lurch sets a toxic precedent. You can pass all the regulatory filters, invest billions, operate for years under European supervision and suddenly the State decides that it was wrong. When Wingtech bought Nexperia in 2019European regulators had plenty of time to block the operation. They didn’t do it. For years, Nexperia has operated in the Netherlands, manufacturing millions of components annually for the European automotive and consumer electronics industry. Everything legal, everything supervised, everything approved. turning point. What has changed is not Nexperia’s technological capabilities or its strategic importance. What has changed is the geopolitical pressure: The United States blacklisted Wingtech in 2024. In September 2025, the US government extended restrictions to all subsidiaries of sanctioned companies. Court documents in the case suggest that the Netherlands acted under American pressure, not because of its own risk assessment. Yes, but. Wingtech is right about one thing: this is “excessive interference driven by geopolitical bias rather than fact-based risk assessment.” It’s the exact opposite of what regulators did when they approved the sale. So they did evaluate risks with facts. Now they confiscate for geopolitics. The money trail. Nexperia invested in its European facilities under Zhang Xuezheng. The company kept production in Holland, created jobs, paid taxes. He did exactly what an investor is supposed to do. The reward has been a confiscation by a 1952 law and a CEO suspended without formal accusations of mismanagement until it was convenient to find them. The case has an additional twist that is dangerously reminiscent of Huawei in 2018-19: First come Western restrictions for national security. Then the Chinese countermeasures. Days after the Dutch intervention, the Chinese Ministry of Commerce has banned Nexperia from exporting certain components from its Guangdong plant. The company is now caught between two countries that do not speak to each other. Huawei was gigantic and could hold its own. Nexperia is medium and we’ll see what happens with it. At stake. There is… 12,500 employees without knowing what will happen to their jobs. A CEO suspended in Amsterdam. An export veto from China. European automobile customers dependent on their chips. All this because less than two years ago someone approved a sale after “evaluating risks” and now it turns out that those risks were unacceptable. If Europe wants to attract technological investment, it needs clear and stable criteria on which sectors are strategic. What it cannot do is approve operations for years and then seize companies when the geopolitical wind changes. That is not protecting technological sovereignty, it is improvisation disguised as national security. Featured image | Nexperia In Xataka | China is taking a giant step in its quest for technological self-sufficiency: its own EDA software

China is taking a giant step in its quest for technological self-sufficiency: its own EDA software

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A company called Qiyunfang just done a unique presentation at the Bay Area Semiconductor Expo held in Shenzhen, China. In it he has presented two EDA platforms. And with them it has opened the door to something in which the Asian giant totally depended on the US: designing your own chips. What is EDA. Electronic Design Automation (EDA) software is the fundamental tool and the gateway to be able to design chips and printed circuit boards (PCBs). Historically, this segment has always been dominated by American companies: Synopsys, Cadence and Mentor Graphics / Siemens EDA were the absolute references. They “translate” the ideas of the engineers who design the chips, and convert them into functional plans that manufacturers such as TSMC or SMIC can manufacture. Who is Qiyunfang. This company, founded in 2023, is not just any one: it is SiCarrier subsidiarywhich in turn collaborates with Huawei Technologies. As if that were not enough, SiCarrier is a semiconductor manufacturer that has financial support from the Shenzhen government. The US had China tied. In May of this year, China began to block the export of its rare earths, and the United States responded with a blockade that was equally harmful to China: the aforementioned American companies They could no longer sell their services and their EDA software to its Chinese partners. It was one of the most effective ways to “strangle” the Chinese semiconductor industry: if you can’t design the chip, it doesn’t matter if you have factories to produce it. SMIC, for example, it’s been 20 years using Synopsys EDA design suites. With the veto he was left unable to use them. China once again opts for self-sufficiency. The solutions presented by Qiyunfang theoretically allow for domestic solutions for EDA software for both schematic designs (conceptual design) and PCB (physical design of the board). Not only that: these platforms run on a completely Chinese software stack—operating system, database, middleware. Qiyunfang is not a product, it is a break with dependency in two of the crucial stages of chip design. The key is technological independence. If these platforms comply, China will have a solution immune to sanctions, also integrated into the Chinese national technological ecosystem. The trade and technology war that the country maintains with the United States has encouraged both parties to seek precisely to avoid dependence among themselves and also with other countries. It’s the “I’ll stew it, I’ll eat it” taken to the maximum extreme. The other challenge: advanced chips. Even having its own EDA software, China still has a colossal challenge with advanced chips that use 3 and 5 nm photolithography and that take advantage of UVE technologies. They continue working on these types of systems, but until they have them, Qiyunfang’s software platforms are a fantastic option for developing more “mature” but equally important chips such as those for the automotive sector or industrial applications. China continues to move key chips. This news confirms the trajectory that Xi Jingping established with its famous “Made in China 2025” plan. It seeks to conquer the key technologies of the future: AI, robotics, automotive and of course the manufacturing of semiconductors without external dependencies are little by little a reality in the Asian giant, and this new milestone of this Chinese company seems to demonstrate it. In Xataka | Before the tariffs, China bought most of its beef from the US. After the tariffs another country has won

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