engineering

engineering is not the only challenge

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China has lifted the Three Gorges Dam, has linked Hong Kong, Zhuhai and Macau through bridgesan underwater tunnel and artificial islands, and has taken the Qinghai-Tibet railway to more than 5,000 meters of altitude. The country’s engineering has accumulated works on a scale that is difficult to ignore over the last few decades. The following project fits perfectly into that trajectory: a gigantic airport that is built on reclaimed landr. However, when we look beyond the artificial island, we discover that the challenge is no longer solely technical. To find this work we have to travel to Dalian, a port city in northeastern China where the future is built. Dalian Jinzhouwan International Airport. The complex will occupy a 20.1 km² artificial island built in Jinzhou Bay, about three kilometers from the mainland. The image can make you think of a project that is much more advanced than it really is. The airport continues under construction, although the progress recorded in 2026 shows how some of its main elements are beginning to emerge on the ground. The first phase allows us to understand the scale that the project pursues. The approved plans contemplate a 500,000 m² terminala northern runway of 3,600 meters and a southern runway of 3,400, in addition to the necessary facilities for cargo, maintenance and airport operations. The design has been sized to serve in 2035 up to 43 million passengers550,000 tons of cargo and mail and about 330,000 aircraft movements per year. These are capacities planned for the future, not current activity figures: this entire system will first have to be built and put into service. Having the island is not equivalent to having the airport The last major documented physical milestone came at the end of May. The underground structures of the terminal core and breakwaters C and E they were finishedwhich allowed the work to be extended to the parts that will be raised above the surface. Around the same time, authorities approved the second preliminary design and budget package, which covers the airfield, cargo area, maintenance and various service networks. There are two relevant advances: one is already beginning to be visible and the other allows the execution of the pending components to be ordered. The latest official figures allow us to qualify this feeling of progress. The report from the end of May stated in 58% the deep treatment of the soil and in 84% foundation piles of the terminal and the access viaduct. The preloading of the areas where the two runways will be built was also completed. What does this mean? It means that the soil recovered from the sea has been subjected to a compression and stabilization process, not that the runways have already been built. Much of the airport infrastructure has yet to be built on that basis. The twist appeared on June 11, during a meeting of the group in charge of coordinating the new airport and its economic zone. Local authorities highlighted the progress made, but recognized that the project still faces difficulties, challenges and blockage points that must be resolved. The message does not describe a paralyzed work or confirm specific delays, but it does break with the image of a frictionless execution. The meeting established among its priorities to maintain the 2026 calendar, accelerate complementary projects and resolve the points that still hinder progress. As the airport gains height, some essential preliminary and complementary works for the complex remain open. Dalian City Council asked to complete the pending expropriation and relocation workin addition to accelerating access infrastructure and ensuring that associated works advance alongside the main complex. The statement does not specify how many lands, homes or actions are affected. It does confirm, however, that future infrastructure continues to depend on interventions that go far beyond the island itself. The second area under surveillance is financial and administrative. The authorities want to expand financing avenues and ensure that the funds allocated to the project arrive sufficiently and on time. They have also ordered to monitor costs throughout the process, strengthen control over tenders and reduce the risks associated with contracting. The information suggests that several essential elements still require closer monitoring. None of these fronts work in isolation, and there will be the real test for the project. For now, official sources continue to show work in progress and have not reported a stoppage or general delay. The most specific official forecast, published by Liaoning Department of Transportation in January 2024placed the completion of the construction and the entry into service in 2028. The next work will allow us to see if Dalian manages to maintain it while resolving the difficulties recognized by its own authorities. Images | Liaoning People’s Government In Xataka | In 1580, Philip II wanted to better manage the water in the province of Alicante: thus the oldest reservoir in Europe was born

The prompt engineering fashion is over. Now what is important is loop engineering

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In the last three years we have seen how if you wanted to be an advanced user of AI, you had to become a prompt engineer: The way you ask the AI ​​things was vital to achieving the best results. That idea is now becoming obsolete, because an even more promising technique is beginning to emerge to make the most of chatbos. From prompts to loops. The new paradigm that has become a viral trend among developers is that of the so-called “loop engineering” (“loop engineering”) that assumes something important: that the AI ​​is going to hallucinate or make mistakes. And with this method a feedback system is implemented: a subagent generates a response, another audits it and looks for errors, and then the system automatically reruns the process until the result meets the quality standards specified by the user. AI Gurus Recommend Loops. Boris Cherny, creator of Claude Code, explained in a recent talk how he no longer writes prompts in Claude Code, but instead writes loops. “Loops do the job. My job is to write loops.” Peter Steinberger, creator of OpenClaw, agreed and commented on X that “you should not write prompts for scheduling agents. You should design loops that create prompts for your agents.” Addy Osmani, head of Google Cloud, exactly stated same idea: “loop engineering is replacing you as the person who creates the prompts for the agent. You design the system that does that instead of you.” Implacable cycle. This type of approach is what has managed to succeed in AI agents such as Claude Code or OpenClaw. The model can run code in a safe environment, test it, read error messages if they exist, and then fix those failures to get back to the beginning. AI already “reasoned”, but now it is capable of self-assessment and self-correction autonomously and independently. Steinberger put a clear example how to design one of these loops. Goodbye to the chat window. The technique is being very popular among developers, but at the same time it poses a potential disappearance of the traditional chatbot in the browser window. The value was previously in chat with AI and experiment with promptsbut now the idea is to propose automated workflows. The user only sees the initial problem and the final solution, there are no constant questions and doubts unless the user wants to refine after that final solution. Be careful with costs. The problem with this idea is that by designing a loop one can launch several subagents that work in parallel. This implies an expenditure of tokens that can be considerable, which threatens to be very expensive. The recommendation, of course, is to use subagents and loops when it makes sense. Another stage in the evolution of AI. The passing of the prompts to loops poses a new phase in the evolution of AI. ChatGPT amazed us by creating quick poems, but the process was inefficient because talking is not always the optimal route to achieve the desired result. The profession of ‘prompt engineer’ could therefore be threatened after that initial phase in which knowing how to talk to the AI ​​was the important thing. Now the powerful thing is knowing how to design those loops that end up doing everything for the user. Image | Compagnons In Xataka | Claude Code is being the big favorite among programmers. So much so that he already signs 4% of everything that is uploaded to GitHub

a colossal work of engineering that has been waiting for 150 years

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The project has lurched back and forth for decades, but Norway has finally kicked off one of its most amazing engineering feats: the Stad Ship Tunnel. It is the first tunnel in the world designed for ships to navigate inside. After many years of debatea budget that did not stop growing and a failed attempt to cancel it by the Government, the project is resurrected with approved financing and works planned to start in early 2027. We will tell you all the details. What you are looking to solve. The Stad Peninsula, on the west coast of Norway, is one of the most dangerous areas for navigation in the entire country. With no nearby islands to act as a natural barrier, the Stadhavet Sea has very rough waters, as for about 100 days a year it has waves that can exceed 30 meters arriving from several directions at the same time. That’s a problem for ships, as both fishing boats and cargo ships are forced to wait days (and sometimes weeks) until the weather eases enough to safely navigate the peninsula. Being late when transporting fish has serious consequences, since perishable products spoil, the railway network collapses as an alternative and companies in the sector lose money. “If we are going to export salmon from Trøndelag to the mainland, we cannot risk it getting stuck in Stad due to bad weather. Because it would arrive on the mainland as rakfisk (Norwegian fermented fish) and not as sushi,” counted Tore O. Sandvik, regional mayor of Trøndelag. The boat tunnel. The answer that has been gaining weight for years has been drilling the mountain. The Stad Ship Tunnel will cross the narrowest point of the peninsula (just 1.7 kilometers) between Moldefjord and Kjødepollen, in the Vanylvsfjord. With its 36 meters wide and 50 meters total height (33 meters free from sea level to the roof), the tunnel will be able to accommodate everything from small fishing boats to ferries and cruise ships, including ships on the Hurtigruten coastal route. The ships would pass through the tunnel in about 10 minutes, at a speed of 8 knots. Century and a half of history. The first sketches of crossing the Stad peninsula They date from 1874although the technology of the time condemned it to be considered a utopia. In the eighties the Norwegian government took up the idea, and in 2013 the tunnel finally managed to enter the National Transportation Plan. In 2021, Parliament gave the project the formal green light and talk began about the imminent start of works. But there was a problem: money. Lots of fights. The tunnel budget has been its biggest enemy. From the initial 267 million dollars it went to estimates of 325 million, then to 690 million in 2023 and finally to about 780 million dollars (around 8.6 billion Norwegian crowns) according to the most recent data. In October 2025 Prime Minister Jonas Gahr Støre announced the cancellation of the project within the framework of the presentation of the 2026 state budgets. “The cost will be so high that we consider it not responsible to continue with the project,” he declared then. The argument was that the country preferred to prioritize other areas, such as health, defense, or municipal investment, rather than assuming that expense. green light. The Støre Government did not have a majority in Parliament to impose the cancellation, and the pressure between the parliamentary opposition and that of more than 500 companies in the fishing, maritime, tourism and industrial sectors ended up tipping the balance. The center-left parties reached a budget agreement which includes financing to start construction. “We are ready to initiate the necessary processes to facilitate the start of works in early 2027,” counted Einar Vik Arset, director general of the Norwegian Coastal Administration (Kystverket). About 15 million dollars will be allocated for the initial phase, within a total budget estimated at around 888 million dollars (about 8.6 billion Norwegian crowns). How it will be built. “The selected contractor will then be able to begin preparations with the aim of starting works in early 2027,” assured Harald Inge Johnsen, project director. The Norwegian Coastal Administration has already evaluated the offers of three finalist consortiums: AF Gruppen, Eiffage Génie Civil and the consortium formed by Skanska and Vassbakk & Stol. If the schedule is met, the tunnel could be inaugurated around 2032. Of course, the excavation will require removing nearly three million cubic meters of rock and earth. Why it is unique in the world. Just like they point out Since El Confidencial, boat tunnels have existed since 1679, when the Malpas tunnel was opened on the French Canal du Midi. But all of them serve inland waterways (canals and ports) and have never been designed for ocean shipping traffic. The Stad Ship Tunnel will be the first in its category. According to estimates from the Norwegian Government itself, the infrastructure also promises to reduce fuel consumption and emissions by up to 60%, by eliminating long waits and forced detours around the peninsula. In Xataka | Building tunnels is very good, but in China there are regions that are doing other things: cutting mountains in half

China has launched an underwater creature into the sea that defies naval engineering

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Year 1953, the US Navy launches USS Albacorean experimental submarine whose “water drop” shape seemed so strange that it broke with decades of naval design. Many officers doubted the concept, but it ended up being just as effective underwater. that ended up influencing in practically all modern submarines built since. More than seventy years later, another image of a submarine with an unconventional silhouette once again raises the question of whether we are seeing the beginning of a new revolution. The creature that breaks the rules. The satellite images captured in a Shanghai shipyard have revealed something extraordinary: a large Chinese submarine that looks like dispense with the sail or tower command, the structure that for more than a century has been considered an almost mandatory piece in underwater engineering. The appearance of this design has attracted attention because it challenges one of the most established conventions of modern naval warfare. It is not a small experimental prototype, but rather a platform for about 120 meters in lengthlonger than many nuclear attack submarines currently in service, suggesting that China is exploring concepts much more ambitious than a simple technology demonstration. Designed to perform underwater. The main advantage of removing the candle is purely hydrodynamic. When that large structure that protrudes from the hull disappears, the submarine reduces resistance As it advances, it improves its fluidity in the water and can optimize speed, maneuverability and acoustic discretion. The less noise a vessel generates, the more difficult it is to detect it using sonar, a fundamental aspect of modern underwater warfare. Added to this is the possible incorporation of an X-shaped tailassociated with greater navigation agility and safety, as well as the probable use of an encapsulated propeller pumpjet typea technology intended for reduce further the noise during submerged operations. Images of the new submarine at the JN Shipyard in Shanghai on June 1, 2026. The importance of what is missing. Precisely because the sail has been a universal feature on modern submarines, its absence raises numerous questions. Traditionally this structure houses periscopes, sensors, antennas communications, electronic masts and ventilation systems. It also provides an elevated position for surface navigation, improves the crew’s situational awareness and can even be used in certain logistics missions or operations under the polar ice. Giving it up means accept limitations important operational functions, so Chinese engineers must consider that the benefits obtained compensate for these sacrifices or that there are technological solutions capable of replacing part of their functions. Images of the new submarine at the JN Shipyard in Shanghai on June 1, 2026. Eight years of silent experimentation. Because as they remembered TWZ analysts, The appearance of this submarine has not arisen from nowhere. The same shipyard already built in 2018 a much smaller vessel that also lacked a sail and likely served as a test bed to validate design concepts. That prototype practically disappeared from the public spotlight for years, but it now seems clear that it was part of a broader research program. The progression from a model measuring just 45 meters to a platform that rivals nuclear submarines in size shows that China has spent years perfecting this idea before taking the next step. Images of the new submarine at the JN Shipyard in Shanghai on June 1, 2026. The link with the submarines of the future. The initiative also fits with other signals recently observed in the Chinese shipbuilding industry. In 2024, the CSSC state corporation presented a concept of a large unmanned underwater vehicle whose silhouette was remarkably reminiscent of these low-profile designs. That project contemplated missions as diverse as attacks against ships, laying mines, supporting special forces or even acting as a mother ship for other underwater drones. Although the new submarine detected seems too large to be completely autonomous, the similarity between both concepts suggests that China could be developing a family of platforms based on the same design philosophy. An army in full transformation. We have been counting it. The appearance of this submarine coincides with a profound modernization of the Chinese submarine force. Beijing is incorporating increasingly advanced models, developing new submarines nuclear weapons and even experimenting with hybrid designs capable of combine different shapes of propulsion. US officials have recognized on several occasions that the quality of Chinese submarines is progressively approaching that of the most modern Western models. In parallel, the People’s Liberation Army Navy continues to expand to a higher pace that of any other navy in the world, driven by the need to project power in the Pacific, the South China Sea and other strategic regions. More questions than answers. Of course, the official name of the submarine, its internal systems or the exact mission for which it was conceived are still unknown. However, satellite images have left an impression hard to ignoreA: China appears to be testing an idea that for decades was relegated to theoretical studies, experimental prototypes and laboratory concepts. If he project prosperscould mark the beginning of a new generation of submarines where the traditional command tower ceases to be an unquestionable necessity and becomes another option within the evolution of underwater warfare. Image | X, Vantor In Xataka | The US has always been the largest nuclear power on the planet. China has already surpassed it in something: submarines In Xataka | The US Navy warns Congress: China is erecting the largest nuclear barrier in its history under the sea

Benidorm triples its population in summer and does not run out of water. The secret is a miracle of invisible engineering

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We assume that when we turn on the faucet water comes out. It is an almost automatic, everyday gesture that we rarely stop to think about. However, ensuring that this resource springs up clean and safe in Benidorm, a city that its population triples In the middle of the summer high season, it requires a true miracle of engineering and management. In the Marina Baixa, one of the regions of the Valencian Community with greater water stresscatering to millions of annual visitors is a colossal puzzle. As reported by local mediathe philosophy of those who operate this gear is perfectly summarized by Ciriaco Clemente, manager of Veolia in Benidorm: “In a territory where the pressure on water resources is structural and permanent, guaranteeing that the water reaches the tap in perfect sanitary conditions and that, once used, it returns to the environment without damaging it is not an option, it is an obligation.” The challenge of quantity and quality. The water challenge is not exclusive to the Alicante coast, it is a national problem. According to official data from the Ministry of Health (SINAC)the quality of water in Spain is increasingly threatened. The filtration of nitrates from industrial agricultural activity is saturating the self-cleaning capacity of many aquifers, putting local water treatment plants in hundreds of municipalities in check, especially in inland Spain. While much of inland Spain deals with nitrate pollution, Benidorm faces its own perfect storm: extreme seasonal demand and the threat of shortages. The city not only needs to ensure that there is enough water for everyone, but that its quality is impeccable under all circumstances, regardless of whether it comes from the Guadalest reservoir, the Amadorio reservoir or the Bajo del Algar Canal. To overcome this crisis, the tourist capital has shielded itself around two essential infrastructures managed by Veolia: the Drinking Water Treatment Station (ETAP) and the Wastewater Treatment Plant (WWTP). Beyond thirst. Water quality is synonymous with public health and economic survival. In fact, consuming water with nitrate levels close to or higher The European legal limit of 50 mg/L carries serious risks, and recent medical studies suggest that even much lower thresholds could be linked to oncological problems. Treating water to the millimeter is, therefore, a matter of life or death. On the economic level, as the newspaper highlights Informationfor the enormous hotel plant in Benidorm, opening the tap and letting water flow with total health guarantees “is not a secondary detail: it is a basic requirement to operate and to maintain the trust of visitors.” In addition, the system must be able to withstand the onslaught of the weather. According to Alicante Plazathe ETAP faces extreme scenarios after episodes of torrential rains, when the water collected arrives with enormous turbidity due to the dragging of sediments. Given this, the plant adjusts its treatments in real time. “Our responsibility does not end with there being water; it ends when that water reaches the tap in perfect condition,” says Noelia Llinares, ETAP plant manager, in these media. Leaving behind traditional management. As detailed by Veoliathe answer is in technology. A digital ecosystem has been deployed in Benidorm that includes network-wide sensors, leak detection algorithms and remote control systems. This has allowed the milestone of reducing water losses in the network to minimum levels of 5%. To support this burden, ETAP itself already received a powerful injection of more than 9 million euros in its last major expansion in 2010. But the cycle does not end at the sink. The WWTP works under a strict circular economy philosophy: used water is not waste, it is a resource. Today, 35% of the water that reaches the treatment plant is already reused, mainly for agricultural irrigation. And there is an extra factor that adds complexity: wastewater treatment plants are electricity devourers. To counteract this, María José Martínez, head of the WWTP, details that the facility uses byproducts such as biogas or sludge to generate its own energy. “The objective is clear: for the plant to become increasingly self-sufficient and for its environmental footprint to be as small as possible,” says Martínez. The next challenge: squeeze regeneration. Behind all this there is an ambitious project underway: the Regenerated Water Master Plan. The short-term objective is to take advantage of up to 2 additional cubic hectometers of regenerated water for purely urban uses, alleviating the suffocation of conventional sources and reinforcing the network against drought. Benidorm has empirically demonstrated that the high numbers of mass tourism and water sustainability are not antagonistic concepts, but rather necessary allies. In a context marked by climate change, the experience of the city of Alicante provides an inescapable journalistic and vital lesson: intelligent water management is no longer a simple competitive advantage or a green slogan. It is, purely and simply, a question of survival. Every drop counts, from the moment it is dammed until, thanks to engineering, it is regenerated to start again. Image | Diego Delso Xataka | The future of 150,000 hectares of crops is decided today. We have been fighting for decades, but the wars over water have only just begun

The CEO of logistics gives way to the CEO of engineering

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Tim Cook has announced that will step down as Apple CEO on September 1. will replace you John Ternusits senior vice president of hardware engineering. This long-awaited generational change represents an important change in the DNA of the leadership of one of the most valuable companies in the world. Why is it important. Cook was a genius of logistics, supply chain and business diplomacy. Ternus is very different: we are talking about a mechanical engineer who has spent 25 years (half of his life) designing, testing and manufacturing Apple products. Apple goes from a leader who optimized how products are made and sold to one who decides how they are conceived and built. The sign that anticipated everything. In January 2026 we say that Cook had put Ternus in charge of Apple’s design teams. The move was not officially announced, but Mark Gurman made it public in Bloomberg. It was the definitive signal and Cook’s succession had been on the agenda for some time… and Ternus was the number 1 favorite. Until then, design at Apple had functioned as an independent fiefdom, a direct inheritance from the Jony Ive era. That it became dependent on hardware engineering meant that in Ternus’ Apple, technical execution rules over aesthetics. It’s not that design stops mattering. He is no longer the king as he once was. What Ternus has achieved and what he hasn’t. Its footprint is on practically all of Apple’s current hardware catalog: Apple Silicon on the Mac. Intel’s transition to its own chips has probably been Apple’s most important technical decision in the last decade. In chip architecture, the main merit is attributable to Johny Srouji, Ternus’ replacement. In product execution (a MacBook Air without a fan, sustained performance, record autonomy, coherent integration with the SoC…), the credit goes to Ternus. We are possibly in the best Mac cycle in history. iPhone. Not everything in the iPhone is yours, but the build quality, thermal management, choice of materials, and internal integration are. iPad, AirPods, Apple Watch. He has participated in the launch of several new generations and product lines. What is not his fault is the stagnation of the iPad as a platform. That is a software and strategy problem, not the hardware, which is excellent, so we have to ask Craig Federighi and Tim Cook about it. Between the lines. The best comparison we can make here is not so much between Cook and Ternus but between Cook and… Steve Ballmer. Steve Ballmer was a sales and operations CEO who multiplied Microsoft’s revenue but missed the mobile revolution. Cook has been an operations and services CEO who has multiplied Apple’s revenue, but whose tenure has not produced a game-changing new product on the level of the iPhone or iPod. The Apple Watch took several generations to find its place, AirPods are a resounding success almost ten years later, but conceptually they are not a new category. The Vision Pro are in a limbo from which we will see how they emerge. Ternus arrives with a profile closer to the product. And that, in a product company, matters. Besides, Apple has appointed Johny Srouji as Chief Hardware Officera new position that unifies hardware engineering and hardware technologies under his command. It is important for two reasons: Srouji was about to leave. Months ago it was learned that he had informed Cook that he was seriously considering leaving the company. Apple has retained him with more power and responsibility. Confirms that Apple Silicon is the central strategic bet. Ternus’s first big decision as incoming CEO has been to shield his most valuable piece. Yes, but. Ternus inherits a company with pending tasks that cannot be resolved with good hardware alone: AI. Apple Intelligence has arrived with a notable delay (in various senses) with respect to Google, Microsoft and OpenAI. AI is fundamentally software, models and services. Ternus comes from iron. Regulation. The App Store is more controlled than ever and not only in the EU. Commissions, alternative payments and third-party stores are going to define a good part of the coming years. Tariffs and supply chain. The manufacturing structure in China that Cook has built and optimized for many years is now threatened by the Trump administration’s trade policy. The need to surprise. Apple hasn’t launched anything that evokes the ‘effect’ for a while. wow‘so common in the Jobs era. And now what. Cook, as has happened several times with the old guard, is not leaving completely. He will be executive president, focused on the relationship with governments and regulators: the same diplomacy that he has managed with reasonable success for 15 years remains in his hands. Apple does not lose Cook. It relocates it where it can provide the most value now. Ternus is 51 years old. Cook was 50 when he took office.. If Apple maintains its pattern of long tenures, Ternus may be at the helm for a decade or more. Apple’s commitment is to believe that its difference compared to Google, Microsoft and OpenAI will not be in the most powerful AI model, but in how it integrates AI into hardware that people touch, carry and use every day. That’s where Ternus has an advantage that no one else has. If that bet is correct, Apple has chosen the perfect CEO. If the AI ​​battle is won in the cloud and in models, you may have a problem. In Xataka | The foldable iPhone is getting closer every day: this is everything we know about it so far Featured image | Xataka

Einstein told us how to do it, engineering tells us it’s almost impossible

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After the success of Artemis IIscience already has its sights set on the colonization of the Moon or Mars. The problem is that, for this to be possible, it would be necessary to develop technologies that do not exist today. For example, you can spend a short time under the effect of microgravity, but if someone wanted to spend very long stays in space, much longer than those of the International Space Station, they would need artificial gravity generation systems. If not, your health could seriously deteriorate. And how is that gravity generated? Theoretically we know it, the problem is getting it. Einstein gave the first clues. In his Theory of Special RelativityEinstein described something known as the equivalence effect, which stated that gravity and acceleration are indistinguishable effects when they have the same value. That is, since the force of gravity on Earth is 9.8 N, equivalent to an acceleration of 9.8 meters per second squared, if an astronaut traveled in a spacecraft that ascends with an acceleration of 9.8 m/s², he would feel his feet clinging to the ground, even without gravity. For this reason, all theoretical projects to create artificial gravity are based on this principle. Too much fuel. One option would be the example we have seen. A rocket accelerating at 9.8 m/s². The problem is that to maintain this figure constantly unfeasible amounts of fuel would be needed. It is not something feasible. Better spinning. Given the technical impossibility of the first option, all projects aim at centripetal acceleration. That is, the acceleration that a rotating body maintains. If we were inside a ship that rotates with a centripetal acceleration of 9.8 m/s², we could imitate gravity. But there is a problem. Centripetal acceleration is equal to angular velocity squared times the radius of the spin path. As if it were the spoke of a bicycle wheel. Angular velocity is the speed at which that object rotates. If the radius is small, a very high speed is needed to achieve a given acceleration. And of course, the people inside that circular ship would end up very dizzy. On the other hand, in very large ships it would not be necessary to turn so quickly. Therefore, for a small ship it would not be viable, but perhaps something like this could be achieved if a new space station is built in the future. In fact, There is a project to build a luxury hotel in the space that would be shaped like a giant wheel. It would be constantly spinning, with the exact radius and speed to mimic the effect of gravity. Doesn’t anyone think about the Moon? The objective of lunar bases is that their inhabitants can be directly perched on the selenite surface. The same would happen with the Martian bases.. They would have to be on the surface. Therefore, it would not be viable to be inside a flying wheel. On the other hand, a wheel could be built to which the lunar colonizers would go from time to time. Just enough to reverse to a certain extent the harmful effects of microgravity. It would be like a kind of microgravity spa. This is something that a team of scientists from Kyoto University has already designed. They have named it The Glass. The consequences can be very serious. When we are not subjected to gravity, body fluids can travel to the headcausing brain inflammation and vision problems. This also affects the circulatory system, as it can increase pressure in specific vessels, such as the jugular vein. Even the heartbeat would be affected. On the other hand, by not needing to be in a rigid posture, the muscles gradually atrophy and the bones lose density. All this without counting possible neurological, balance or intestinal problems. Long stays in a microgravity situation are unfeasible, so it will be necessary to have a clear project to develop artificial gravity. If we want to live in space, we will really need it. Image | Orbital Assembly Corporation and Kyoto University In Xataka | We knew that Mars has gravity. Now we have just discovered the unexpected effect it has on the Earth’s climate

engineering challenges are greater than expected

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That Apple is going to launch a foldable iPhone It’s a rumor that has been circulating for yearsbut it does not materialize. According to the latest information available Nikkei AsiaApple is already doing engineering tests with its foldable mobile phone, but they are not going as expected. First tests, first problems. According to sources in Apple’s supply chain, the foldable iPhone has already begun the testing phase necessary before mass manufacturing can begin. However, more failures have appeared than initially anticipated and they will need more time to adjust the design and manufacturing processes. critical moment. April and May are an “extremely critical” period to pass these engineering tests. Currently, the foldable iPhone is in the engineering validation testing phase (EVT) and is a crucial step in ensuring they can be mass produced smoothly and without problems. According to Nikkei, Apple’s plan is to produce between 7 and 8 million foldable iPhones, which represents 10% of the total volume of the new range, and launch it this year, but if it does not pass this phase in time, it could put the entire calendar at risk and push the launch to next year. The market is eagerly waiting. They started out as niche devices, almost a rarity, but the foldable market has been growing year after year and, according to IDCin 2026 it will grow 30% year-on-year. One of the arguments that IDC gives to support that figure is, precisely, the launch of the highly anticipated folding iPhone. According to the firm’s head of devices, “This launch is likely to boost awareness of the category and generate interest among consumers. Apple is often a catalyst for widespread adoption of new categories.” Maybe they have to keep waiting another year. The promise that never comes. As we said, the rumor of the folding iPhone has been circulating for years. It started around 2021 when, Analysts said it would arrive in 2023. This never happened, but nothing quelled the rumors. Along the way, Samsung, Huawei, Honor and OPPO have already launched several generations of their folding phones, perfecting the design to achieve ultra-thin bodies and better quality screens. In this sense, the longer the foldable iPhone is delayed, the higher the bar is. What we think we know about the foldable iPhone. There have been many leaks, but a few months ago one of the largest to date occurred. According to leaked data, the folding iPhone will have a book format (like the Samsung Fold) with a 7.58-inch internal screen and a 5.25-inch external screen. The design will be ultra-thin and will eliminate FaceID in favor of TouchID on the side button so that it can be unlocked whether open or closed. In Xataka | iPhone 17e, analysis: the best and the worst of Apple in a mobile that is not only contained in the price Cover image | Concept of Ben Geskin

China has been pushing the boundaries of engineering for years. Its gigantic high-speed tunnel boring machine has just given another example

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China has been developing large infrastructures and its own machinery to execute them for years, with projects that tend to stand out for their size and the technical control they require. It is not just about building more, but about doing so under increasingly demanding conditions. This pattern is repeated in very different areas, from energy to scientific research, and also in transport infrastructure. Under this logic, the appearance of new machines and projects is not an exception, but rather the continuation of a clear trend that now adds a new chapter with the “Linghang” tunnel boring machine. The advance. “Linghang” has completed the section under the Yangtze Riverwith a continuous excavation of just over 11 kilometers, according to CCTV. The machine began its journey on April 29, 2024 from Chongming Island, in Shanghai, and after 23 months of work, it completed the underwater section of the river, surpassed the south dam and came ashore in Taicang, in Jiangsu province. The movement is not minor: it involves completing the section under the watercourse, one of the key points of the work, and leaving the project one step away from its next milestone. What’s behind. The operation is integrated into the tunnel Chongming-Taicanga key work within the Shanghai-Nanjing section of the Shanghai-Chongqing-Chengdu high-speed corridor. With a total length of 14.25 kilometers, this infrastructure brings together several technical milestones, including the world’s longest single head excavation distance in a high-speed tunnel, with 11.32 kilometers, and a maximum depth of 89 meters under the Yangtze. The design contemplates the passage of trains at 350 km/h even in the underground section. The machine inside. The tunnel boring machine used in this project has unusual dimensions even within this type of work: it measures about 148 meters in length and weighs around 4,000 tons. according to Global Times. It is equipped with an intelligent control system called I-TBM, designed to automatically manage a large part of the excavation process, from internal pressure to the forward position or the exit of the material. Added to this are elements such as high-pressure seals, a long-lasting main bearing and a cutting head prepared to withstand demanding conditions under the river. A project that is not an isolated case. In recent years, the country has built facilities such as the Three Gorges Dam, the FAST telescope either the EAST reactorprojects that, although they belong to different areas, share the same base: scale, technical control and own development. In this context, this type of machinery is best understood not as a specific milestone, but as one more piece within a sustained line of work. A close reference. In Spain, the Mayrit tunnel boring machine, currently in use in the expansion of line 11 of the Madrid Metrooffers a useful point of comparison to understand the magnitude of this type of machinery. Measuring about 98 meters in length, weighing around 1,500 tons and with a diameter close to 9 meters, it is a large piece of equipment within the European context. Images | CCTV In Xataka | Czechia wanted to build a highway and found a problem: an intact 2,000-year-old Celtic city

This is how the most brutal engineering work in urban history was born

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London Underground, known in our language as the London Undergroundis one of the most famous public transportation networks in the world. With more than 543 units, 408 kilometers long and 274 stations, this precious piece of the United Kingdom capital is capable of handling up to five million passengers a day. Now, this service did not become what it is today overnight. London Underground has a fascinating history, a history that, by the way, began more than 160 years ago with a completely innovative project for the time: the construction of an underground railway. Let’s go back in time. In the 1830s, London was the largest city in the world. It was a rapidly growing global economic epicenter that needed to decongest its streetsso the idea arose that trains They will begin to move underground. The problem was that until then nothing similar had been implemented. After many years of being just a proposal on paper, a test tunnel was built in 1855 at Kibblesworth. After this step, which turned out to be a success, work began on the world’s first underground railway, a circuit between Paddington (then Bishop’s Road) and Farringdon that entered service on January 10, 1863. The locomotives ran on steam engines and the carriages were lit with gas. It was basically like putting up a traditional railway system in a closed placewhich translated into inconvenience for passengers, who often had to travel in a polluted environment with high temperatures. In any case, the metropolis continued to grow and there were more and more transportation initiatives with private investment. Therefore, in 1868 the first section of the Metropolitan District Railway was inaugurated. This was a service that ran between South Kensington and Westminster (now part of the District and Circle lines). Electricity reaches trains Both services continued to expand as tunnel construction techniques improved. On December 18, 1890, The City and South London Railway launched the first electric railway. This was a very important advance because it allowed us to solve some of the main drawbacks of the service. In 1905, electrification came to the District and Circle lines, but the London Underground network operated as separate systems. This changed after 1906, when companies began to make their way deep into the city to unify. In all this, the name ‘Underground’ did not yet exist. Artist’s representation of a platform on Baker Street London in 1906 The companies that had come together for the project proposed different names, including ‘Tube,’ ‘Electric,’ and ‘Underground,’ but the latter was the winner. In this way, in 1908 it appeared for the first time the name ‘Underground’ in the seasons, and he did it with the roundel symbol that we know today. The technological progress of the London Underground seemed unstoppable. That same year, electronic ticket-issuing machines arrived and in 1911 the first escalators were installed. In 1929, manually operated doors began to become extinct. These were updated with pneumatic systems. Until this point, the service was operated by the Underground Electric Railways Company of London (UERL). In 1933, however, underground transportation services merged with the railroads and bus services under the London Transport brand, which was overseen by the London Passenger Transport Board. That same year Harry Beck’s map appearedan element intended to guide users. The system had grown so large that some stations were just meters away, while others were kilometers away. It is a cartography that was received with skepticism, but ended up triumphing. Aldwych tube station, in 1940 For the first time, decisions about London’s public transport services were perfectly coordinated. This allowed us to improve the service and outline an ambitious improvement plan. However, the outbreak of World War II in 1939 meant that the plan could not be completed as originally envisioned. The underground transport service was converted into a huge air raid shelter between September 1940 and May 1945. Some stations were also used during the war as a warehouse to keep valuable historical items safe, for example pieces from the British Museum. After the war, in 1948, the London Passenger Transport Board acquired a public role. HE nationalized and became the London Transport Executive, years later being renamed the London Transport Board and operating under the orbit of the Ministry of Transport. The system also suffered several tragedies. In 1975 a train heading south did not stop at the final terminal and crashed at the end of the shift. 43 people died and 74 were injured. In 1987, a fire claimed 31 lives at King’s Cross station. Later, in 2005, an attack on the London transport system It caused 52 people to lose their lives. Nails contactless cards called Oyster They were implemented on the London Underground in 2003, but by 2014 you could already pay directly with contactless bank cards. By 2016, some lines provided evening service on weekends. Currently the service is run by an organization called Transport for London (TfL) which comprehensively manages the city’s state transportation strategy. Images | Joel de Vriend | Nelson Ndongala | Tomas Anton Escobar | Tom Parsons | Will H McMahan | The Graphic (Wikimedia Commons) | John Jackson In Xataka | The unfinished dream of the Roman Empire: a 125-kilometer train to link Europe and Asia over the Bosphorus In Xataka | France has been torpedoing the possibility of AVE reaching Paris for years: Renfe’s plan is now regional ones In Xataka | In 2007, Japan made a cat the station master of a dying train line. Today that line is saved

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