Europe

There are drone factories in Europe, and Spain is on the list

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Possibly, the case of the oil tankers is one of the clearest examples of how wars work. In 2019, several were attacked in the Gulf of Oman hundreds of kilometers from any declared front, in an area where, on paper, there was no open war. That episode made it clear that modern conflicts no visible lines needed To expand: simply point to a point on the map to make it part of the board. A war that changes the map. Russia ends to take a step more in the Ukrainian war by moving the conflict from the front to a much broader map that includes directly European territory. It has done so through the Ministry of Defense, publishing detailed lists with names and addresses of companies linked to the production of drones for kyiv. Where? Cities appear on that map like London, Munich or Madridwhich transforms industrial infrastructures into possible military objectives in official Russian discourse. This movement is not only symbolic, but redefines the space of the war: it is no longer limited to Ukraine, but draws a network of nodes in Europe that Moscow presents as an active part of the conflict. Europe enters the military equation. Moscow’s message is clear: increase production and supply of drones to Ukraine is equivalent to getting directly involved in the war. From that perspective, countries like Germany, Belgium or Spain appear in this industrial ecosystem that combines local companies with Ukrainian technology, which reinforces the idea of ​​increasingly closer cooperation. This industrial network not only seeks to sustain the Ukrainian war effort, but also shows how Europe is going from being logistical support to becoming in structural piece of the conflict, something that Russia appears to be using as an argument to justify its rhetorical escalation. First six factories on Russia’s threat list From factories to potential objects. Plus: publishing specific brand addresses a turning point in the war conflict, because it turns civil spaces in the heart of Europe into potential targets within the Russian narrative. In fact, figures like Dmitry Medvedev have reinforced this idea by openly qualifying these lists as possible targets for the Russian armed forces, although without announcing imminent actions. If you like, this type of message, halfway between a warning and a threat, seems to point to generate pressure both on European governments and on their own societies, introducing the idea of ​​direct vulnerability within their borders. Spain inside the board. As we said, among the locations indicated by Moscow Madrid appearswhich places Spain within that expanded map of the conflict that Russia has decided to make public. This is not necessarily an immediate target, of course, but a significant inclusion in a list that redefines who is part of the war effort from the Russian perspective. This also reflects the extent to which war has evolved into a industrial and technological dimension in which the countries that participate in the supply chain, even indirectly, become considered relevant actors. More rhetorical than operational (for now). Be that as it may, and despite the threatening tonethese types of movements fit into a strategy that Russia has used on a recurring basis: public warnings or threats designed to deter without yet crossing the threshold of a direct attack against NATO territory. However, the context has changed, and the combination of greater European involvement, multi-billion dollar defense agreements and technological cooperation means that these warnings have a different weight. The key is that the conflict is no longer only fought with missiles and troops, but also with maps, lists and narratives that expand its borders without having to fire a single shot. Image | Sasha Maksymenko In Xataka | Russia is no longer surrendering to Ukrainian soldiers, but to machines: the rules of war are being redefined In Xataka | Europe has its particular “strait of Hormuz” and the war in Ukraine has put it at the center: the Gulf of Finland

If you thought the crisis in Hormuz was enough, the war in Ukraine has triggered another maritime drama in Europe: the Gulf of Finland

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About five years ago, the container ship Ever Given became stuck in the Suez Canal for six daysblocking one of the most important commercial arteries in the world and leaving hundreds of ships trapped waiting. That incident, caused by a failed maneuver and adverse wind conditions, was enough to disrupt global supply chains in a matter of hours. A new seafront. As global attention focuses on the Strait of Hormuz, the war in Ukraine has opened another critical scenario much closer to Europe: the Gulf of Finlanda small but key space for Russian energy exports. There, far from spectacular drones or large fleets, the conflict manifests itself in a more silent way but just as revealingwith ships detained, routes blocked and growing tension between actors trying to avoid a direct escalation. This new focus demonstrates that the war is not only being fought on the land front, but also in the nerve centers of maritime trade. Ukraine attacks and a collapse. The situation has its origins in a clear kyiv strategy: to hit key russian ports to export oil, such as Ust-Luga and Primorsk, where it comes a fundamental part of the income that finances the war. The attacks have drastically reduced the operational capacity of these facilities, leaving dwhole days without activity and causing an immediate chain effect. The result: a unprecedented maritime traffic jamwith dozens of oil tankers (many of them linked to the so-called “floats in the shadows” Russian) accumulating waiting to be able to load. A system on the limit. They remembered this week in Political that this traffic jam in the Gulf of Finland is not just a striking image, but a symptom of something deeper: an energy and logistics system that begins to fracture under the pressure of war. Unlike conventional vessels, these tankers cannot be easily redirected to other ports due to the risk of being detained or sanctioned, which forced to remain anchored for days or weeks. As a result, there is an unusual concentration of aging and, in many cases, unsafe ships in European waters that were not prepared to absorb that volume. Europe trapped between control and escalation. Under this scenario, countries like Estonia and Finland They are in a particularly delicate position, since, despite being within the NATO framework, they have chosen not to intervene directly against these ships. The reason is clear: any attempt to stop or board an oil tanker could trigger a Russian military responseas already happened when a Russian fighter intervened to protect one of these ships. Since then, Moscow has reinforced its naval presence in the area, making it clear that it considers these strategic routes a red line. The Mirror of Hormuz. There is no doubt, what happens in the Gulf of Finland connects directly with the crisis in Hormuz: In both cases, the war moves towards maritime straits where traffic control becomes a strategic tool. The difference is that there is no formal block here, but an indirect disruption which generates similar effects, with stopped ships, tense routes and altered markets. In both scenarios, it is enough to interfere enough to collapse the system, and also without the need for a total shutdown. A war that spreads across the map. If you like, the result is a conflict that is no longer limited to Ukraine either to the Middle Eastbut it extends to the critical nodes of global trade, affecting Europe directly. The Gulf of Finland has thus become in another hot spot where energy, legal and military interests intersect, with an extremely fragile and volatile balance. And what seemed like a localized war is proving to have a much greater scope, generating new sources of tension that, like in Hormuz, can escalate quickly. without prior notice. Image | LAC, NormanEinstein In Xataka | If fog was deadly in Ukraine’s winter, spring is offering Russia a key advantage: greenery In Xataka | Ukraine is close to what no one has achieved in a war: shooting down missiles for less than a million dollars

The Coca-Cola recipe seemed untouchable. Until Europe first and Mexico later have decided to touch it

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For decades, the Coca-Cola recipe has been treated almost like a state secret, guarded in a vault in Atlanta and protected by an aura of mystery. However, in the real world, governments have discovered that they do not need to infiltrate that vault to alter the world’s most famous drink, but can do so through legislative texts. Modifying, for example, the fiscal or regulatory framework can push any company to change its composition, its prices or its supply. The case of Mexico. Without a doubt, it is one of the most solid in the world to understand how large-scale industrial change can be forced. And it is no wonder, because the driving force behind this change was not a direct order to rewrite the formula, but rather the entry into force of a new tax on sugary drinks. in 2014. Here the effect it had was commented on by different studies which showed that, one year after the tax, purchases of sugary drinks fell by 6%, while purchases of water they rose 4%. He had an answer. The fiscal scenario and the drop in sales logically generated strong pressure for the company to change its ingredients, causing great pressure on the mix of the company’s sweeteners. This opened an intense debate about the use of cane sugar versus high fructose corn syrup, and now the national government has put on the table the possibility of forcing Coca-Cola to stop using imported corn syrup and transition towards national cane sugar by selling it much cheaper. In Europe. While Mexico uses fiscal pressure on consumption, the European Union is the perfect example of structural market regulation. And for those who have traveled to North America, you will have realized that the taste of Coca-Cola is different from what is drunk here in Europe. And a very important bureaucratic tangle is also to blame. The culprit was none other than the strong intervention that the sugar market had in the European Union for 50 years through a complex quota system that came to an end on September 30, 2017. Its consequences. Here European regulations historically limited the production of isoglucose, which is the European equivalent of American corn syrup, through strict quotas. This structural restriction forced its use in the soft drink industry to be much more contained than in the United States. Although the European Commission continued to manage certain quantitative limits in the final phase of this legal regime, the regulation acted as a containment dam. Furthermore, several Member States have implemented their own taxes on soft drinks, separating the strategy of “market regulation” from “public health” policies against sugar consumption. In India. To understand how far the fight between a State and the Atlanta giant can go, you have to travel to India in 1977. Here, unlike Mexico or Europe, the debate was not about cane sugar or sweeteners, but about sovereignty and corporate control due to the ‘fault’ of a currency control law that forced multinationals to dilute and reduce their foreign participation. Here Coca-Cola reacted quickly to prevent any government from controlling its operations and therefore sharing its secret formula, and that is why it decided to leave the country in 1977 before submitting and revealing the secrets it had. Images | Unsplash In Xataka | Researchers have analyzed the impact of sugary drinks on global health. They have put their hands on their heads

Europe has grown tired of being NASA’s “supporting actor.” And that is why it is starting to work with China

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The European Space Agency (ESA) and the Chinese Academy of Sciences (CAS) have teamed up to launch an ambitious mission, aimed at studying the mechanisms used by the Earth to protect itself from solar inclement weather. The SMILE mission was scheduled to launch this April 9, but a small technical problem has forced it to be postponed until a date that is still unclear. In any case, it is just a small stone on the road for a mission that reinforces Europe’s intention to join forces with the Today it is considered the direct competition of NASA on many space issues. Given the ups and downs that the United States faces in scientific matters, it could be an interesting idea. The terrestrial sunscreen under a magnifying glass. The SMILE (Solar wind Magnetosphere Ionosphere Link Explorer) mission has four instruments aimed at analyzing the interaction of solar winds with the magnetosphere that acts as the Earth’s shield. It is a necessary mission for many reasons. On the one hand, because many of the mechanisms used by the Earth to protect itself from solar radiation remain partly a mystery. And, on the other hand, because data analysis could help predict solar storms more accurately. Currently it is possible to know with high probability whether they will occur, but the situation is far from being exact. Since these types of events affect terrestrial communications systems, forecasting would be a key point. Four instruments. The instruments that SMILE has They are the Soft X-ray Imager (SXI), the Light Ion Analyzer (LIA), the Detector Plane Assembly (DPA) and the Ultraviolet Imager (UVI). The SXI is responsible for taking X-ray images to study the boundaries of the magnetosphere, while the DPA provides mechanical and thermal support. That is, it helps keep the imaging systems at a stable temperature, something essential given the proximity to the Sun. As for LIA, its function is to analyze ionized particles. Solar winds consist of a flow of ionized particles that form in the Sun’s corona and are released into space. They are directly related to the harmful effects of solar storms, so it is important to analyze them. For its part, UVI is responsible for taking images in the ultraviolet range of the spectrum. Above all, they will take images of auroras, closely linked to peaks in solar activity. European and Chinese contribution. The European Union has provided the SXI and DPA instruments, in addition to the Vega rocket that will propel the satellite and all its instruments into space. For its part, China has developed the UVI and LIA instruments, as well as the SMILE suite satellite platform. Spain is not missing either. One of SMILE’s instruments, the DPA, It has been developed at the Spanish National Institute of Aerospace Technology (INTA). Little recognition. NASA has given Canada a seat on the Orion capsule to travel to the Moon. Canadian Jeremy Hansen is one of the crew members of Artemis II, despite having never traveled to space. Canada has not participated in the technological development of the mission. Europe, on the other hand, has provided the engine system that has propelled the four astronauts towards our satellite. Even so, little mention has been made of ESA’s important contribution during the development of Artemis II. Why China. A long time ago, China stopped being an emerging space power and became one of the most consolidated on the current scene. With its Tiangong Space Station Located in low orbit, it is the only facility of its kind besides the International Space Station. Its lunar mission has great relevance thanks to the exploration of the Chang’e unmanned missions. Besides, hopes to take its own taikonauts (as Chinese astronauts are known) to the satellite in 2030. Its exploration on Mars is also important thanks to rovers like Zhurong. Tiangong Low hours for NASA? Donald Trump’s government wants to make drastic cuts to science with public investment in the United States and possibly NASA will not escape. Therefore, it may be a good time to seek other support in the space race, as ESA is already doing with SMILE. That does not mean that it will stop collaborating with NASA, but it is true that it is open to exploring new partners. If there is one thing that history has taught us, it is that the best way to advance in the space race is to put egos aside and move forward as a team. Closing yourself off only to a traveling companion can end up being counterproductive. Images | ESA | Shujianyang In Xataka | Astronauts’ food is not appetizing at first, especially in China

to be the first city in Europe with an “astroport”

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In a matter of months (if the deadlines) Europe will premiere a shiny new starporta facility designed to accommodate stratospheric flight aircraft. The curious thing is not the complex itself, which can be used to work with airships capable of flying at 20,000 m altitude. It’s not even the enormous size of his hangar and ship. What is striking is that this starport It will not be in any of the metropolises or industrial centers of Europe, but in Teruel. And it is already taking shape. From Teruel to the stratosphere. Although half the planet is awaiting the mission Artemis II and his pioneering flight over the hidden side of the moonin Aragon the NASA program is sharing headlines with another major aerospace adventure: the construction of the starport of Teruel, a complex designed for operations with the stratosphere. Their works started a little over a year ago, in March 2025but the installation has been in the news again these days for a visit of the acting Minister of Development of Aragon, Octavio López. Clearing the calendar. López’s was not just a formal act. During the meeting, the project schedule was cleared: the idea is that the work will be ready before the end of this year and the installation can be launched (after some procedures still pending). throughout 2027. “The works are going smoothly and on schedule, as can be seen. Everything suggests that in the last quarter of 2026 the tender can be launched so that the aerospace complex can be operational and active in the first quarter of 2027”, celebrated the Aragonese counselor. And as a picture always says more than a thousand words, the ad was accompanied by photographs in which you can see how the metal skeleton of the complex is already silhouetted on the horizon. “Singular and unique”. There are many aeronautical facilities, but from the Aragonese Government it is insisted that this one in particular will be “singular and unique in Europe”. The complex will provide the Teruel airport with capacity for stratospheric aircraft flights with dirigibles HAPS typeships designed to operate at 20,000 meters of altitude. Hence the word ‘astropuerto’ (or ‘stratoport’). “Teruel is going to be the center of construction, commissioning and assembly, recycling and maintenance of those units that are going to be the reference in Europe,” stands out López, who during his visit to the works was accompanied, among others, by the mayor of Teruel, Emma Buj, and the director of the airport. Why is it important? Basically because of its scope, pioneering nature and what it means for the entire region. “It will allow the airport to be provided with capacity for stratospheric flight aircraft, obtaining the characteristics of starport for the launch, landing, control, manufacturing and maintenance of spacecraft”, precise the communication portal of the Junta de Aragón. It is estimated that in its hangar some 35 airships stratospheric every year. Its use is interesting both for scientific research and for atmospheric observation, monitoring and communications tasks. And what will it be like? starport? Its measurements are certainly surprising. The hangar and the airship production hall will occupy a total of about 2.66 hectares. Its shape is rectangular and its plan dimensions are around 376.2 x 70.8 m. On the sides it will include offices and assembly and maintenance workshops. “In front of the east façade of the hangar, a platform for an airship is designed with dimensions of 330 x 220 m, another 6.6 ha more,” precise the Government. Shaping such a titan will require mobilizing tons and tons of materials. Teruel Diary assures that 2,266 tons of steel and 12,000 bars and balls will be used in the metal structure alone. One of the most impressive pieces will be the hangar doorwhich will measure 60 x 52 m and will be handled with a folding system. Only that piece will require a millionaire investment. Thinking about the future. The first stone of the complex was laid on March 11, 2025, after the works were awarded by 39.8 million (without VAT) to a UTE formed by Aldesa and Ideconsa. The execution period is 20 months, which would be completed at the end of this year. The Government wants to launch the tender to operate the facilities, thinking as early as 2027. The idea, remember The Aragon Newspaperis to transfer them for 40 years to the successful bidder, who will have to pay a fee. “Between October or November we will be able to issue the specifications to coincide the end of the construction of the warehouse with the start of the corresponding activity,” recognize the counselor. The aerospace company Sceye has shown your interest to be installed at the Teruel airport, but the Aragonese Executive wants the tender to be opena, so that any interested company in the world can opt. Images | Teruel airport and Government of Aragon In Xataka | Qatar Airways flight to Teruel: the Aragonese airport has become a refuge from the war in Iran

Europe cannot be a “technological vassal of the United States”, and the CEO of Mistral is clear about the path

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Mistral is emerging as the pillar of European artificial intelligence. A few weeks ago we said that the French startup had raised another 830 million dollars to create AI data centers in Europe. Arthur Mensch is the CEO of the company and, for some time now, he is establishing himself as one of the powerful voices within the initiative of European technological sovereignty. His new warning is that Europe cannot be a “vassal state” of the United States and he has published a roadmap so that Europe leads AI. It won’t be easy. European swerve. There are those who complain that everything cannot be politics, but really politics is something that permeates many layers and the European turn in search of technological sovereignty has a lot to do with this. It is something that has coincided with the return of Donald Trump because Europe has realized that, between threats and the “I invaded Greenland”, can’t trust his ally. With American technology companies very involved in the ideology set by their Government, there is a demand for sovereign European alternatives that do not depend on American Big Tech nor how they may process your sensitive data. What happens with rockets, satellites, chips and even with Microsoft Office. And AI is no exception. Measures. That’s right where it comes into play. Mistral. As the greatest exponent of European AI (within the Generative AIsince we also have the suite from the Spanish Freepik as one of the most important companies in this field), Mistral and its CEO are voices with a certain weight when it comes to talking about what seems to be the only topic of conversation in recent months. And Mensch has clear that Europe cannot be a “vassal” of US technology companies. For this reason, they have published “European AI: a roadmap to lead it”, a long document in which it urges the institutions of the European Union to speed up procedures and permits to take advantage of its single market position of more than 450 million people and combine the talent of different countries at the service of AI. From European AI, of course. The premises are clear: Attract and retain talent. Unlock the full potential of the single market. Embrace European AI on all economic fronts. Empower Europe with critical infrastructure for AI. 80%. Each of the measures has a series of points that detail what the optimal way to proceed would be (according to Mistral) to achieve European leadership and stop depending on foreign technology. And one of the points to keep in mind is that Europe has the possibility of commanding, but it faces a devastating fact: 80% of the digital infrastructure continues to depend on non-EU providers. To put it down: if a ministry needs an office suite, turn to Google or Microsoft. If a hospital needs an AI, goes to ChatGPT or Huawei. If we limit ourselves to AI, Mistral estimates that only 20% of EU companies have adopted AI and that only 11% of SMEs take advantage of its potential. slap on the wrist to regulatory Europe. What they point out is that this situation makes us vulnerable to extraterritorial controls that put the strategic autonomy of the member countries in check. They defend that this roadmap is not a theoretical exercise, but rather something practical that is based on three key principles: Action over theory. Unity against the fragmentation of each of the governments. And the most important: the speed is questionable. We must find quick ways to attract talent and capital so that the most innovative in Europe are not left behind, trapped in regulations that take time. Ambition. They warn that it is something with potential not only for Mistral, but for the entire ecosystem, an ecosystem in which Mistral is already very, very well positioned. Part of the 830 million they have raised will go to their facilities near Paris where there will be 13,800 NVIDIA GB3000 chips (You can’t become independent from NVIDIA…), but it won’t be the only one. By 2027 they hope to have a €1.2 billion facility in Sweden with 23 MW of computing capacity. In total, they hope to achieve 200 MW of capacity by the end of next year. It is very, very far from China and, above all, from the United States, but although the distance is enormous, it is an important step. The B side of the matter. Now, everything has a twist, and the twist of this enormous amount of money is that this round is not venture capital, but debt financing. The main French banks have lent this money to create data centers and, while the risk capital is not returned, the debt is, and with interest. It doesn’t matter if Mistral’s move turns out well or not, even if the AI ​​bubble bursts: the banks that have lent the money expect to receive it with the aforementioned interest regardless of how business goes. It is an added pressure for the company, but also a sign that they trust in what they are building. In Xataka | ChatGPT’s milestone is not being a good AI: it is having become one of the biggest attention grabbers in history

Europe seeks to become independent from Microsoft Office. Your alternative is already here, but not without controversy

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For a few months now, and seeing how the situation is, in Europe a feeling of change has awakened about the technology we consume. Movements have appeared among users to abandon software and hardware from American companiesbut that is something that is also impacting governments and among own European companies. And something that seems minor, but is not at all, is the European software A-Team that has come together to create Euro-Office, the alternative to Microsoft Office. And it hasn’t started off on the best foot. Euro-Office. The name couldn’t be more apt, but something must be said: it doesn’t come out of nowhere. This is an initiative that was born as a fork direct from OnlyOffice. Android users Do you know what a fork is? and, basically, it is taking another software… copying it. The desired changes are made and it is launched independently. Since it is usually free or open source software, there are no problems creating a new version. The software will not be a standalone thing, but rather a package consisting of a text editor, spreadsheet, PDF editor and a presentation tool. Support includes formats such as DOCX, XLSX, PPTX and ODF versions. Come on, it wants to be an alternative to Office, but also to Docs and any other suite. Where does it come from?. Perhaps the most interesting thing about the project is that it is not an initiative of a university, a startup or a specific country. The project was made public a few days ago and has nsuch powerful ombres behind such as IONOS, Nextcloud, Eurostack, XWiki, BTactic, Soverin and OpenProject, among others. In fact, it seems that Proton is also out there (which apart from its own suite, has cloud storage systems, email and VPNbeing one of the strongest alternatives to the Google suite). And the common narrative is that it is a European ‘front’ to reduce dependence on American suites in sensitive environments. Because yes, when a Government, for example, saves documents in the cloud of Google or any other foreign company, who is to say that there is no access. This is what the text editor looks like Digital sovereignty. As I said at the beginning of the article, Europe seeks sovereignty in different areas. In technology, they want to become a power in chip manufacturing (they already have part of the way done by having ASMLthe company more cutting-edge when it comes to creating machines that allow advanced chips to be manufactured). They also want to stop depending on NASA or SpaceX for space exploration, so we have gotten into that race. And in the digital sovereignty becomes independent from American and Russian services. For this reason, Euro-Office is considered from the beginning as a service integrated into the GDPR that is not subject to external jurisdictions such as the US CLOUD Act and that is integrated into public administration, education, government-regulated companies, critical infrastructure, health or education. For everyone. And since changing so much is complicated, the intention is to make the transition as simple as possible for users. This is where maximum compatibility with Microsoft formats comes into play, but also a familiar interface so as not to generate friction. And, above all, it was born with the desire to focus that independence on software. Because until now we had LibreOffice and OnlyOffice, but what is sought is to stop waging war on their own and for all European organizations to go in unison The controversy. Here may be the question, and also the controversy. If there was already something, why spend time developing something else and not use that already existing alternative as the “official” one? Well, according to the promoters of Euro-Office, because collaboration with OnlyOffice was not viable. They quote the Russian roots of the project (although the headquarters are in Latvia) and decisions such as the withdrawal of functions in the mobile app as some of the reasons why the fork was the last, but necessary, resort. From OnlyOffice hold that Euro-Office violates certain terms of its license, citing intellectual property theft and copyright infringement. And it has not stopped at “well I’m angry”, but something more: OnlyOffice has accused Nextcloud of trying to sign its staff to take them to the EuroOffice project. Next steps. The commotion goes further because it has been pointed out that, if it is a fork of an app of Russian origin, they do not know to what extent Euro-Office can introduce yourself as something “purely European.” But, in any case, it is evident that there is a growing interest in becoming independent from non-European technology and this suite has a version 1.0 planned for this summer. The preliminary version It’s already on Github. The most complicated thing remains: moving the very heavy transatlantic that is the public organizations of the different European countries that want to join this. Also see how they convince those who already use European suites such as those from The Document Foundation -LibreOffice- or the British Collabora to switch back to Euro-Office. In Xataka | Schrödinger’s Office: at this point it is impossible to know if Microsoft keeps it alive or if everything is AI and Copilot

97% of a key mineral for Europe comes from China. Spain has a plan of 197 million to turn it around

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Constant technological development has unleashed a silent but relentless geopolitical war. At the center of the target are rare earths and critical minerals, essential for manufacturing everything from mobile phones to electric cars or wind turbines. Nowadays, how to explain Europa PressEurope is in a situation of extreme vulnerability: 97% of the magnesium we consume comes from China and 98% of the borate we import from Türkiye. However, the solution to this deep dependence could be buried under Spanish soil. A new plan. As detailed in the National Mining Exploration Program 2026-2030 (PNEM), the official document promoted by the Government of Spain20 of the 34 raw materials that the European Union classifies as fundamental have been detected in the Iberian Peninsula. Of them, 17 are considered strategic due to their high technological and defense impact. To map and take advantage of this “treasure”, the Executive has launched an ambitious plan. The financing table of the PNEM itself projects a total investment of 197 million euros for the five-year period 2026-2030, adding public financing, aid and private investment that is expected to be mobilized. A breath for Europe and an opportunity for Spain. The European roadmap, crystallized in the Fundamental Raw Materials Regulation (Critical Raw Materials Act or CRMA), is very clear: guarantee access to a safe and diversified supply. By 2030, the European Union has set a goal of extracting at least 10%, processing 40% and recycling 25% of its domestic demand for these materials. In this context, Spain is not a secondary actor, but is the only producer of strontium in Europe, hosting 15% of the world’s reserves in the Montevives and Escúzar basin in Granada, and holds the position of second largest copper producer on the continent. according to data provided by Europa Press. The main focus of exploration is located in the Variscan or Iberian Massif, an extensive geological strip that crosses the west of the peninsula from Galicia to Andalusia, passing through Cantabria, Asturias, Castilla y León and Extremadura. The official document highlights, within this great massif, the so-called Central Ibérica, Ossa-Morena and South Portuguesa Zones as priority areas for general exploration. The private sector takes positions. On a practical level, intentions are already being translated into business movements on the ground. In Extremadura the Junta has granted a license to explore an area of ​​49,500 hectares in the Cáceres regions of Los Ibores and Campo de Arañuelo. In Andalusia, specifically in Jaén, the Australian company Osmond Resources will promote the Orion projectcovering 228 square kilometers in the former mining region of Linares-La Carolina to search for unusually high concentrations of rutile, zircon and rare earths such as neodymium. For its part, the European Commission has already blessed seven strategic projects in Spanish territory to protect the supply, located in enclaves of Ciudad Real, Orense, Cáceres, Badajoz, Huelva and Seville. Cutting-edge technology versus “pick and shovel”. The National Mining Exploration Program does not contemplate blindly digging holes. The Ministry’s text outlines six great performances interconnected to locate these raw materials. The process will begin with an exhaustive review of historical data and geoscientific reports, followed by the preparation of highly detailed geological-mining cartography. From there, technology will take over. Geochemical soil prospecting campaigns and complex isotopic analyzes will be carried out to find anomalies in the terrain. In addition, cutting-edge geophysical techniques will be deployed, using everything from airborne gravimetry and magnetometry equipment (planes and drones), to remote sensing using high-resolution hyperspectral and satellite images provided by the European Space Agency. All of this will be complemented by carrying out physical surveys to confirm the mining interest of the anomalies. Finally, as the official plan highlights, all this huge amount of data will be processed using algorithms, artificial intelligence and machine learning to generate predictive models of mineralization. The inevitable clash: Mining vs. Biodiversity. However, technology collides head-on with strict environmental reality. The clearest example is in Campo de Montiel (Ciudad Real). There, the company Quantum Minería has been trying to exploit a promising monazite deposit to extract rare earths. But the project has encountered strong neighborhood opposition due to the very high water consumption it requires and an unexpected defender: the iberian lynx. The recovery of this feline’s territories in the area has become a major legal obstacle for the mining company, paralyzing permits due to fear of destroying its habitat. Although before the environmental alarms go off, it is important to make a fundamental point: this National Program serves to know what we have, it is not an authorization to dig it up. The Ministry’s own document clarifies that the plan does not establish “binding or indicative objectives” for exploitation. That is, it is a purely prospective roadmap and data collection that does not compromise or zone the territory to open real mines. The mine is in the “garbage”. Faced with this paralysis and the immense difficulty of opening new mines in natural areas, Spain has an ace up its sleeve: secondary mining and the circular economy. The National Program reserves one of its main transversal lines to respond to article 27 of the European regulations (CRMA), thoroughly investigating the economic potential of mining waste facilities that were closed or abandoned in the past. The Ministry document remember thatalready in the 80s, an inventory was prepared that cataloged 21,673 waste structures (rafts and waste dumps) spread throughout the national territory. Now, the State’s objective is to review this catalog and promote geochemical characterization work to recover those fundamental raw materials that, at the time, were not of interest or could not be extracted and were discarded. As pointed out Europa Press, Research teams from the University of Seville led by professors Joaquín Delgado and Antonio Romero are already working in Río Tinto (Huelva) designing experimental plants to recover valuable metals and rare earths from the acidic waters of abandoned mines. Even beyond the mine. A clear example of this circular bet is the RC-Metals projectled by the National Center for Metallurgical Research (CENIM-CSIC). … Read more

Without the support of Europe it would have been literally impossible.

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We tend to see the space race as that. A competition in which one country comes first. In 1969 it was said that the United States defeated the Soviet Union (USSR) in the race to put humans on the Moon. Before, it had been the USSR that had prevailed by taking the first human into space. Now, many consider that NASA has once again emerged victorious, by defeating China, which He also wanted to put his flag on our satellite. But, in reality, it has not been NASA alone that has achieved this first step towards returning to lunar territory. Other agencies are involved and, above all, we cannot forget that, without the support of Europe, these four astronauts would not be traveling to the Moon. Literally. Three European engines. The Orion capsule is guided, directed and powered by a set of 33 engines called the European Service Module. The surname is not trivial, since It has been designed by the European Space Agency (ESA) and built by Airbus under ESA guidelines. In addition, the engineers at ESTEC, ESA’s technical center located in the Netherlands, work closely with their colleagues at NASA’s Johnson Space Center, monitoring that everything is working properly with this essential piece for the proper development of the Artemis missions. The main engine. The European Service Module has a main engine that is responsible for promoting the speed changes necessary to guide Orion properly towards the Moon. It is a space shuttle engine that has already traveled to space on 6 missions between 2000 and 2002. ESA scientists have reconditioned and restored it so that it fits perfectly into Orion and meets all the needs of this capsule. Eight support engines. The main engine has eight auxiliary engines that intervene in the orbital corrections that are necessary for the trip to reach a successful conclusion. 24 precise motors. Finally, the European Service Module has 24 smaller engines, distributed in 6 capsules, which are responsible for driving more precise control of Orion’s movements. They can function individually or collaboratively, as needed. A key piece at a critical moment. On the second day of Artemis II’s trip, the European Service Module starred in one of the critical moments of this trip to the Moon. This is translunar combustion by injection, a process by which the capsule is accelerated to propel itself out of Earth’s orbit and, therefore, begin the real journey to the Moon. It’s not the first time. The European Service Module was already used on Artemis I with magnificent results. At that time the capsule was sent to the Moon unmanned. Without a doubt, the participation of four astronauts in the process makes this trip even more exciting, which continues to be possible, in large part, thanks to European intervention. Therefore, although NASA has the most press in all of this, we must not forget that it was Europe that pushed its astronauts, as well as a Canadian astronaut, to the Moon. Instead of talking about careers, we can talk about teamwork and, in the process, remember that, although some space agencies make more noise than others, those that work in the shadows are as indispensable as the rest. Images | THAT In Xataka | NASA is on its heels, so it has made a decision: advance its return to the Moon to 2030

30% of heavy trucks sold in China are already electric, in Europe only 4%

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China has been dominating with an iron fist for years the electric car race. Now it is opening a second front: heavy trucks. Just like they count Since Semafor, in 2025, almost three out of every ten heavy trucks sold in the country were electric or new energy. In Europe, the figure does not reach 5%. And the most striking thing is not the difference, but the speed at which that gap is closing. An unprecedented leap in a very short time. In 2021, new energy trucks barely accounted for 0.7% of heavy vehicle sales in China. In 2024, they were already 12.9%. Just like share the average, in 2025, almost 30%. That pace of adoption, according to Zhao Pei, a postdoctoral researcher at MIT, “leaves the rest of the world in the dust.” In Europe the figure remains around 4%, and in California, which is supposed to be the region of the United States where there is the greatest adoption of electric trucks, annual sales are counted in hundreds of units, according to the analysis firm Rystad Energy. lTrucks are more difficult to electrify. Heavy vehicles are the backbone of any country’s domestic trade, but electrifying them is much more complex than doing the same with a car. Their energy needs are enormous and the size of the batteries can reduce the charging capacity. Furthermore, there is still a lot of distrust of technology in the freight transportation sector. “They are a completely different game from passenger cars when it comes to electrification,” counted Mao Shiyue, researcher at the International Council on Clean Transportation. Politics and prices as catalysts. Since 2020, China’s central government forced factories in key sectors (steel, cement, energy) to incorporate a percentage of new energy trucks or face production restrictions on days of high pollution. Added to this were very generous subsidies to replace diesel trucks with electric ones. The result: a huge domestic market, highly integrated supply chains and fierce internal competition that has accelerated innovation. Today, the cost per kilometer of an electric truck in China is approximately one-third that of its diesel equivalent, they shared from the middle. Although the purchase price is double, the difference is amortized in about two years. The infrastructure that makes it possible. China has also deployed an entire network for its electric trucks to operate. To achieve this, they have been working for some time on what they call their “green corridors”, specific charging networks for heavy vehicles along highways. One of the largest, built by Qiyuan Green Power, connects Tianjin port with the Gansu industrial region across 2,200 kilometers and 27 stations. For its part, CATL, the world’s largest battery manufacturer for electric vehicles, it has developed a battery exchange technology that allows a dead battery to be replaced with a charged one in just five minutes, and already has more than 300 operational stations in the country. The weak point: long distance. Not everything is resolved. Trucks operating short, fixed routes have led the transition, but long-distance trucks, which can travel up to 1,000 kilometers a day, remain a challenge. The autonomy and capacity of current batteries are not always sufficient for these routes. And just as share From Semafor, a typical 49-ton heavy truck can travel between 200 and 300 kilometers on a load, enough to operate in ports and urban areas, but far from what long-distance interregional routes need. Now they arrive in Europe, and cheaper. More than half a dozen Chinese manufacturers plan to enter the European heavy truck market in 2026. According to account Reuters, among them stand out BYD, Farizon (Geely), Sany (which is currently the best-selling electric truck brand in China), Sinotruk and the startups Windrose and SuperPanther. The middle share that newly arrived manufacturers plan to set prices up to 30% below the European average, which is around 320,000 euros. Even so, that triples the cost of a conventional diesel truck, whose average in the EU is around 100,000 euros. Unstoppable speed. Phil Dunne, of the consultancy Grant Thornton Stax, counted Reuters that the European sector takes on average seven years to complete a development cycle for a new truck. Windrose, a startup founded in 2022, took three years to develop its Global E700 model, obtain approval to sell it in China, Europe and the United States, and prepare it to enter production. Its price in Europe will be 250,000 euros. “The speed at which the Chinese have come up with good products has surprised everyone,” Dunne said. Code red. Volvo, Daimler Trucks, Iveco, MAN and Scania dominate the European market and have the advantage of built-up trust among their customers. But they are aware of the risk. Volvo Group CEO Martin Lundstedt described Chinese manufacturers as “fast, innovative, determined and committed”. In parallel, associations such as ACEA and E-Mobility Europe they press the European Commission to accelerate support measures with lower tolls for electric trucks, fleet electrification mandates and subsidies tied to European production. What is at stake. China is the world’s largest importer of fossil fuels, has the most extensive road network on the planet and road transport represents almost three quarters of its volume total merchandise. If the electrification of its trucks advances at the planned pace, Rystad Energy calculate that China’s demand for diesel could fall by 20% from current levels before 2030. “We have one or two years to get ahead of ourselves. Or the Chinese will eat our toast,” counted Chris Heron, Secretary General of E-Mobility Europe. Cover image | aboodi vesakaran and Sany Group In Xataka | China has been boasting about its driverless robotaxis for years. Until more than 100 have stood at once in Wuhan

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