Europe

Renewable gasoline and diesel are the last bastion of combustion cars to be able to circulate in Europe: they have a difficult time

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Whether for lack of infrastructure, strict regulationsocial perception, or by many other factors, electrification is a process that is advancingbut very slowly. Meanwhile, more than 20 million diesel and gasoline vehicles continue to circulate in Spain, many of them more than a decade old (or two). However, there are solutions that try to make this energy transition more bearable, and one of them involves the use of renewable fuels. What exactly are these fuels?. They don’t have a single drop of oil. They are produced from organic waste such as used cooking oils, animal fats, forest waste or crop remains. The catalytic hydrogen generation process transforms these wastes into fuels with properties similar to those derived from petroleum, but with a key difference: the CO₂ they emit when burned is the same as that which plants have previously absorbed from the atmosphere. Here we would therefore speak of a closed cycle, unlike fossil fuels, which release carbon stored underground for millions of years. Emissions. Repsol states that its Nexa diesel can reduce net CO₂ emissions by up to 90% compared to conventional diesel, while your Efitec Nexa gasoline discount more than 70%. In this case, although the engine continues to emit CO₂, it was already in the atmosphere before being converted into fuel. However, there is a nuance: nitrogen oxides (NOₓ) continue to be generated during combustion, because they come from nitrogen in the air when exposed to high temperatures. And for now, studies show conflicting results, with some indicating slight increases in NOₓ with certain biofuels, while others like the US National Renewable Energy Laboratory they conclude that renewable diesel reduces both CO₂ and NOₓ. What is consistent is the reduction of particles and soot. Full compatibility with current cars. This is probably its biggest practical advantage. Any diesel or gasoline vehicle can use these fuels without technical modifications. There is no need to change the engine, adapt the tank, or install new pumps at gas stations. In the case of Repsol, its Nexa diesel also complies with the European standard EN 15940 for paraffinic fuels, and Efitec Nexa gasoline with EN-228. In addition, the company ensures that, thanks to its high cetane number, it improves combustion, reduces engine noise and has a cleaning effect on the injection system. Where to find them in Spain. Repsol clearly leads the deployment, with more than 1,000 stations that offer Nexa diesel and with the goal of reaching 30 stations with Efitec Nexa gasoline by the end of the year. BP too offers HVO (hydrotreated vegetable oil) in strategic locations such as Tafalla, Getafe, Villacastín Norte or Olaberria, although its network is more limited and is oriented towards professional transport. To locate them, the most practical thing is use web search engines of each company, since they include filters to find gas stations that offer renewable fuels. It is worth remembering that the conventional diesel sold at practically all gas stations in Spain already contains up to 7% biodiesel (B7 label), but it is not comparable to a 100% renewable fuel if we stick to emissions. Cost and availability. Price is one of the main obstacles. Nexa diesel costs approx. 10 cents more per liter than conventional diesel, placing it in the range of premium fuels. Renewable gasoline follows a similar trend. Furthermore, although Repsol has expanded its network, coverage remains limited outside large urban centers and main corridors, especially in terms of renewable gasoline. Industrial production. Repsol produces renewable diesel in its Cartagena refinery and 100% renewable gasoline at the Tarragona plant. The company assures that it has been researching these processes for more than twenty years in collaboration with Honeywell. In 2026, the opening of a new facility in Puertollano with capacity for more than 200,000 tons per year is planned. Who is using them already?. In addition to the fact that anyone can now go to a Repsol gas station to try these fuels, their use has transcended commercial vehicles. And they have been tested in competitions like the Dakar Rallyand even sustainable fuels are used on commercial flights. Also transport companies such as Scania, Alsa or Grupo Sesé have signed agreements for adoption. An intermediate solution. The current European regulations The CO2 emissions test for new vehicles measures emissions from the tailpipe. With this approach, the result is zero for an electric car, but not for one that uses renewable fuel, even if it is carbon neutral in its entire life cycle (from production to consumption). It is for this reason that the industry and defenders of these fuels are asking for a change in the methodology so that the complete life cycle of the fuel is considered. Repsol and other players in the sector They ask for adapted taxation and long-term objectives that provide stability to investments. The Spanish mobile fleet has an average age of 14.5 years and it has more than eight million vehicles that are more than two decades old, according to data from ANFAC (Spanish Association of Automobile and Truck Manufacturers). Therefore, renewable fuels could be an intermediate alternative in this stage of energy transition, especially since they do not leave millions of drivers behind. Cover image | engin akyurt In Xataka | In 2001, Renault launched a car ahead of its time: it was a miserable failure that now has another chance

Luxury was the last industry where Europe, because it was Europe, had a competitive advantage in China. Until now

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For decades, China was known as the country where the world’s luxury products were made, not where they were designed. The “Made in China” lived years associated with mass productionto the workshops that supplied Europe and to the supply chains that kept the pace of the sector alive. The great Western houses dependedand still depend— of its manufacturing capacity. But what almost no one saw coming is that that same country, which built the industrial muscle of global luxury, would begin to develop its own brands capable of not only imitating, but directly competing. A market that no longer responds to the previous rules. According to data published by Bloombergspending on Western brands within China has slowed down in a huge market—around $49 billion—while several local firms are growing with a strength that surprises the industry itself: Laopu Gold, artisanal aesthetic jewelry, has multiplied by ten its online sales in just two years, compared to the 57 million of Van Cleef & Arpels, one of the most recognized names in Western fine jewelry. Songmont, specialized in bags with clean lines and minimalist design, is close to 90% growth in e-commerce. In contrast, Gucci’s drop in the same channel exceeds 50%. Mao Geping—a local brand with a strong Chinese theatrical aesthetic— doubles income by Bobbi Brown on the platform. And all this happens while giants like LVMH or Kering are experiencing sharp declines in the stock market compared to their highs in 2023 and 2021 respectively. As Chosun Biz points outmany consumers who previously reserved their large purchases for foreign brands are now choosing local firms. A simple phrase, but one that reveals a profound cultural change. Luxury is no longer defined only by Europe. The transformation is not explained solely by the economic context, because otherwise the phenomenon would be limited. However, local brands are succeeding because they offer something that the young Chinese consumer recognizes as their own: an aesthetic and a cultural story that does not seek to appear Western. There are different examples, such as Songmont building its brand around “oriental beauty” and designing spaces inspired by calligraphy. To Summer creates fragrances with ingredients that are part of Chinese sensory memory—tea, osmanthus, preserved citrus—and presents them in Jingdezhen porcelainindisputable reference of the country’s ceramics. ICICLE bases its entire design on principles of harmony and simplicity rooted in local philosophy. This approach connects with a generation that no longer considers European logos as automatic symbols of taste. They look for beauty, yes, but a beauty that belongs to their culture. Luxury Society adds that local brands They have become experts in building coherent, deep brand universes full of cultural references that are natural, not forced. Meanwhile, foreign firms have been trying to adapt for years, often with superficial interpretations of Chinese symbolism. The rise of national pride. EITHER guochao, born as a movement roots that vindicate the aesthetics and identity of the Asian giant. A term that has become a purchasing criterion for many young people. It is not about rejecting what is Western, but about valuing what arises in the country’s own companies. Western houses try to adapt. The big foreign brands have begun to react. Digitalizing document a change in the way in which Louis Vuitton, Prada or Loewe relate to Chinese culture: they no longer only launch thematic collections on Lunar New Year, but they open stores that interpret local architectural languages, collaborate with artisans of intangible cultural heritage, produce content about Chinese cities and organize parades in enclaves that dialogue with the country’s history. The reality is that they have to respond to an increasingly demanding market and a consumer who has reduced his enthusiasm for luxury in the midst of an uncertain economic climate, marked by youth unemployment and the fall of confidence. The point is that, although Western localization is increasingly sophisticated, Chinese brands have an advantage because they start from a native understanding of their own aesthetic. They are not imitating the global language of luxury: they are proposing a new one. From followers to creators. The ecosystem is reminiscent of the process that Japan experienced decades ago. As some analyzes showfirst came the fascination with European luxury, then an economic crisis, and finally the rise of local brands that redefined modern Japanese aesthetics. China is going through a similar cycle, but with a level of global ambition that Japan did not have from the beginning. Furthermore, the picture is complicated by another key movement: according to Luxury SocietyChinese luxury spending has not disappeared, but has shifted abroad following the post-pandemic reopening. Japan is now one of the favorite destinations, where up to 80% of customers in some luxury stores are Chinese, it also happens in Singapore and Thailand. This makes the sales decline within China seem more serious than it is. Even so, at home, the preference for local brands is a cultural phenomenon, not a situational one. Can Chinese luxury consolidate itself as a global competitor? The potential is there, but the challenges are great. According to figures cited by Bloombergno Chinese brand in the sector has yet exceeded 0.5% global share or 10 billion yuan in annual revenue. The growth of recent years starts from small bases and there is still no truly global Chinese brand. The economy doesn’t help either. Consumer confidence is fragile and an important part of the local boom depends on a cultural pride that could fluctuate if the domestic situation worsens. The brands themselves recognize, in interviews collected by the same medium, that they need international talent and expansion outside of China to consolidate themselves. However, their advantage is powerful: they dominate the supply chain, manufacturing and, now, increasingly, aesthetics. The case of Shajuanstudied by researchers at Fudan University, shows how vertically integrated brands can control design, production and narrative more effectively than many international firms. A new global aesthetic emerges from China. The Asian giant is no longer just a key market for Western luxury; It is a creator of trends, … Read more

Ukraine has returned from Europe with 250 fighter jets under its arm. The problem is that only Spain has told him the truth

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The new European trip of the president of Ukraine, Volodymyr Zelensky, has finished in Spain and has crystallized into a military agenda that aims to reconfigure the Ukrainian air force over the next decade, based on political agreements of enormous symbolic scope. If nothing goes wrong, the Ukrainian nation has nothing less than 250 European fighters under his arm along with a huge aid package and arsenal. The problem is that the financing is very uncertain and its execution is very distant. Aerial reconstruction as a continental ambition. In Paris, the Ukrainian president signed a letter of intent to acquire up to one hundred Rafale fightersdevices that France presents as the heart of the future defense of Ukraine, complemented by Samp/T systemsnew generation drones, guided munitions and incipient industrial cooperation to manufacture interceptors on Ukrainian territory. The French bet aims to elevate Ukraine to European technological standardintegrating it into a long-term security architecture and relying on a financing framework yet to be defined, where the European Union and frozen Russian assets appear as the great promise, although deeply controversial. The political gesture, celebrated as historic in parisresponds to the French ambition to lead the regeneration of Ukrainian air power and to reinforce the role of its defense industry in a continent that is rapidly rearming. Doubts about the bet. Diplomatic enthusiasm contrasts with operational uncertainties. They remembered TWZ analysts either The Wall Street Journal that Ukraine does not have of the financial margin to pay for neither the acquisition nor the maintenance of a hundred Rafale, and France is going through a period of budget fragility which makes sustained long-term commitments difficult. The idea that Europe could finance the purchase through new joint debt mechanisms or from income generated by frozen Russian assets divides the states members and poses enormous legal risks, especially for Belgium, which holds most of those funds. Added to this is the industrial reality: the Dassault production chain is saturatedwith deliveries committed for years, and the manufacturing of 100 additional devices would require extraordinary efforts. The perspective of a parallel program, with 150 Swedish Gripen also agreed in the preliminary phase, increases doubts about whether Ukraine could sustain, train and maintain such a vast fleet of 4/5th generation aircraft. For many, the initiative reflects more a political movement to keep France at the center of the Ukrainian equation and to boost European industry in the face of a United States more distantthan a realistic military acquisition plan in the short or medium term. A Gripen fighter The military horizon. Zelensky’s trip has also highlighted the arrival of a winter that anticipates a new Russian campaign focused in energy infrastructure and strategic cities. France insists that Samp/T systems are demonstrating remarkable effectiveness against Russian missiles with a complex trajectory, even higher, some French commanders claim, than the performance of the Patriot in certain scenarios. In parallel, Paris reinforces its role as a provider of interim air capabilities, including Mirage fighters and precision ammunition, while promoting a future coalition of countries Europeans willing to guarantee the security of Ukraine after an eventual ceasefire, a project still impossible as long as Moscow rejects any negotiation. This strategy, which attempts to combine immediate support with an architecture of long term securityreveals both French determination and the continent’s real limitations in simultaneously sustaining the current war and future rearmament. Among others, Spanish military aid to Ukraine will consist of 40 IRIS-T missiles Spain and the contrast with the promises. The final stop of the trip, in Madrid, has revealed a very marked contrast between the declarative exuberance of some allies and the measured (and often austere) approach of the Spanish Government. Spain announced a package of 817 million of euros, which includes 300 million in nationally produced weapons, 215 million channeled through European programs and additional 100 million to acquire US missiles through PURL initiative of NATO. It is a significant effort in political and logistical terms, but modest in comparison with the great European powers and especially small in the face of the air ambitions presented in France or Sweden. In practice, it is a calibrated support for immediate needs from the Ukrainian winter: anti-aircraft missiles to repel drones and protect critical infrastructures, plus a commitment to accelerate joint industrial capabilities in areas where Spanish companies (with Indra at the head) can offer practical solutions such as deployable radars or anti-drone systems. Spain and realism. If you also want, the Spanish case reflects a much more realistic line than that of other countries visited by Zelensky. Since the beginning of the war, Spain has contributed with useful materialsbut in many cases coming from surplus (Leopard 2A4 retired, M113 obsolete, Hawk batteries aging) and has prioritized its participation in European programs where the direct cost to its budget is lower. In comparative terms, and especially measured as a percentage of GDP, Spain is far behind of the hard core of military support for Ukraine. However, what it offers now is probably more sincere and sustainable: an acceptable package, focused on urgent and realistic needs, that does not promise fighter fleets, perhaps impossible to finance, or industrial projects that exceed national capacity. Spanish extra ball. Furthermore, Spain stands out where other countries they can’t: in the reception of refugees, in the medical rehabilitation of Ukrainian soldiers and in light but reliable industrial cooperation. So, on that journey that began with spectacular advertisements in Paris and Stockholm, the Spanish stop has served to balance in a way the expectations. In that sense, Spain appears as one of the few allies that gauges its support by looking ahead. the budget figuresavoiding promising what it will be difficult to fulfill and remaining firm in what it can offer: a modest but operational contribution. Image | Ronnie MacdonaldTuomo Salonen, Air and Space Army Ministry of Defense Spain In Xataka | Europe already knows the arsenal it needs for rearmament. Now the most difficult thing remains: how to make it arrive in time if Russia attacks … Read more

The largest nuclear power plant in Europe has been connected to diesel generators for a month. It’s as encouraging as it sounds.

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Europe is once again walking a nuclear tightrope. After more than three years of war, the largest atomic plant on the continent —the Ukrainian Zaporizhia plant— has gone from being an industrial symbol to becoming at a point of friction capable of triggering an emergency of continental reach. In parallel, other plants in the country operate at reduced power after attacks on the electrical grid. The situation is so unstable that the director of the International Atomic Energy Agency (IAEA), Rafael Grossi, recently traveled to Kaliningrad, Russia, for emergency talks with the head of Rosatom, Alexey Likhachev, according to the Anadolu agency. It is a gesture that reflects the extent to which the risk is real. An attack that left two centers at minimum. According to a statement from the IAEAa military attack during the night of November 7 damaged an electrical substation critical to nuclear security. This incident left the Khmelnitsky and Rivne plants disconnected from one of their two 750 kilovolt lines and forced the electricity operator to order a power reduction in several of its reactors. Ten days later, one of the lines was still out of service and three reactors continued to operate at limited power. The agency emphasizes that these substations are essential nodes of the network: they allow the voltage levels that feed the security and cooling systems to be transformed and maintained. Without them, plants cannot guarantee safe operation. One month depending on diesel generators. The situation in Zaporizhzhia is even more critical. According to an opinion column by Najmedin Meshkati, professor of engineering and international relations published in the Financial Timesthe plant spent a full month without outside power after its two main lines were cut. During that time it survived solely on diesel generators, a resource that the industry considers strictly temporary: they are designed to run for around 24 hours, not for weeks. Technicians were only able to repair the lines under the protection of localized ceasefires negotiated by the IAEA, according to NucNet. Even so, one of the two restored lines was disconnected again on November 14 due to the activation of a protection system. Grossi summed it up like this: “The electrical situation at the plant remains extremely fragile.” The condition for a shut down reactor to remain safe. Although Zaporizhzhia’s six reactors have been on cold shutdown for more than three years, the plant requires a constant three to four megawatts to maintain cooling pumps and other essential systems, according to Meshkati. The professor emphasizes that even huge emergency batteries require external electricity to stay charged. It is a vicious circle: without the electrical grid, batteries are used, but without external electricity, these batteries cannot be recharged and, without both, the cooling systems fail. And without cooling the risk of nuclear fuel melting or overheating increases. The University of Southern California professor warns that this scenario reproduces the conditions that transformed Fukushima into a global disaster: “What turned an earthquake into a catastrophe was the total failure of the electrical system.” And he adds that, unlike 2011 in Japan, this time the risk comes from deliberate human action. A network reduced to its minimum expression. Before the war, according to the Kyiv Independentthe Zaporizhia plant was connected through ten power lines. Today it only has one or two operations and has lost all connection ten times since the beginning of the invasion. The IAEA itself has described the situation power plant as “extremely precarious” and “clearly not sustainable” when it depends for long periods on diesel generators. Short and medium term risks. The notices in the last report on Ukraine by the IAEA point in the same direction: the main danger is not a Chernobyl-type explosion, but a prolonged cooling failure. This scenario could cause overheating of the reactors in cold shutdown, damage to the spent fuel pools and a possible localized or regional radioactive release, with the consequent need to create an exclusion zone in the heart of agricultural Europe. For its part, according to Meshkatiadds two other relevant elements. On the one hand, it points out that a serious accident will exceed the economic impact of Fukushima, estimated at about $500 billion. An incident of that magnitude would affect agriculture, transport, supply chains and the European insurance market. On the other hand, he maintains that if Russia manages to consolidate the precedent that an occupying army can take control of a nuclear power plant and connect it to its own network, the global nuclear security architecture would be seriously compromised. It would be a precedent without equivalent since the creation of international standards that regulate the civil use of atomic energy. Is there a meeting point? The IAEA has acted as an intermediary between Moscow and kyiv on multiple occasions. According to the Anadolu agencyGrossi traveled to Kaliningrad to meet with Likhachev, director of Rosatom, in order to directly discuss the situation in Zaporizhzhia and the minimum conditions to guarantee nuclear safety. At the same time, the agency is trying to technically shore up the Ukrainian electrical system. According to their own statementshas so far coordinated 174 deliveries of essential equipment – ​​switches, electrical cabinets, radiation monitoring stations, vehicles and computer equipment – ​​worth more than 20.5 million euros, intended to sustain nuclear security in Ukraine during the war. Nuclear security supported by fragile cables Europe breathes thanks to a handful of cables repaired under fire and diesel generators that have already proven to be well beyond their limits. As the Financial Times explainsthe continent’s security depends on electricity continuing to arrive and on the parties respecting the fragile ceasefires needed to repair lines when they go down. Grossi summed it up with a mix of relief and alarm after the restoration of one of the lines: “It is a good day for nuclear security, although the situation remains highly precarious.” And the precarious thing, in this case, is that a new attack, a mechanical failure or a downed line is enough to bring … Read more

The opening of Shein in Paris should have been a triumph. It has ended up causing the biggest slowdown for the Chinese giant in Europe

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Days after Shein’s controversial arrival at the historic BHV Marais in Paris —an opening as massive as it is controversial—, the story takes a turn that no one in the Chinese company expected. France has decided to postpone the opening of the rest of the Shein stores scheduled for November and December, a slowdown that reveals the extent to which the physical commitment of the ultra-fast fashion giant is shaking the sector and French politics. In a nutshell. The SGM group, owner of BHV, announced that the planned openings in Dijon, Reims, Grenoble, Angers and Limoges are postponed indefinitely. The inaugurations were to start on November 18 and extend until the beginning of December, but according to BFMTVSGM prefers to postpone them “a few days or a few weeks.” Today, the only operational Shein store in the country is the one in Paris, open November 5. A postponement that accumulates reasons. The delay does not respond to a single factor: it is a cocktail of commercial problems, reputational crisis, political pressure and regulatory turbulence. First, the Paris store disappointed its own customers. As reported days later by Le Mondedespite the more than 50,000 visitors on the first day, the result was frustrating: no men’s clothing, no children’s fashion, no large sizes, nor the ultra-low prices usual on the web. Added to this was insufficient space to manage the influx. But the hardest blow, according to the French media, did not come from the clients, but from the brands that have decided to leave BHV after the arrival of Shein and due to accumulated non-payments. Dior, Chanel, Guerlain and Lancôme – four pillars of French perfumery – leave the department store, along with more than 20 fashion and home brands. The departure comes at the worst possible time: the Christmas campaign, the month in which BHV rebalances its accounts. Furthermore, the image crisis is amplified by the breakup between SGM and Galeries Lafayette. According to Fashion Networkthe French chain has ended its agreement with SGM to avoid any link with Shein, which implies that all these centers will be called BHV, not Galeries Lafayette. Expansion meets politics. Shein’s arrival has unleashed unprecedented municipal rejection. From Liberation have pointed out that several mayors – Dijon, Reims, Grenoble, Angers and Limoges – are explicitly opposed to the implementation. Specifically, in Grenoble, Mayor Éric Piolle even asked to suspend opening until all products were legally verified. And the straw that broke the camel’s back. As different media have describedthe French Government discovered child-like sex dolls, prohibited weapons and other illicit products on the platform. This activated a process of temporary suspension of the marketplace, exhaustive customs controls and a judicial procedure that is still open. “The postponement is temporary.” Frédéric Merlin, president of SGM, insisted: in an interview for BFMTV. In it, he explained that the group needs to adapt the offer, adjust the pricing policy, gain space in regional stores and work on “more personalized orders.” But, as Le Monde recallsits management simultaneously faces non-payments to suppliers and the largest brand flight that BHV has experienced in decades. For its part, Shein maintains a different discourse. According to Reutersthe company says the Paris store has been “a great success.” He accepts that he must adjust prices and improve the experience, but he assures that for now his priority is to optimize that first physical point before opening the following ones. However, it does not offer new dates. Meanwhile, the company will have to face a key event: a mandatory appearance at the National Assembly and a court hearing on November 26, the same day on which the Paris court must examine the request to suspend the platform. In parallel, as the French media highlightsthe European Union has agreed to advance the application of taxes on small imported packages to 2026 – an essential pillar of Shein’s logistics model –, further increasing the pressure. Downshifting. France has become the first European country to put a real brake on Shein’s physical expansion. The openings have been postponed “a few days or weeks,” but the context—investigations, protests, brand leaks and regulatory pressures—suggests that the pause could last longer than SGM and Shein would like to admit. The question now is whether Shein will manage to adapt to a market that demands transparency, legality and social commitments or if the Paris store will be remembered as the beginning of the biggest clash between ultra-fast fashion and a country that, for the first time, has decided to put a stop to its advance. Image | FreePik and DMCGN Xataka | Shein has opened its first store in Europe in Paris. Paris has reacted as always: staging a revolt

Having China manufacture its cars in Europe seemed like a perfect plan. Until they were filled with Chinese workers

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Manufacture their electric cars in Europe so that they can sell them without tariffs. That was the promise of the European Union to Chinese manufacturers. The objective was to consolidate the electric car industry for Europe in Europe, closing the door to proposals from China at a much more attractive price. And the result is not what was expected. Manufacture in Europe. In October 2024, the European Union confirmed the tariffs to all the companies that bring their electric cars from China. Including European ones. With this measure that applies individually to each company (ensuring that not all have received the same benefits from the Chinese State) it was intended to attract factories to Europe. Why does an electric car have less autonomy than advertised? The strategy has gone well. First, because the Chinese State ordered to stop all investments in Europe that were in the negotiation phase, initially turning off the tap. Secondly, because it is not clear that the installed factories are giving great results in terms of employment. From China for Chinese. “There are currently manufacturers in Europe that assemble Chinese cars with Chinese components and Chinese personnel: this happens in Spain and Hungary. This is not right.” The words are from Stéphane Séjourné Vice President of Prosperity and Industrial Strategy of the European Commission, in an interview for the Italian newspaper La Stampa. In it he pointed out Spain and Hungary as the two hot spots. In this second country, BYD is building its first plant in Europe to produce electric cars. In Spain we have the Chery plant in Barcelona and, under construction, the CATL battery plant in Aragon. In all previous cases, criticism has multiplied because they are not impacting the area as expected. The Hungarian case. Séjourné refers to the plant that BYD has planned in Hungary. There, the Chinese company is building a factory that should produce 150,000 cars a year (with potential for 300,000 units) and employ 10,000 workers. However, the European Union is studying if the Chinese giant is receiving covert subsidies to carry it out, paralyzing its construction. In the early phases of the project, BYD has employed about 1,000 workers Chinese which has raised the suspicions of the European Commission as to whether there is really an intention to produce wealth on European soil. some of them They staged protests last summer by claiming that they had been fired just six months after joining despite receiving promises of large salaries upon arrival in Europe. BYD is at the center of controversy because the European Commission suspects that in the future Chinese workers may be the majority at the plant, since they would aspire to lower salaries. The company, yes, He already promised that he would employ local workers to advance vehicle production. The question is whether this first hiring of Chinese personnel responds to the start-up of the factory or the advancement of a way of acting that extends over time. The Spanish case. In Spain, two factories have concentrated China’s interest. The first to arrive was the one from Chery to Barcelona. There, the Chinese company has found that it already had the necessary machinery to remove cars from it since it responds to the occupation of the old Nissan plant. However, the plans are not meeting the expected deadlines. Chery is assembling kits of cars in Barcelona. That is, the car arrives in large pieces to Spain and is finished being assembled here, so the local impact is reduced. In this case we are not talking about employment but we are talking about the fact that the network of suppliers generated is minimal. The European Commission did not like this and, in fact, the electric Omoda 5 has been delayed in Barcelona because the regulators threaten to impose tariffs on them when they understand that the added value is zero. The other point of friction is that of CATL in Aragón. The Chinese battery producer announced an agreement with Stellantis to produce there the components that the automotive giant will use in its small cars. For now, we know that 2,000 Chinese employees will arrive and, again, the shadow of what impact the new factory will have on the local labor market is looming. According to T&Eit is not guaranteed that the CATL plant will guarantee long-term knowledge transfer. More pressures. In addition to the statements by European regulators, other voices have also raised their voices. France is one of the countries that is most under pressure to create a new category of cars to make electric vehicles cheaper. Their proposal is that they meet certain size requirements… but also that production be entirely European. These days, Josep María Recasens, president of Renault Spain, returned to the charge ensuring that “we cannot allow China to come to Europe to make four plates with wheels without added value.” In his statements he asked that Europe force Chinese companies to associate with European ones so that there is a transfer of knowledge as China itself demanded from Europe when its manufacturers began to produce on Asian soil. Photo | Official Lula on Wikimedia and BYD In Xataka | China is manufacturing many more cars than the world wants to buy. And that is a foretaste of serious problems.

In the midst of rearmament, Europe has realized an unimportant detail: it does not have enough bullets

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The European defense industry is experiencing a decisive moment after decades of demilitarization, outsourcing of key processes and a growing dependence on suppliers that seemed assumed to be structural until the Russian invasion of Ukraine revealed its weaknesses. In that context, that of rearmamenta chemical compound with more than a century of military history has reappeared as a critical link: there is no TNT. The strategic resurgence. Yes, the shortage threatens the continent’s ability to sustain its ammunition production. The panorama is as simple as it is disturbing: Europe, with giants such as Rheinmetall, BAE or KNDS, only has a TNT plant operational (Nitro-Chemin Poland), while Russia manufactures millions of projectiles annually and receives direct support from North Korea. This combination has created a strategic asymmetry that the EU is trying to correct with massive investments and new industrial playersamong them a Swedish start-up that aims to break a historical blockade with a modern and fully European factory. At the center of this story appears Joakim Sjöbloman entrepreneur who abandoned fintech to build the first Swedish TNT plant in 30 years and contribute, as explainedfor her daughter to grow up in a continent capable of defending itself. The geopolitical urgency. Although its origin was almost anecdotal (a yellow dye produced in Germany at the end of the 19th century), the TNT It became a fundamental piece of modern warfare since its explosive properties were discovered. Today it is essential for almost any ammunition that exceeds the size of a bullet: artillery projectiles, grenades, aerial bombs and countless military loads require this compound which, paradoxically, is almost no longer manufactured in the West. The gap between capabilities is evident: while Russia produces between 4.5 and 5 million of projectiles per year, Europe barely reached 600,000 in 2024a figure that rose to 1.2 million adding US production, but still far from what is necessary for a balanced deterrence. Each projectile requires about 10 kg of TNTso matching the Russian pace would require about 50,000 tons of explosive per year. The great dependence. Nitro-Chem It manufactures a significant part of that volume, but exports much of it. outside the EUand the rest of the European market depends on India and China, suppliers that would automatically be left out of the equation in a conflict between blocs. For Sjöblomthis dependence is an intolerable risk: any diplomatic or military crisis could immediately cut off the supply, just as happened with vaccines during the pandemic. The Swedish bet. It counted on Insider that Swebalthe company founded by Sjöblom after selling Minna Technologies to Mastercardaims to produce 4,500 tons of TNT per year in a facility located a few kilometers from Alfred Nobel’s historic dynamite factory. The project (which plans to start in 2028) aims to only use Swedish and Baltic raw materialscreating a completely European supply chain and drastically reducing delivery times that today depend on ships diverted around the Horn of Africa. Although its capacity does not even remotely cover the continental gap, Sjöblom himself maintains that it will be a significant contribution for at least a decade, because even adding all the projects planned in Finland, Greece, the Czech Republic and the United States, Europe would still be far from balancing the industrial pulse with Russia. The rebirth of TNT is not a historical eccentricity, but the reconstruction of a capacity that Sweden had until 1998 and that it dismantled because demilitarization made it unnecessary to maintain a dangerous, expensive chemical industry for which there were no commercial incentives. A dangerous process. The construction of a TNT plant It requires overcoming a regulatory labyrinth that Sweden applies rigorously even in the era of rearmament. To obtain the environmental permit, Swebal has had to carry out 14 studies on protected faunaarchaeological remains, acoustic impact and risk analysis, in addition to guaranteeing a perimeter isolated by forests that would act as a natural barrier in the event of an explosion. The plant’s own architecture reflects the delicate nature of the process: acid tanks connected to a concentration tower, chemical reactors enclosed in an enclosure of six-meter earth walls, video control, electrified fencing and permanent security equipment. Automation. The goal is that 90% of the process be automatedso that workers only enter in a final laboratory testing and in a shielded control room. Mixing toluene with sulfuric and nitric acid involves managing extreme temperatures and toxic gases, and any mistake can lead to lethal fumes or spontaneous detonation. Additionally, producing TNT generates “redwater”a carcinogenic waste that Swebal will send to an external plant for incineration, avoiding repeating polluting practices of the past. All this requires between 80 and 90 million of euros of investment, well above the initial financing of 3.5 million that the company has already closed. The European dilemma. Behind this industrial commitment there is an economic argument that transcends TNT. Europe spends 200,000 million euros annually on defense, but more than 60% of that money is allocated to US suppliers. For Sjöblom, relocating supply chains would generate millions of jobs and reinforce strategic autonomy, two objectives aligned with the plan ReArm Europe 2030which could mobilize up to 800 billion in investments and loans for the defense industry. However, the sector continues to face a structural obstacle: Orders do not arrive as quickly as companies need to take risks. This inertia (coupled with the lack of interoperability between European weapons, which forces the maintenance of multiple calibers and standards) is, according to Sjöblomone of the greatest dangers to the defense of the continent. If Europe does not unify criteria and build a robust industrial base, it will end up depending on others to support its own security doctrine, a reminder that is summarized in a phrase which he considers essential: “either you have an army, or you have someone else’s army in your country.” Local tensions. There is no doubt, the factory, located near a group of summer huts next to a lake, has awakened reluctance among the residents of Nora, who fear truck … Read more

The rarest element on Earth aims to cure cancer. And Europe is already accelerating its production

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In the fight against cancer there are many ‘weapons’ that we have at our disposalsuch as chemotherapy or radiotherapy. The problem is that these are assimilated like bombing a city to destroy a single house: it is achieved, but with a lot of collateral damage. But this can be solved if We attack only what interests usin this case a tumor cell, and science points to one of the rarest elements on the planet as a candidate to achieve this. Where are we now. The goal of science is to find the most specific therapies possible so that they attack a tumor cell and not a healthy cell with the aim of reducing the adverse effects of the treatment and also being more effective. For this there are different options such as immunotherapy or the use of very specific antibodies, but there is still a long way to go. A particle. He astatinewhose name comes from the Greek astats (“unstable”), lives up to its name. It is the rarest natural element on Earth and disappears almost as soon as it is formed and that is very interesting to us. Especially a ‘version’ of this element which is At-211 which has a half-life of only 7.2 hours. But this instability is part of its magic. At-211 is what Texas A&M scientists call a “Goldilocks” isotope: perfect for the job. Its advantages. Currently, heto traditional radiation used in cancer treatments have a great impact on the body when traveling over long distances. But At-211 emits alpha particles, which is a heavy, slow-moving helium nucleus, which when emitted releases an enormous amount of energy, but can only travel a tiny distance, just the thickness of a few cells. This is crucial. Targeted Alpha Therapy involves “gluing” an atom of At-211 to a molecule (such as an antibody) designed to specifically seek out and bind to cancer cells. At-211 travels through the body, ignoring healthy cells, and when it finds its target, it anchors to the tumor and releases its alpha particle. The result is a localized and devastating explosion of energy, which irreversibly destroys the DNA of the cancer cell. But since the particle cannot travel any further, the healthy cell next to it will not be affected, making this an almost perfect killer. Your problem. At first glance everything seems great, but… Why don’t we use it? The answer lies in its availability, since it is impossible to mine astatine, since with a life of 7.2 hours the clock is running against it. The only way to obtain it is to create it artificially in a cyclotron, a particle accelerator. The process basically involves firing a beam of alpha particles at a Bismuth-209 target. Now the advance that has been achieved is to create a fully automated system to produce and ship the AT-211 as quickly as possible so that it can be used. In Europe. With this advance, which has been made in Texas, processing time is reduced and the safety of technicians who do not have to handle this substance increases. And while Texas A&M resolves supply in the US, Europe is making a move. The project Accelerate.EUfunded by the European Union, was launched at the end of 2024 with a clear objective: to create a robust and sustainable manufacturing and treatment infrastructure for At-211 throughout Europe. The project focuses on especially difficult-to-treat cancers, such as pancreas, breast and brain tumors (glioblastomas), demonstrating that this therapy is a global strategic priority. The future therefore lies in the possibility of using one isotope to illuminate the tumor and then using another to kill it, inaugurating authentic personalized nuclear medicine. Images | freepik In Xataka | The most unexpected treatment against cancer is LED light, and it is giving good results

Renault is already pushing for Europe to copy the Chinese model

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The statements have been as concise as they are clear: “You cannot come to Europe and build four plates with wheels and seats with little added value. What we have to do is commit them to teach us, to come with products with added value. We did not do it like that when we went to China, they should not do it when they come to Europe” The words are from Josep Maria Recasens, president of Renault Spain, and reflect in three sentences the situation that the industry is experiencing in Europe, its internal debates and its fears. Added value. This is what Recasens has demanded at the 1st Automotive Forum, organized by the Automotive Press Group to which it belongs. The Automotive Tribune. The president of Renault Spain, who is also the president of ANFAC (the manufacturers’ association in our country) has demanded that Europe force Chinese brands to associate with European ones so that they “teach us” how they make their products. In Recasens’ opinion, Europe is opening the door to Chinese brands, allowing them to build “four plates with wheels and seats with little added value.” It is a veiled statement that points to the Chinese factories that are settling in our country but that, however, plan to produce vehicles based on kits that already come pre-assembled from China. What do they teach us? When the president of Renault asks that the European Union force Chinese manufacturers “to teach us” it is for two reasons. The first is that China forced foreign manufacturers to partner with their local firms to produce on its soil. What did they earn? Obviously, knowledge. Just take a look at the MG4 Electric to understand the extent to which its partnership with Volkswagen has borne fruit. At the same time, foreign manufacturers could produce at a much lower price and had access to the largest market in the world. What, we assume, they did not imagine is that China was going to surpass the West. Yes, let them teach us. The second point referred to in “let them teach us” is evident: the president of Renault and Anfac recognizes that, at least in part, China is ahead. And the French company itself has gone to Shanghai to develop your Renault Twingoa car whose heart has been created internally in China in record time for the European industry. But there have also been curious situations such as Mazda has brought the Mazda 6e to Europea car developed by Changan in China that, given its success, they have decided to test on European soil with a groundbreaking price per size. And the warnings don’t end there. The industry has entered a fever to shorten deadlines and approaching the times of Chinese development. The consultants warn that, at the level of quality, there is no difference with the Europeans. Others warn Japanese firms that their extreme attention to detail and conservative evolutions they may have left them behind. In question. Recasens’ words also emphasize the misgivings that have arisen among European manufacturers seeing how Chinese companies are arriving on our soil. With the intention of stopping the arrival of Chinese electric cars at knockdown prices, Europe applied variable tariffs to each brand depending on the supposed help they have received from the Chinese Government in the form of soft loans or the transfer of land. The promise is that they would not pay if they manufactured in Europe. But the first factories are also in question. Chery opted for assemble car kits in Barcelona. That is, cars that arrive almost assembled from the other side of the world and to which the final touches are given in the Spanish city. Now, the European Union is studying whether or not the electric Omoda 5 has to pay tariffs by understanding that added value is not being created around the production of said car. But not only Chery. The Chery case was the first but it has not been the only one. Stéphane Séjourné, vice president for Prosperity and Industrial Strategy of the European Commission, has assured the Italian newspaper La Stampa that the institution also has the factory in its sights BYD in Hungary or the plans that CATL has in Europe (including those that has in Spain with Stellantis). According to Séjourné, “it is not right” that these companies are manufacturing their cars in Europe with Chinese components and Chinese employees, noting that their investment in creating a local network of suppliers is minimal. A good example is the CATL battery production plant in Aragón where it is expected that employ 2,000 Chinese employees. Photo | ANFAC and Renault In Xataka | Before opening its gigafactory, Zaragoza has a pending task: create a “chinatow” for 2,000 Chinese workers

Shein has opened its first store in Europe in Paris. Paris has reacted as always: staging a revolt

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The heart of Le Marais The morning of November 5th was troubled. In front of the old Bazar de l’Hôtel de Ville (BHV), that art deco building that overlooks the City Hall, Shein opened its first physical store in Europe. But consumer enthusiasm soon mixed with cries of indignation. French-style protests. At the doors of the BHV, the tension was immediate. A group of protesters shouted “C’est honteux!” (“This is a shame!”) and carried signs with slogans such as “Protégez les enfants, pas Shein” (“Protect the children, not Shein”). Both unions and environmental associations joined the protest denouncing the chain’s working conditions and its environmental impact, according to France24. Outside, slogans were chanted; Inside, lines snaked between shelves. Riot police guarded the entrances while the smell of a stinking aerosol – released by a protester – permeated the air. The rest of the day, the store continued to operate normally. Thousands of consumers lined up in front of the fitting rooms. The Observer estimated that more than 50,000 people They visited the new premises in its first days, and Le Monde It is estimated that about 8,000 people They passed only during the inauguration. In the words of the British newspaper, “behind the protesters who shouted shame, lines of shoppers stretched out with bags full of polyester.” Why so much fuss? The Parisian revolt was not born out of nowhere, nor is it just an environmental problem. Days before, the General Directorate of Competition, Consumption and Fraud Repression (DGCCRF) had revealed that Shein France sold child-like sex dolls, as revealed by Le Parisien. The institution stated that the descriptions “left little doubt about the pedopornographic nature” of the product. The discovery led to the opening of four judicial investigations by the Paris prosecutor’s office against Shein, AliExpress, Temu and Wish, for the dissemination of violent or pornographic content accessible to minors. In parallel, the conservative deputy Antoine Vermorel-Marques reported that on the platform Machetes and brass knuckles, category A weapons, prohibited in France, were also sold. Under pressure, Shein reacted. According to BBCone day before the opening, the company announced a global ban on all sales of sex dolls, the closure of the accounts of the sellers involved and the elimination of the adult products category. “The fight against child exploitation is non-negotiable,” CEO Donald Tang told Time. Shein spokesperson in France, Quentin Ruffat, stated exclusively for French radio RMC: “What happened is serious, unacceptable and intolerable. It was an internal failure in our processes. We will cooperate 100% with justice and we will reveal the identity of the buyers.” Two days later, according to Reutersthe Ministry of Finance temporarily stopped the suspension procedure, upon verifying that Shein had removed all illicit products, but stressed that “the company will remain under close surveillance.” The French crusade against fast-fashion. The Executive’s offensive is not only moral: it is also legal and economic. According to Politicothe French Government has activated two parallel procedures to suspend the Shein website. The first, based on the Consumer Code, would allow the domain to be blocked if the company disobeys an order to remove illegal content. The second, protected by the Digital Economy Trust Act of 2004, seeks to demonstrate that there is a risk of recidivism. Both processes could lead to a ban on access to the site and its applications in France. Le Parisien announced that a court hearing will be held on November 26, where a judge will decide the future of the platform. Meanwhile, the Minister of Public Finance, Amélie de Montchalin, led an unprecedented operation at Charles de Gaulle airport: more than 200,000 Shein packages from China were inspected in a single day. According to the ministrythree out of four did not comply with European regulations. But the pulse goes beyond customs. As The Guardian recallsFrance has been questioning the ultra-fast fashion model for years: in 2023 and 2024 it approved laws and fines of almost 200 million euros against Shein for misleading advertising and environmental violations. The arrival of the brand at BHV, details Times“contradicts the ecological and high-end vision that Paris wants to project.” Even iconic designers, such as Agnès B, announced their withdrawal from BHV. “I am completely against this fast fashion, there are jobs in danger,” told BBC. Despite the scandal, Shein has not stepped on the brakes. According to Le Mondethe company will open new stores in Dijon and Reims on November 18, and in Grenoble on the 21st, with additional plans in Angers and Limoges. Frédéric Merlin, president of the Société des Grands Magasins (SGM) – owner of BHV – defended his alliance with Shein in statements to Le Monde: “The products we sell here do not exploit workers or children. We are convinced of their quality.” However, parent Galeries Lafayette broke ties with SGM over “strategic divergence,” according to Timesrefusing to associate his name with the Chinese brand. Meanwhile, more than 100,000 French people have signed a petition against Shein’s expansion, according to The Guardianand numerous brands have left BHV in protest. Despite this, the plans continue. The battle for the soul of fashion. The story of Shein in France is no longer just that of an investigated company, but that of a country that refuses to surrender to the dizzying pace of global consumption. However, it opens up a paradox: while the authorities are preparing laws and blockades, thousands of young people are lining up to buy 5-euro t-shirts. France is waging a symbolic — and perhaps lost — war against fast fashion: that of the country that invented haute couture facing the phenomenon that turns it into waste. On November 26, French justice will speak. But fast fashion has already won a part of the most difficult trial: that of consumption. Image | Flickr and DMCGN Xataka | Years ago buying “white label” was synonymous with poor quality: today it is the number one priority of Spaniards

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