fails

Every time a rocket ship fails, an industry grows. And China has just decided that it wants to be the owner and mistress

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In 2016, a SpaceX’s Falcon 9 exploded at Cape Canaveral destroying Israel’s Amos-6 communications satellite. Luckily, like when you get hit by a car while parking, there was insurance behind it that paid for the mess because the incident cost almost 300 million dollars. Because imagine that your latest and most ambitious project explodes and that as a consequence you end up bankrupt. Insurance is that industry that when everything goes well seems like a superfluous expense and that saves you when there is an accident. Applied to space, they move more than 4 billion dollars a year. Well, space insurance is undergoing a historic transformation: China has decided who no longer wants to be a mere customer, she wants to be the owner of the business. China goes from client to insurer. China had been insuring its satellites for years through the state insurer PICC, but part of the real risk was absorbed by the international market via reinsurance. So when ChinaSat-18 failed in 2019, it was foreign insurers that absorbed part of the hit, according to SpaceNews. China paid the premiums and London and Paris, where space reinsurance business is concentratedthey stayed with the business. Everything changed in March 2025: a consortium from Beijing covered 25 private launches for $1.47 billion in its first year, bringing together domestic insurers so that everything, money and control, stays at home, according to Caixin Global. It is the first consortium dedicated exclusively to the Chinese commercial aerospace sector. Why is it important. Because if there is no insurance, there is no investment and without that financing there are no rockets either. A fact: a geostationary satellite costs between 150 and 400 million dollars to manufacture and launch, according to the Satellite Industry Association. If there is a failure, the economic impact is tremendous and could lead to the bankruptcy of the operator, so having an insurance policy is a condition for any investor to dare to put money into a space project. Controlling space insurance is controlling who can take certain risks and how. The Chinese government is clear: according to the IISSShanghai allocated 300 million yuan in subsidies to the commercial aerospace sector in April 2025, and Beijing has announced targeted insurance premium subsidies for space companies. China replicates the move it has already used in semiconductors or batteries: state push to achieve strategic independence. Context. The space insurance market is growing simply because the commercial space sector is also growing, and because insurance is an essential condition for operating in it: Space Liability Convention of 1972 establishes that states are responsible for damages caused by their space objects. Lloyd’s of London has been insuring satellites since 1965 and for decades, this was a closed market dominated in Europe by companies such as Munich Re, Swiss Re or AXA XL. According to Orbital Radarthis market generates between 500 and 600 million in annual premiums and remains concentrated in London, Paris and Bermuda. SpaceX changed everything: more launches, lower unit cost, new risk profiles… and now new Chinese private launchers such as LandSpace, CAS Space, Space Pioneer bring a new transformation: everything stays at home, China cooks it and China eats it. In detail. As with cars, insurance premiums depend on the history of the rocket and here China has a potential gap to slip through: for new rockets with no history, the premiums are very high. Orbital Radar Explained that launch premiums range between 5% and 15% of the insured value depending on the vehicle and orbit. Therein lies the great advantage of the Chinese consortium: it can take risks where other insurers put their “buts.” A revealing fact: of 10,000 active satellites in orbit, only 300 have insurance, according to Space Insider. In fact, SpaceX does not even externally secure its own Starlink. Yes, but. The market that China wants to enter with everything is in trouble: in 2024 it paid more in claims than it earned in premiums, according to Insurance Business Magazineamong other things due to the loss of Intelsat 33e. And it’s going to get worse: space debris is growing faster than the ability to calculate it and here China is largely to blame. Furthermore, in accordance with the regulations OFAC of the US Department of the Treasury.when a Chinese rocket fails, American and European insurers can’t always pay: Western sanctions legally prohibit them from dealing with certain Chinese assets, so the market is fragmented. In Xataka | SpaceX has always been 10 years ahead of the competition. The problem is that in China that law no longer applies. In Xataka | The race to become “China’s SpaceX”: who’s who in its private space launch sector Cover | Ivan Diaz and zhang kaiyv

They work surprisingly well… until the Internet fails

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A few weeks ago I traveled to China to attend the Beijing Auto Show. If the three or four trips I have made to China have taught me anything, it is that there nobody, practically nobody, speaks English. Communicating is therefore a combination of hand signs, signals and three or four loose words. That, or use a translator like Google Translate, which has several problems: The live interpretation function requires an Internet connection, something that in China, for whatever reason, is not always available. You can download the languages ​​and write to translate, but only they understand you. Your interlocutor is still unable to communicate. You have to be with your phone in your hand all the time, something that is not always possible, comfortable or viable. Then it dawned on me. The last time I went (not here, but the previous one) I noticed that in all the stores I had entered they had a little gadget from a local brand called iFlyTek that translated in real time. And I thought, what if I try one of their devices in China? And that’s what I did. I took with me the iFlyTek AI Translation AirBudsheadphones with real-time interpretation, to try them out. And very well, until the connection stopped working. Now I understand everything iFlyTek AI Translation AirBuds | Image: Xataka The headphones are of the type clip in semi-open formatthat is, they hook to our ear from behind to leave the ear more or less free and bring the microphones closer to our mouth. Because no, they are not headphones for listening to music (which we can do, mind you, but it is not the best experience by any means), but for making calls and talking to people. And there they deliver beautifully. It’s curious. Almost all the headphones I have tried tend to bend their knees when making calls. The music is very enjoyable, but the calls are a bit meh. These are the complete opposite. I wouldn’t recommend them to anyone to listen to music, but I have never tried headphones that pick up my voice better. and the voice of our interlocutor (we will return to this later). The key to these headphones is that they translate and interpret in real time. Already I tried some from another brand years ago and the experience was mixed, but with these I was frankly surprised. They connect to an app called Bavvo which, as we will see later, I had to test in beta version, but in this case it worked correctly. I hope you have wide pockets | Image: Xataka The headphones pick up voice very, very well, even in distant and busy environments. In the middle of the BYD hall they were doing a demo with a frozen car and the presenter not only spoke Chinese, but she did it at a somewhat low volume. Added to the hustle and bustle of the hall, it sounded average. Well even there, The headphones were capable of picking up your voice, translating it and interpreting it to Spanish directly in my ear. The translation takes a while to start, but when it starts it doesn’t stop. The problem is that, by default, the voice is a little slow. I ended up setting it to x1.2, because at x1 I felt like I was falling behind in the conversation. The voice is a bit-quite robotic and makes it not overly pleasant to listen to for a long period of time, but that’s better than… not understanding anything. Then the connection stopped working and I was left without Internet. For much eSIM with VPN or a lot paid VPN Whatever you wear, the reality is that connectivity in China is a real pain and can fail. When I lost the Internet I was left without simultaneous interpretation. Luckily, it was shortly before I left the event, so it served me well enough. iFlyTek AI Translation AirBuds | Image: Xataka When I got home, and with a proper connection, I tried them again and, indeed, it is another movie. If in China they knew how to measure up whenever there was a connection, the question was whether they would be able to help me in one of the most tedious tasks you can do in this, our work as tech journalists: attending a conference in Chinese without subtitles or translation. Like the Xiaomi 17 Ultra, for example. Well yes, the answer is that they fulfill their mission with great solvency. By having a nearby audio source in a quiet place, the headphones pick up voice beautifully and translate well. I didn’t watch the entire conference, but the time I watched it I was able to follow it without the slightest problem. It has its things, because Chinese can be very poetic sometimes and the translation is sometimes too literal, but otherwise I must admit that I have no complaints. When the connection is good, the translation performance is very good If we talk about a conference in English, French or German, three quarters of the same. The interpretation is good and more than enough to follow the thread of a presentation or a talk. I did the exercise of following this TED talk in German without watching the video or activating subtitles, as if it were a podcast and, although the robotic voice that speaks in my ear in Spanish becomes heavy, I have been able to follow it without problem. iFlyTek AI Translation AirBuds | Image: Xataka It’s also possible to give a headset to another person and translate in real time between headsets, which is fine if the other person is trustworthy, but for me personally, It makes me a little sick. It is true that the headphones do not go into the ear and well, okay, but sharing headphones is, for me, like sharing a toothbrush: just because you can, doesn’t mean you have to do it, and even less so with someone you probably don’t … Read more

Spain fails to comply with the rules with the registration of travelers. Brussels has just opened a file and gives him two months to fix it

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The European Commission opened this Thursday an infringement procedure against Spain for the controversial traveler registry promoted by the Ministry of the Interior. Brussels considers that the rule violates European regulations on data protection in the criminal field, by forcing hotels, digital platforms and car rental companies to collect and send personal information of tourists to a state database that is then accessible to the Police. We tell you all the details. What are we talking about? This is known as the Traveler Registry, regulated by the Royal Decree 933/2021 and fully operational since the end of last year. The regulations obliges accommodations, travel agencies and vehicle rental companies to upload their clients’ data into the ‘ses.hospedajes’ application and transmit them to a centralized Government database. Just like point La Vanguardia, the objective declared by the Interior, which can be read in the preamble of the decree itselfis to reinforce the fight against terrorism and organized crime, activities in which, the ministry argues, accommodation and the use of vehicles have special logistical relevance. What a reproach Brussels. The Commission points to three specific problems. First, consider that the categories of data collected and stored are “excessive”, due to the variety of sets they cover, including payment and GPS data. Second, it maintains that access by police authorities “is not limited to specific and explicit purposes”, as required by directive 2016/680. And third, it describes as “disproportionate” that these data are kept for three years after the traveler’s stay. Amount of data. One of the big discussions revolves around how much data there really is to deliver. The hotel sector has denounced that the standard requires up to 42 different fields, while the Government insists that only 13 are mandatory: name and surname, number and type of document, reference and date of the contract, arrival and departure dates, means of payment, telephone or email and the relationship of kinship when a minor travels. The remaining data, according to the Executive, are not mandatory to complete. The file. The procedure opens a period of two months for Spain to respond and correct the irregularities. If the answer is not convincing, the Commission can issue a reasoned opinion, a kind of official ultimatum. And if non-compliance persists, the last step would be to take the State before the Court of Justice of the EU. The reaction of the sector. Hoteliers and travel agencies have been on the warpath for some time. The Spanish Confederation of Hotels and Tourist Accommodations (CEHAT) has questioned the legality of the collection and transmission of data because it conflicts with European regulations on free circulation and data protection. After learning about the file, the agency associations Fetave and Unav They have asked the Government the “urgent suspension” of Royal Decree 933/2021 and an immediate meeting with the Interior, considering that the Executive “cannot act as if nothing had happened” when Brussels has formally questioned the compatibility of the rule with EU Law. And now what. Spain has two months to make a move. Interior can defend the rule, modify it or suspend it while the procedure is resolved. However, pressure is growing, on the one hand from the tourism sector, which has been demanding changes even before the rule came into force; on the other, that of the European Commission, which had already warned of the clash of that decision with data protection regulations. Now that warning is in writing, so we will have to wait and see how things progress. Cover image | François Genon and Square In Xataka | The European Union has been flooding the countryside with billions of euros for half a century. It has been of no use

Blue Origin equals SpaceX in rocket reuse but fails in the mission

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Blue Origin has reused the propellant of its New Glenn rocket for the first time, reaching a milestone that until now had only been achieved by SpaceX. With this achievement, it is one step closer to its main competitor, which is also beginning to hinder its path to the Moon. However, this launch has been accompanied by some errors that still allow Elon Musk’s company to breathe easy. The good and the bad. Last November, Blue Origin managed to recover the propellant for the first time with which he had launched a New Glenn rocket into space. Their goal was to reuse it, exactly as SpaceX already does routinely. That second achievement has been a long time coming, but it finally took place this Sunday, April 19. The launch was carried out successfully, but there was a problem: The satellite it was carrying as a payload was placed in the wrong orbit. Therefore, although this is a giant step for Jeff Bezos’ space company, there are still details to be refined. Background. Blue Origin had already managed to reuse the propellant of a rocket, but it was not a New Glenn rocket, but a New Shepard. This one is smaller, so it was less of a challenge. To match SpaceX, it needed to do the same with a larger rocket. For this reason, the company’s goal has long been set on reusing the first phase of a New Glenn. This one measures 98 meters high. The New Shepard only 18 meters. A failed attempt in January 2025. To reuse a propellant, it must first be recovered. This occurs after the rocket launches. The two phases separate and, while the second continues the journey to leave its payload in place, the first returns to Earth. Ideally, a vertical landing or splashdown should occur, so that the propellant can be recovered intact. Blue Origin already tried this with a New Glenn rocket in January 2025, but a failure to fire the engines during descent prevented it from being done correctly. In November, however, complete recovery was achieved. That has been the propellant that has now been reused. SpaceX has reused its Falcon 9 hundreds of times Other companys. In reality, the only space companies that have achieved reuse of this type have been Blue Origin and SpaceX, although there is another that has done something similar: Rocket Lab. In their case, a vertical landing of the first phase does not occur, but instead It lands in the ocean with the help of a parachute. It is also useful, but recovery is more complicated. Furthermore, this company has not yet achieved complete reuse of the recovered rockets. Other companies, like the Chinese LandSpacethey also intend to follow in the footsteps of SpaceX, but are still carrying out tests. Importance for the future. Rocket reuse is important for many reasons. To begin with, what companies look at most: their economy. Not having to manufacture a new propellant with each launch greatly reduces costs and allows investment in other technologies. On the other hand, it is useful and necessary for reduce space debris levels. SpaceX does not stop generating new space junk by sending satellites into space. Few experts consider that the reuse of rockets will compensate for that, but it continues with its particular space greenwashing. SpaceX has made a lot of progress in this regard. Their reuse of rockets has already become routine, with more than 500 reused takeoffs from its Falcon 9. It has also been possible to reuse the powerful Starship. Even Rockets have been recovered in flight with a kind of giant Chinese chopsticks. Now, Blue Origin is closer, but if they want to continue in the competition they must be more accurate. An investigation is underway as to why the satellite did not end up in the correct orbit. When you find the answer, you can look for solutions. Images | Blue Origin | SpaceX In Xataka | Jeff Bezos asked his parents for their life savings to found Amazon. They only asked him one question: “What is the Internet?

Madrid and Barcelona have built an entire social and business life with the AVE. They are finding out what happens when it fails

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The Madrid-Barcelona high-speed line has collapsed. The trains do not arrive on time and no one pays their compensation, Adif has asked the companies to withdraw last-minute services, airlift prices have skyrocketed and there are companies working at half throttle because the goods do not arrive. A social and economic backbone of the country has been fractured. A Russian roulette. Taking a high-speed train between Madrid and Barcelona is, right now, Russian roulette if what you want is to arrive on time for an appointment. The link between the two most important cities in Spain has been broken via train and a round trip in the day is almost impossible. It is the result of a hasty revision of the train tracks, a direct consequence of the fateful Adamuz train accident (Córdoba) and the continuous warnings of the train drivers. Actions that have diluted the “high speed” concept between Madrid and Barcelona. What has happened? Since last January 18 An Iryo train derailed near Adamuz (Córdoba) and collided with another Renfe train that was traveling in the opposite direction, leaving 45 dead, Adif has been facing criticism about the track maintenance. In the case of Madrid-Barcelona, ​​the consequences were soon seen: speed limitations. Between confusing messages, Adif ended up imposing temporary speed restrictions at numerous points on the line, especially between Madrid and Zaragoza. Later, 300 km/h returned. But it didn’t last long because speed was reduced once again. The role of machinists. Since then, travelers between Madrid and Barcelona have been reporting severe delays, with trains taking more than four hours to reach their destination. As they explained to us Xataka From the SEMAF union, train drivers have the power to reduce speed if they consider it essential for the safety and comfort of travelers. They must notify the line controllers and put it in writing in a report. In addition, on each journey a document is filled out specifying the problems that have been found on the line. A train driver, who preferred to remain anonymous, corroborated this version to Xataka and made it clear that for months they have been traveling at a speed lower than the maximum speed allowed on the line and, especially, between Madrid and Zaragoza. Likewise, he pointed out that they have been complaining for months about the vibrations suffered by the trains but that they had not received a response until now. Adif’s role. Although unions and drivers claim to have been complaining about this situation for months, it was not until January when Adif appears to have taken more far-reaching measures. The road manager is doing an exhaustive review of the roads based on the continuous complaints from workers. These inspection and repair works, when necessary, are delaying travel times. The company has asked Renfe, Iryo and Ouigo to assume that trips will be extended to three hours (and they just pointed out that these travel times will extend until December) but has also asked them to eliminate the last services of the day to have more time for their performances. Collapsed by land and air. The result is a collapsed train line. The trains are not arriving on time nor in the three hours indicated by Adif (instead of the usual 150 minutes). And the problem for those passengers, who throw in the towel with punctuality, is that The companies are not responsible for compensation either. for delays, pointing out that they are the result of a problem beyond their control and that, therefore, they do not fall within the refund policies. At the same time, demand on flights has skyrocketed. Without the possibility of getting there and back within the day by train or for fear of doubling the usual travel time, travelers have turned to airlines. And the result is full flights and skyrocketing prices. After some bills will reach 300 euros, Iberia has reached its Air Bridge at 99 euros per trip. Vueling has also increased its frequencies. And the road alternative did not improve the situation either. Only in BlaBlaCar has an increase in demand of 130% been recorded, in data provided to The Newspapercompared to the previous year. Car rental companies do not seem to have been left behind either, since The Ombudsman has asked the CNMC to analyze whether illegalities have been incurred by skyrocketing prices for car rentals and plane tickets. And problems for companies. Companies in both cities have not only had to see meetings canceled or postponed these days. Some of them are having problems having their raw materials. In The Vanguard They include the case of some of them. Inovyn, in Martorell (Barcelona) had to send its 300 employees home earlier this week because they did not have the basic materials to produce plastic. “In normal situations we receive one train a day loaded with dichloromethane, a material with which we manufacture many of our compounds, but in the last ten days we have received only one train,” they explain to the newspaper. They explain that 18% of the goods that arrive at the port of Barcelona are sent to their destination by train. Those that use international gauges are stopped due to works in the Rubí tunnel and those that use the Iberian gauge circulate at night and in dribs and drabs. and in The Country They explain that the city’s port is becoming isolated, with an 80% drop in products coming from Germany, France or Poland by train. The road alternative is not working either. The AP-7 already there is enormous congestion since road tolls were lifted but, furthermore, there are not enough trucks to be a complete alternative given the volume of goods that move along the railways. Added to this are problems derived from the latest storms and the increase in traffic derived from a Rodalies service that has not been back to normal for more than ten days. Photo | Phil Richards In Xataka | Spain wants its AVE trains to travel at 350 … Read more

Europe fails to find the perfect solution for cross -border payments. Bizum and Banco Santander have just put it on a tray

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Santander has become the first Spanish bank that allows its customers Send Bizum to other European countries. It is something that is achieved thanks to the interoperability between Bizum, Bancomat and MB Waya connection that according to the bank will connect 50 million users and 186 financial entities. It is a first step waiting for a unique pawous solution for which no agreement is reached. The first in Spain. Banco Santander has formalized the possibility of sending money through Bizum in a cross -border way. The agreement has been necessary between different payment solutions such as Bizum (Spain), Bancomat (Italy) and Mbway (Portugal), being limited instant payments to these two countries, for the moment. After performing the corresponding successful pilot tests, the clients of this bank will be the first to be able to pay outside Spain. The method will be the usual: we will only have to write the mobile number of the user to which we want to send the payment, and this will be carried out immediately and without commissions. It will not be alone. Santander has been the first to move token, but the possibility of sending Bizum out of Spain will be a standard before summer. Abanca, OpenBank, Caixabank, BBVA and Banco Sabadell are advancing in the implementation of this service, planned for the second quarter of 2025. It has not been thanks to Europe. While Europe Follow in search of a unique solutionthe private company moves record. Cross -border payments are possible thanks to the European Initiative (European Payments Alliance), a joint project initiated by Bizum and followed by both Bancomat and MB Way, with the aim of adopting instant transfers paneuropeas using existing infrastructure. In other words, it has been necessary for those responsible for the platforms to agree, in the absence of a European alternative that encompasses. The European Bizum. The European Central Bank has been trying to advance in a system of instant payments to interconnect the different member countries. But he doesn’t get it. During the last two years we have seen progress as Free transfers in Europe, Tests with digital purseand brushstrokes on a “European Payment Initiative” which has barely advanced since 2022. Countries like Spain They make 95% of immediate payments with Bizumbut this is not the only name that sounds as a candidate for possible means for European payments. There are those who try strongly. Solutions such as Bizum, Bancomat, BM Way or Swish were born as responses to the national need to be able to pay freely and free. The problem for the EU? None have been thought from scratch as a single payment solution. This is where solutions such as Weroa proposal towards “a unique payment solution, all in one, instantaneous and paneuropea, capable of covering over time all cases of payment that consumers and professionals require.” Banks such as German and French They are already promoting this servicenot yet compatible with solutions like Bizum. Nothing clear. The ECB points out that “instead of combining strength and sharing resources to develop paneuropeas solutions, national communities have often preferred to preserve the legacy of the investments made in the past”, an attack on models such as Bizum and a clear look at proposals such as Wero. With many delays and few proposals on the table, the road to a “European bizum” continues to draw distant. But, meanwhile, in Spain we will not take to pay with virtually any bank outside our borders. In Xataka | Bizum and Finance: What changes in transfers control after eliminating the threshold of 3,000 euros

Nuclear power plants have a very valuable resource so as not to collapse if electricity fails: the “flex” strategy

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The refrigeration system of The reactors of nuclear centrals It has a fundamental purpose: to guarantee that Fuel bars will remain at all times within Its operating temperatures range. If this parameter increases excessively they could melt and trigger a serious accident. To avoid it Conventional nuclear reactorslike those we have in Spanish nuclear plants, have a triple cooling circuit. The primary circuit consists of the vessel that contains the fuel bars and a deposit known as heat exchanger. The hot water from the vessel circulates between both deposits thanks to the action of a pump, so that it cools in the exchanger before returning to the vessel. This circuit is closed. In addition, the heat exchanger acts as a steam generator, so a second circuit is responsible for introducing the cold water inside that, when coming into contact with the hot water of the primary circuit enters boiling. From there the necessary steam proceeds to transfer to the turbine the kinetic energy that will make it possible to obtain electricity thanks to the action of the alternator. Once the fluid crosses the turbine the water steam is cooled and condenses inside an additional tank to promote the appearance of water in the liquid state that will be introduced again in the heat exchangerthus giving rise to a second closed circuit known as secondary circuit. Again a pump is responsible for the water to circulate between the condensation tank and the heat exchanger. So far we have described two different closed circuits, the primary and the secondary, but we have left a loose end. In order for the water vapor of the secondary circuit to be condensed inside the condensation tank it is necessary to introduce in the latter cold water. And to do so it is necessary to resort to a third circuit known as external cooling circuit. The water of this last installation comes from the sea or from a river near the nuclear power plant, hence it is necessary to accommodate this type of centrals near one of these two natural resources. In modern nuclear centrals flexibility and redundancy are everything As we have just verified, so that the water that acts as a refrigerant element circulates correctly inside the primary and secondary circuits the action of at least two pumps is necessary, one for each circuit. And, of course, the pumps need electricity to function, like many other elements of the nuclear reactor, such as the pressor, the external cooling circuit pumps or the safety injection pumps. We explain everything in more detail in the article that we dedicate to The control rooms of nuclear centrals. Portable equipment allows all these functions to be performed without having to depend on exterior power supply After Fukushima The safety of all the world’s nuclear power plants was reinforced. They underwent very important stress tests during which all the central parameters were reviewed, especially those that were related to what had happened in Fukushim Baskets on the electricity grid. And once everything was reviewed, the incorporation of a series of measures to mitigate and prevent such accidents was standardized worldwide. This strategy is known as “flex”, which is the flexibility apocope. Nuclear centrals have been designed to Prevent Design Base accidents. This philosophy consists in thinking about what can happen with the purpose of implementing security measures to mitigate them in case they occur. What happens is that in practice, of course, there are accidents that you can not have planned, so in addition to the security systems prior to Fukushima, a series of portable equipment that allow all those functions from outside without having to depend on exterior power supply have been incorporated. They are totally portable and autonomous equipment that are already incorporated into all nuclear plants, and that can also be transported from one central to another in case of need via helicopter or through the military emergency unit (UME). In addition, there are also A central warehouse in Technatom Madrid where there are portable equipment that could be transferred in two or three hours to any Spanish nuclear power plant. As we have just seen, the redundancy of the equipment is also a crucial strategy in nuclear facilities. However, there is another resource that is even more important: The security culture. The training of all people who work in a nuclear power plant is individualized and permanent throughout their professional career. In Xataka | China and Russia have an extremely ambitious plan: in 2028 they will build a nuclear power plant on the moon In Xataka | This nuclear reactor is different from everyone else. It has been expressly designed for data centers

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