fuel

We have been going to the Moon the wrong way for decades if what we want is to save fuel

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When you travel to the same place many times, little by little you learn which are the best routes. You don’t just need to know the shortest path. It is also good to locate the one with the most gas stations, the best road or the most beautiful landscapes. It all depends on your tastes and needs. If the trip is made in space, it is important to find the shortest path; but, above all, the main need is to locate the one that represents a greater fuel savings. We hope that in the future humans will be able to travel regularly to the Moon, but it would be very expensive and unviable to wait until then to find the best path through trial and error. Therefore, an international team of scientists has developed the formula that calculates the ideal path. Spoiler: it is not any of the ones that have been seen so far. Biggest savings so far. The study, carried out by an international team of scientists and directed from the University of Coimbra, points to a saving in delta-v of 58.80 m/s. This measure refers to the amount of effort necessary to carry out an orbital maneuver. In other words, the total change in speed needed to carry out said maneuver. The lower the delta-v, the better, since a high gear change means more fuel consumption. In the case of the complete trip from Earth to the Moon, the delta-v is 3,342.96 m/s. It may seem that reducing that figure by less than 60 meters per second is not much, but we must keep in mind that A single meter per second already represents a great waste of fuel. Therefore, the results obtained in this study are very positive. Theory of functional connections. When you are going to calculate the trajectory between the Earth and the Moon you need to leave the Earth’s orbit, with a certain speed and position and reach that of the Moon, also with specific characteristics. All those specific parameters are restrictions. When we are in a place as wide as space, there can be many different paths. An infinite number of them. Therefore, to locate them, simulations must be carried out. The problem is that, no matter how powerful the simulators are, if the restrictions are not reduced a little, the possibilities remain endless. This is where the theory of functional connections comes into play. This, basically, consists in changing the approach of the formulas so that the conditions are already included. Said with a more earthly analogy, if we want to find the best route from Madrid to Barcelona, ​​we can analyze absolutely all the roads in Spain or look only for the best option among the roads that start in Madrid and end in Barcelona. With this theory of functional connections you achieve just that. The restrictions are not eliminated, but are included directly in the mathematical approach. With Artemis II there was a moment when connections were lost Much fewer simulations. By changing that approach, more simulations can be done. No time is wasted simulating paths that do not leave Madrid and end in Barcelona. For this reason, the authors of this study have managed to go from 280,000 simulations to more than 30 million. This makes it easier to find an optimal route. A stop along the way. The optimal route includes a stop along the way, right at the Lagrange point L1, a place between the Earth and the Moon in which the gravitational attraction of both objects is compensated, so that the effect is similar to the absence of gravity. The ships could remain there as long as necessary without losing communication with Earth. In the case of Artemis II, for example, there was a point where connections were lost. That wouldn’t happen here. Finally, once everything is ready and the orbits are aligned correctly, the second part of the trip could be carried out, heading to lunar orbit. Better near the Moon. Previous simulations that looked similar to this one included entering this trajectory on a near-Earth branch. However, with this research it has been seen that fuel savings are better if done on the opposite side, closer to the Moon. The cheapest way so far, but not the cheapest possible. The authors of the study acknowledge that this is the cheapest path that has been calculated so far between the Earth and the Moon, but not the cheapest possible. And, in their calculations, they have taken into account the gravitational attraction of the Moon and the Earth, but not that of the Sun. If this were added, savings could also be improved, but the launch window would be restricted. That is, there would be fewer possible days to carry out the launches. That would make logistics difficult, so for now, the cheapest option so far has been chosen, but not the cheapest possible. That alone is a great advance. Image |Rfassbind In Xataka | We have not yet colonized the Moon and we have already filled it with garbage: there are even abandoned golf balls

that “drink” fuel without stepping on land

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In the 80s, during exercises in the Atlantic, several pilots British Harrier They confessed that one of the greatest tensions was not the combat itself, but rather the time to return to the aircraft carrier with fuel in the red, adjusting each maneuver so as not to run out of margin in the last minutes. On more than one occasion, that millimeter calculation turned the landing into a matter of well-timed seconds. The limit that was always there. The anecdote is not trivial, since for decades the Harrier fighters of the Navy have operated with a clear restriction that conditioned each mission: their fuel dependency available when taking off from the ship. This limitation marked the time in the air, the radius of action and the ability to sustain operations far from the starting point, forcing each flight to be planned carefully. very tight margins. Let’s think that we are talking about an environment where projection and persistence are increasingly determining factors, which is why this barrier had become one of the most difficult factors to overcome. Without depending on land. That scenario has now changed with a milestone that, although seemingly technical, has quite profound operational implications: for the first time, a Spanish Harrier has been refueled in flight for a A330 MRTT of the Air and Space Army. The maneuver not only demonstrates compatibility between platforms, it also opens the door for these fighters to stay in the air much longer without needing to return to deck. In practice, it means that the Harrier can continue operating, surveilling or attacking without the fuel clock marking the end of the mission. A range and time multiplier in combat. The announced in-flight refueling completely transforms the aircraft’s operational profile, and it does so because expands its radius of action and allows you to stay in the area for much longer periods. This is especially relevant for a carrier-based fighter, an aircraft whose natural environment imposes obvious logistical constraints. In other words, with this capability, the Harrier can get further away from the shipcover more space and respond more flexibly to changing situations, something key in both defense missions and projection operations. Interoperability: two armies in one. Beyond refueling itself, the Spanish exercise represents a leap in integration between the Navy and the Air Forceby coordinating different systems (the Harrier boom and the A330 basket) in a joint operation. Plus: this type of capabilities reinforces the idea of ​​a more connected force, capable of operating in coordinated and efficient manner in complex scenarios. Furthermore, the A330 MRTT establishes itself as a central piece, capable of supplying multiple platforms and acting as a true force multiplier. Extend the life of a “veteran”. It is the last of the legs to analyze, because the context is key to understanding the importance of the advance: the Harrier continues to be a fundamental asset for the Spanish Navy, especially while its replacement by the F-35B. In the face of uncertainty, the strategy involves extend its useful life through maintenance, spare parts and improvements that maintain its operational relevance. The in-flight refueling capability fits perfectly into that goal, increasing its utility without the need to introduce a new system. Beyond a simple test. In short, what at first glance may seem like a technical test is, in reality, a paradigm shift on how Spain can use its embarked fighters. Allowing these planes to “drink” fuel in the air eliminates one of their main restrictions and brings them closer to a much more efficient operating model. more flexible and sustained in time. In a scenario where the speed of response and the ability to remain in the area make the difference, the advance redefines the role of the Harrier and expands the real scope of Spanish aerial projection. Image | Navy, Counting Stars In Xataka | Spain has a dilemma that is difficult to solve: call the US or be the last with a fighter jet in danger of extinction In Xataka | Spain has built a laser that shields the backbone of its Navy: the A400M is now ready for combat

The fuel crisis is putting airlines in check. And Ryanair already knows where to start cutting: Spain

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Your flight has been cancelled. Since the United States and Israel attacked Iran for the first time two months ago, fear of a new oil crisis has skyrocketed. The blockade of the Strait of Hormuz has put fuel supplies in check since then and the aviation sector has been one of the most affected. Among the consequences, we have seen a serious increase in the cost of flights but also cancellations. Ryanair is clear about where it will cut flights from if necessary. What has happened? The CEO of Ryanair has launched a new threat: “if the situation continues, the first place we have in mind are the Spanish regional airports.” The words are from Eddie Wilson and have been collected by the newspaper ABC. That “if the situation continues” refers, of course, to the oil blockades in the Strait of Hormuz. And the company has once again raised its threats against the Government of Spain. Coinciding with the day in which Aena has distributed dividends among its partners, Ryanair has taken the opportunity to confirm that it will cut 1.2 million places this summer available at Spanish airports. And asked about how they face a possible fuel shortage, Wilson has once again taken the opportunity to question the viability of their activities at Spanish regional airports. What has been confirmed? Ryanair has been warning for months that it was going to cut operations this summer at Spanish airports if the Government did not reverse the increase in Aena airport taxes in the 2027-2031 cycle. Last Monday, the airline was ratified although it did not make it clear which airports will be the most punished. They do point out that with the extension of these cuts, in 18 months they have stopped offering three million places in our country (once the summer cut is consolidated). On the contrary, Morocco and Italy will grow by 11% and 9%, respectively. Of course, it is true that Regional airports are suffering with the departure of Ryanair but the size of the cut is misleading because, at the same time, its commitment to larger airports has been maintained or even expanded. And the new threat? The new threat is the possibility of scrapping more flights if Ryanair runs out of fuel. It seems logical that when prioritizing fuel, the company opts for larger airports where the flight occupancy rate will be higher or there is a greater chance of this being the case. In the month of April we have seen many cancellations from both American companies and United either Delta even the Asian ones like Air New Zealandpassing through the entire European framework as SAS or the Lufthansa Group, Wizz Air and easyJet (among others). And the CEO of easyJet already publicly warned that the situation in Europe could become seriously complicated starting in mid-May. How much real threat and imposted threat is there in Wilson’s words? It is difficult to know because it is impossible to know how much fuel Ryanair has or to what extent the company is willing to pay for kerosene before losing money. (or not earning what they consider enough). Because? The air sector is one of the most affected by the closure of the Strait of Hormuz. The increase in fuel prices losses are skyrocketing and Lufthansa will cancel more than 20,000 flights according to Financial Times to patch the rise in prices. The result, as we see, is fewer flights, more expensive flights or airlines that take advantage of the reduction in supply to tighten the nuts more for the passengers. They are the consequences of moving with a type of fuel that very little stock is handled in warehouses. The kerosene used by airplanes is delicate to store because it can quickly lose its properties. And International Air Transport Association (IATA), already warned that rebuild damaged refining capacity in the Middle East will take months. The forecasts for summer are not good. And it is clear that, if cuts have to be made, they will be cut where the least benefit is obtained. Photo | Ryanair and Gabriele Merlino In Xataka | Airlines have found in the fuel crisis the best argument to cut your benefits as a passenger

Metajets, the luminous ‘Wingardium Leviosa’ that promises to take ships into space without the need for fuel

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A team of scientists from Texas A&M University has managed to lift and direct tiny objects without touching them. And no, he didn’t do it with a spell. Wingardium leviosabut with laser technology that could power the spaceships of the future. Metajets to fly without fuel. The new propulsion tool designed by these scientists uses something known as metajetswhich is based on the combination of laser beams and metasurfaces. The latter are surfaces that contain small nanoscale irregularities that direct light in many possible directions. When light hits the smooth surface of a mirror, it just bounces back. On metasurfaces, when encountering all those little mountains invisible to the human eye, it can deviate in multiple ways. On the other hand, when light hits a surface, the photons push it slightly. The authors of this study they compare it with tennis balls bouncing on a wall. When using a lot of balls, that push can be tangible. Therefore, by shining a laser on a surface, a movement can be produced that is also directed in the desired direction thanks to those tiny pillars. The more light the better. Something interesting about metajets is that to obtain greater thrust you do not necessarily need a larger device. It would be enough to increase the power of the light. Therefore, although at the moment the experiments have been carried out with devices the size of a human hair, these researchers consider that in the future they could be scaled enough to send ships into space without the need for fuel. Climb and turn. With these experiments it has been possible to both raise the device and make it rotate in the desired direction. It is a good start for that dreamed space future. Much shorter trips. With current technologies, If we wanted to travel to the Alpha Centauri star systemthe closest to our solar system, it would take hundreds of thousands of years. Instead, these scientists calculate that, using metajets, the figure would be reduced to only a couple of decades. In astronomical terms, that’s pretty little. Beyond space. In reality, the ability to move objects without contact or fuel could have many applications here on Earth as well. For example, metajets would be useful in precision manufacturing, microrobotics and advanced detection systems. There is still much to do. Logically, having demonstrated the effectiveness of metajets in a tiny device is only a first step. There is a lot of science and a lot of time left before we can scale enough to reach space. However, as Machado said, the path is made by walking, and this has already begun to be drawn. The next step will be to test the metajets in a laboratory under microgravity conditions. Thus, we would see how they will work in space. If this goes well, little by little we would try to scale it to a larger size. Other technologies that are also being investigated may possibly arrive sooner, such as the use of engines based on nuclear energy. However, metajets are also a very interesting option for future space travel. I’m sure we’ll hear about them again in the future. Image | Harry Potter, skateboarder (Wikimedia Commons) In Xataka | How many times have we gone to the Moon and why have only 11 military aviators and one geologist set foot on it in all of history?

Airlines have found in the fuel crisis the best argument to cut your benefits as a passenger

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If you are thinking of traveling by plane in the coming months, you should be alert, since your flight is susceptible to cancellations. It’s not that we want to ruin your plans, far from it, but the truth is that the kerosene shortage generated by the conflict in the middle east has given European airlines a political lever that they are not hesitating to use. Crisis. He blockade of the Strait of Hormuzthrough which a substantial part of the world’s oil and kerosene supply transits, has sent aviation fuel prices soaring. On April 16, the International Energy Agency warned that Europe could have reserves for just six weeks. Just like share Financial Times, airlines such as EasyJet, which has announced larger than expected losses; Lufthansa, which has already canceled more than 20,000 flights; or Virgin Atlantic, which has acknowledged to the media that it will be difficult for them to close the year positively, are examples of what monster we are facing. What they are asking for the airlines. The sector has activated an offensive against Brussels and London. And according to they point From the FT, sector associations are pushing to delay or eliminate a long list of measures that they have been fighting for years: from the rule that would allow passengers to carry a second piece of hand luggage for free to changes in the compensation policy for canceled flights and modifications in airport slots (the time slots that airlines adhere to when operating flights). ANDl hand luggage. The European Parliament is studying whether passengers should have the right to take on board, at no additional cost, a second larger piece of luggage in addition to the usual handbag. For airlines like Iberia or British Airways this does not represent any change, because they already allow it. But for low-cost companies, which have built their business model precisely on charging for that additional luggage, it is something that directly affects their profitability. Disadvantage. Just like share FT, the airlines’ position is that these regulations already put them at a disadvantage compared to competitors from other regions of the world, and that a crisis like the current one aggravates that imbalance. “I have not started a war in Iran. Why do I have to accept its consequences?” counted Wizz Air CEO József Váradi, in the middle. Their argument is that governments should exempt airlines from paying compensation when a fuel supply problem prevents them from operating. What they have already achieved. Some requests have already begun to find answers. The UK Government has announced which will allow airlines to request an exemption from the ‘use it or lose it’ rule (which forces them to use airport slots or lose them) if fuel shortages prevent them from flying. In Brussels, the Commissioner for Transport and Tourism, Apostolos Tzitzikostas, has promised “temporary changes in legislation” if the situation worsens, and included in that list slot rules, anti-tank rules (which prevent airlines from filling tanks with cheaper fuel before entering the region) and passenger rights. However, Tzitzikostas also noted that he has no intention of telling people to travel less: “There is no need to intervene in how people live, work or travel.” The “temporary” trap. The key word in all European concessions is ‘temporary’. Regulators are aware that these measures, once in place, are difficult to reverse, and the sector knows it. The precedent of slots during the pandemic (when the rule was suspended and it took years for airlines to return to normal in terms of regulation) still resonates in the offices of Brussels. Cover image | Suhyeon Choi In Xataka | Commercial aviation is based on very old aircraft. The Iran war is going to make it even worse

The Spanish atmosphere has been loaded with fuel and now it’s time to pay the bill

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Spain has been chaining one temperature record after another for a week and the culprit, as we have been explaining, is a subtropical ridge that the country has maintained between five and ten degrees above normal. Nothing particularly surprising, nothing that hasn’t happened two dozen times in the last few years. For complete the déjà vuIn fact, the same number has dragged a disproportionate amount of Saharan dust for days. And now, it’s time to suffer the consequences. Never corner a DANA. As I said, we can describe the third week of April with three words: heat, stability and suspended dust. But starting on the 23rd the situation changes and a trough is becoming detached from the general circulation and It is going to be configured in the form of DANA. The party starts here. The synoptic configuration is clear: a DANA in the southwest with the ridge still strong in the east and very warm air between the two structures. We have the basic ingredients of convection. What can we expect? AEMET forecast stormy showers locally stronghail and very strong gusts of wind in almost the entire interior of the Peninsula. Today, the highest risk areas are the west and center of the peninsula (Extremadura, Castilla-La Mancha, Castilla y León, western Andalusia), the Pyrenees and the Iberian System. If everything continues as it is, April will end up as the third warmest month on record and all that atmospheric energy will be channeled over the land. To put it in perspective: all this is going to cause average temperatures to drop more than 14 degrees in a matter of days. What does the heat have to do with the storm? Physicists use the Clausius-Clapeyron equation to explain that the atmosphere’s capacity to retain water vapor grows by approximately 7% for each degree of warming. The hotter, the more water vapor; more water vapor, (if the conditions are right) wilder storms. It is true that we are experiencing an unusual April… but the average temperature in Spain has risen 1.69 °C between 1961 and 2024 and heat waves last three days per decade. That is, the “outside the norm” in this case It means things are changing. and what we are going to experience (the passage from the 36 to the flood) is the new normal. Image | BenBaso | Xataka In Xataka | In two days, AEMET is clear that spring is suspended: an “early summer” arrives in Spain

The Iran war has disrupted the jet fuel market. So Lufthansa has canceled 20,000 flights

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The war in Iran has punished many sectors, but few have been as shaken as aviation. First for the closure of much of the Middle East airspace, causing the worst crisis that airlines have suffered since the pandemic, and later due to fear of an escalation in the price of flights. Now to these fears we have added another one that is already taking shape: the cancellation of thousands of servicesconvicted of the scarcity of jet fuel. Lufthansa just demonstrated How serious is that threat? The (other) hangover of the Iran war. That the war in Iran threatens to impact airports around the world is nothing new. In fact he already did it in its first barswhen Tehran launched a series of attacks on the rest of the Persian Gulf countries that they blocked part of the region’s air traffic and hubs as important as the terminals in Doha or Dubai. Over the last few weeks, however, two major threats have been taking shape, especially considering that we are on the verge of summer and the international flow of tourists. has been growing for years: that the war skyrocket the price of flights or (even worse) that forces Cancel services. Checking the grills. Proof of how real (and well-founded) these fears are is that between March and April several airlines have acknowledged that they will have to retouch their grills. On March 17 for example Reuters revealed that SAS, a Scandinavian company, planned to cancel a thousand flights due to the rise in fuel prices. Delta Airlines, Air Canada, Cathay Pacific either Air New Zealand They have taken similar measures, tweaking their operations. Even the Dutch KLM has had no choice but to suspend 160 services scheduled for April. One figure: 20,000 flights. If there is a company that has shown how critical the situation is, it is the German Lufthansa, one of the largest airlines of the world. Financial Times (FT) has advanced that the company will cancel around 20,000 flights between May and October to save fuel, which represents one of the biggest cuts in the sector to adapt to the war in Iran. To be more precise, the German company will eliminate 120 daily flights starting next week and will dispense with those routes departing from Munich and Frankfurt that are not profitable. Trimming will be applied well into the fall. “The price has doubled”. “In total, about 20,000 short-haul flights will be eliminated from the program through October, equivalent to approximately 40,000 metric tons of jet fuel, the price of which has doubled since the outbreak of the conflict with Iran,” explains the company, which has confirmed the cancellations coinciding with a summit of the EU focused on war. Click on the image to go to the tweet. Fuel for six weeks. Lufthansa’s decision is much better understood if one takes into account the latest wake up call of the International Energy Agency (IEA), which a few days ago warned that the jet fuel reserves that Europe manages guarantee operations only in the short term. The notice came from the mouth of the organization’s executive director, Fatih Birol, who took advantage an interview with the Associated Press to warn of the coming panorama. “We are in a critical situation and this will have serious consequences for the global economy. The longer this continues, the worse it will be for economic growth and inflation around the world. Some countries may have more energy than others, but none, absolutely none, is immune to the crisis,” Birol reflected. before stopping at the specific case of Europe and the aeronautical sector: “We have perhaps six weeks of jet fuel. Is it the only warning sign? No. Apart from Birol or the trickle of cancellations announced by airlines such as KLM or Lufthansa, there are other indicators that reveal the extent to which the sector views its jet supply with concern. The EU is already being considered impose a mandatory fuel distribution, in an effort reminiscent of that deployed during the pandemic. Not only that. In Brussels it is already spoken to look for alternative supply sources, such as jet fuel produced in the US, or the release of strategic reserves. Click on the image to go to the tweet. Tickets 24% more expensive. In the United Kingdom, airlines have asked also to the authorities to relax noise regulations or reduce taxes on flights to address supply shortages. It makes sense considering how the war is impacting prices. The BBC has disclosed a study by the consulting firm Teneo that estimates that the conflict is already being felt in air fares: on average, it estimates that the cheapest tickets are 24% more expensive than a year ago, which is explained both by the price of fuel and the route diversions caused by the war. A percentage: 40%. If the war in Iran has served anything, it is to understand (remember, rather) the strategic role that the Strait of Hormuz plays in global supply chains. Its waters not only circulate the fifth part of the world’s oil and LNG, as well urea moves for fertilizer, helium for technology industry…and (exactly!) good part of aircraft fuel. It is estimated that more than 20% of the jet fuel transported by sea last year was channeled through the strait. If we talk about Europe, that percentage is even bigger. The war has not only hit that traffic, strangled by the closure of Hormuz, it has also paralyzed supplies from Kuwait, heavy weight of the sector, and has led other countries to apply protectionist policies. For example, China it did not take long to prohibit exports of diesel, gasoline and jet fuel. As if all of the above were not enough, kerosene itself and its nature complicate the picture: Fuel cannot be stored for long without degrading, making their supply chains more sensitive to disruptions like those caused by war. Are these all warning signs? No. With summer just around the corner and a million-dollar … Read more

Turning plastic into fuel profitably was a pipe dream. A new process just made it possible

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A team from the Oak Ridge National Laboratory, in the United States, has achieved convert plastic bags and kitchen boards into gasoline and diesel without having to resort to high temperatures or expensive materials. The discovery, published in the Journal of the American Chemical Society, has raised some eyebrows and below we tell you all the details. The problem they are trying to solve. The plastic is one of the most difficult materials to recycle profitably. Specifically, polyethylene (the polymer that makes up supermarket bags, white plastic containers or kitchen cutting boards) accumulates millions of tons in landfills each year. Until now, the only technically viable way to turn it into fuel was through a process called pyrolysis, which requires heating the material to temperatures between 450 and 500 degrees Celsius. An expensive, energy inefficient process that is difficult to scale to an industrial level. What does the new method consist of?. Researchers at Oak Ridge National Laboratory (ORNL) have opted for a different path: introduce the plastic into a mixture of molten salts with aluminum chloride, which acts both as a solvent and as a catalyst. These salts are inorganic compounds that remain stable even under demanding reaction conditions. The key is that the aluminum atoms in the mixture bind to the polymer and generate areas of high acidity that break the long molecular chains of the plastic into smaller fragments, which are transformed into molecules typical of gasoline or diesel. And all this at less than 200 degrees Celsius, a temperature comparable to that of a conventional domestic oven. Why it represents a relevant technical leap. Beyond the reduction in temperature, the process dispenses with three elements that make traditional methods more expensive and complicated: noble metal catalysts (such as platinum), organic solvents and external contribution of hydrogen. According to Zhenzhen Yanga scientist at ORNL and one of the lead authors of the study, “this is the first time that molten salts have been used as a means to produce high value-added chemicals from waste without any catalytic initiators or solvents, and at a temperature below 200 degrees Celsius.” Gasoline efficiency reaches approximately 60% in moderate conditions, a result that the researchers themselves describe as promising for its future industrial application. As they verified that worked. To understand exactly what happens during the reaction, the team used a combination of advanced analysis techniques, including soft X-ray spectroscopy, nuclear magnetic resonance, neutron scattering, and gas chromatography. Thanks to isotopic labeling, they were able to track how carbon behaves during the process and confirm that the simplest polymer chains produce gasoline-like fuel, while the more complex ones derive into diesel molecules. By having this level of detail, the process could be optimized depending on the type of fuel you want to obtain. What remains to be resolved. The system is not ready to scale immediately. The main obstacle is that the aluminum salts used are hygroscopic, that is, they absorb moisture from the environment, which compromises their long-term stability. The team working now on ways to confine or protect these saltspossibly using halides or carbon materials, to make them more durable under real industrial conditions. Mbeyond the laboratory. If the process manages to scale successfully, the implications are considerable. Polyethylene is the most produced plastic in the world, abundant and cheap to obtain as a raw material. Aluminum salts, for their part, are low-cost commercial materials. According to Liqi Qiua postdoctoral researcher at the University of Tennessee, “the starting material is abundant in consumer waste, and our catalyst system, molten aluminum salts, is very cheap.” The result could be a cost-effective route to converting plastic waste into high-quality transportation and industrial fuels, while also clearing up our landfills. At the moment the patent is pending, so we will have to wait to find out if this remedy ends up coming to fruition. Cover image | Elbert Lora and Marek Studzinski In Xataka | An 11,000 km ring around the Moon: Japan’s incredible plan to light up the Earth

the price of fuel does not go down in the Canary Islands

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Last week, the Government launched an emergency plan to cushion the blow of the war in the middle east on the citizens’ pockets. The most visible measure is the reduction of VAT on fuel, from 21% to 10%, which in practical terms translates into around 30 cents less per liter of gasoline and about 20 euros in savings per tank. On the peninsula, thousands of drivers They have already noticed it at the pump since the royal decree It came into effect last Sunday. In the Canary Islands, however, this discount does not exist. And it is basically the consequence of a tax system that has been operating for centuries in a completely different way from the rest of the country. The Canary Islands do not pay VAT. When the Government cuts VAT on fuel, it is modifying a tax that is not applied in the archipelago. In the Canary Islands, the Value Added Tax does not apply, nor does the Special Tax on Hydrocarbons, which do apply in the rest of the national territory. Instead it works the Canary Islands General Indirect Tax (IGIC) and its own regional tax on fuels derived from petroleum. This is because the Canary Islands have a special tax regime within Spain and the European Union, with historical roots linked to its status as an outermost territory. Type difference. The IGIC works in a similar way to the VAT, but its percentages are much lower. While the general VAT rate is set at 21%, the general IGIC is set at 7%. And if the reduced VAT is 10%, the reduced IGIC drops to 3%. This means that every time a driver fills up the tank in the Canary Islands, the consumption tax he pays is less than half that of a driver in Madrid or Seville. In global figures, fuels on the islands support a tax burden of around 25%compared to 50% of the national average. This is done to compensate for the structural extra costs involved in being an archipelago far from the continent, without oil pipelines and with all the energy imported by ship. Margins. The gap in tax rates limits the scope for action on the islands. When the State reduces the VAT on fuel from 21% to 10%, it cuts 11 percentage points. If the Canary Islands Government wanted to apply an equivalent reduction, it would have to take the IGIC from 7% to 0%, and even then. In this way, the economic impact on the consumer’s pocket is not the same, although the proportional effort is comparable. This explains why the savings generated by this type of measures are structurally greater on the peninsula than on the islands. In the Canary Islands they already paid less, but the increase is suffered more. Before the crisis broke out, gasoline was cheaper in the Canary Islands thanks to REF (Economic and Fiscal Regime of the Canary Islands), the application of IGIC instead of VAT and price regulation. But when oil becomes more expensive, the effect is especially abrupt in the archipelago. Most consumer products in the archipelago arrive by ship, including fuel. The rapid rise in crude oil also affects maritime transport, which in the end makes everything more expensive. According to data from the Ministry for the Ecological Transition collected by Dieselogasolinethe average accumulated price of a liter of 95 gasoline in the Canary Islands has gone from 1,181 euros to 1,383 euros since the conflict began. The strategy that the Canary Islands are considering. The regional government of Fernando Clavijo is already working on its own anti-crisis shield. The central measure is to bring the IGIC of fuels to zero rate, eliminating the current 7%. It also contemplates a 99.9% bonus on fuel tax for transporters and deductions in the regional section of personal income tax. Of course, in order to be able to carry it out without breaking the spending rule, the Canary Islands Executive has asked the Ministry of Finance to make this limit more flexible. In Xataka | Chinese airlines are the only ones still flying over Russia. And that is why they are the winners of the Iran crisis

Many airlines are canceling flights due to the fuel crisis

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The conflict between the United States, Israel and Iran hits the air sector squarely. The closure of the Strait of Hormuz has triggered a colossal energy crisis that the airlines have not seen coming, which has resulted in thousands of flights canceledrising rates and an uncertainty that, for the moment, has no expiration date. Start. On February 28, the United States and Israel launched coordinated attacks against Iran, triggering the closure of the Strait of Hormuz, a sea lane through which about 20% of the world’s oil trade transits. According to Kevin Bookco-founder of the analytics firm Clearview Energy Partners, when analysts study what can go wrong in global oil markets, this is “the worst thing that can happen at any single point of failure,” he told NPR. Iran did not achieve this with a naval blockade, but with cheap drones. A few attacks in the vicinity of the strait were enough for insurers and shipping companies to decide that it was too risky to cross it. The result: The price of Brent exceeded $100 per barrel on March 8 for the first time in four years, reaching a high of $126. The impact in commercial aviation. The closure of airspace over the Middle East has caused complete chaos in global aviation. According to CNBC, more than 25,000 flights over the Middle East have been canceled since the attacks began, and the price of aviation fuel skyrocketed 58% in just days, reaching more than 170 euros per barrel. Who is canceling and how much. There is a flood of airlines that have canceled flights around the world. Among the main ones are: The Americans: United (5% of capacity); Delta, which already accounts losses of more than 400 million dollars for fuel; American and Southwest, which are also exposed without price coverage. “The price of fuel has more than doubled in the last three weeks. If prices remained at this level, it would mean an additional expenditure of $11 billion a year on fuel alone,” counted Scott Kirby, CEO of United. The Europeans:SAS, canceling about 1,000 flights in April; the entire Lufthansa Group (Lufthansa, Austrian, Swiss, Brussels Airlines), KLM, Finnair, ITA Airways, Wizz Air and easyJet, whose CEO publicly warned that the situation in Europe could become seriously complicated starting in mid-May. “Although we try to absorb cost increases as much as possible, it is a shock that directly hits the sector,” counted SAS CEO Anko van der Werff. Asia-Pacific: Air New Zealand, about 1,100 flights until May (affecting about 44,000 passengers); Cathay Pacific, which have applied supplements of fuel to all its routes; Thai Airways, which already plans to raise rates between 10-15%; AirAsia; Qantas, with price increases and suspending departures on specific routes, and Vietnam Airlines. Where it hurts the most. The crisis does not hit everyone the same. Southeast Asia is especially exposed due to its dependence on supplies from the Gulf. According to Aerotime, China and Thailand have restricted exports of fuel, and the possibility of further calendar disruptions and other potential problems looms over the entire Asia-Pacific region. On the other hand, the situation in Sri Lanka is particularly extreme. And the country not only faces rising prices, but also a real shortage of foreign currency to pay for it, to the point of having declared Wednesdays holidays to reduce fuel consumption throughout the country. What’s coming A recent assessment from the Defense Intelligence Agency (DIA) concludes that Iran could maintain the closure of the strait for between one and six months. kirby warned in its memo that United is preparing for a scenario in which oil reaches $175 per barrel and does not drop below $100 until the end of 2027. If this scenario comes to pass, the wave of cancellations and rate increases that we are seeing now could be just the beginning. Cover image | David Syphers In Xataka | The Government’s plan against the fuel crisis: lower the VAT on gasoline and diesel to 10%

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