German

If the question is how to prevent our car from being an oven, some German experts believe that we have been making mistakes all our lives.

by

Beach in the morning, visit to the beach bar and nap in the rented house. It doesn’t sound bad. You leave the beach bar with your belly full and your soul intoxicated with the sweet feeling of carelessness that invades you when dessert arrives and you say “why wouldn’t I eat that three-scoop ice cream.” But when going to the car, the harsh reality. The sun beats like never before. Touching anything inside the car is risking a trip to the hospital with a second-degree burn, and there doesn’t seem to be a way to lower the temperature inside. “But I put the parasol on”you will say. But… oh, friend. What if you have put it wrong? What if you have done everything backwards? That is what the German experts from the ADAC defend, a kind of German RACE famous for its reliability studies but they put the focus on everything that revolves around our cars. And his last publication is a good example of this. More “fresh” The automobile club ADAC has published an article in which it explains what temperature a car reaches in the sun and what measures we can take to reduce the temperature we will find inside. It must be taken into account that the temperature of the cabin in a car is not only important to avoid burns when touching the steering wheel or gear lever. According to the DGTdriving indoors that exceeds 30 degrees can have effects on our body similar to driving under the influence of alcohol. Therefore, when we get to a car that is parked in the sun, it is important to try to lower the temperature as soon as possible. The best idea is to launch what went viral as “the japanese trick”: open the windows and fan the car with the door itself to move the air inside and try to get it out as soon as possible. If you turn on the air conditioning, you must play with it to throw it at the feet or the ceiling depending on whether or not we are driving and the windows are open or not. But to make the task easier, it is very important to take precautions beforehand. One of them is, of course, the parasol. From the RACC they assure that using the sunshade can reduce the interior temperature of the vehicle by up to 11 degrees. We arrive at our destination, we grab the sunshade in the upper area and make sure that it covers the entire surface of the windshield, we close the car and we leave. Sure? What the ADAC experts say, this is not the best way to act. To do this, they have put five exactly identical Dacia Sandero in the sun and have looked for the best way to ensure that the temperature in the cabin is as low as possible. In his study, the car that was unprotected reached an internal temperature of 53ºC (blessed 53ºC if we compare it with the temperatures that the interior of our car can reach in the sun in Spain) and the lowest temperature had been achieved by covering the car with a tarp that reflects the sun’s rays. Obviously, this option is the least practical due to the size of the tarp that must be moved in the trunk and the inconvenience of putting it on and taking it off. Of course, the 43ºC achieved inside made the difference. The second least useful option was to put a white cloth over the car. In this case, the temperature reached was 50ºC. And here comes the interesting thing because it is the option that we use the most. The experts tried putting the sunshade inside the car, under the windshield, and outside the car, over the windshield. And the result was that putting it on the windshield reduced the temperature by 4ºC compared to putting it under the glass. In fact, putting the sunshade over the windshield left the temperature at 45ºC, very close to the best option. On the contrary, installing the windshield in the traditional way left the interior temperature at 49ºC. “Semi-garage” is Google’s translation of putting a tarp on the car to cover it The truth is that it makes sense. When the sun acts directly on the glass of the car, it heats up and acts as a magnifying glass, so the temperature in the cabin rises even more. Besides, his own glass emits more heat inside when it is hot, which is why it is not entirely advisable to buy a car with a sunroof without a curtain if you live in especially hot climates. In this case, the heat from the glass is projected onto the heads of the passengers. By placing the windshield inside we prevent the rays from directly hitting the glass and, therefore, its capacity to retain heat and raise the temperature further is lower. In that case, what we should do before leaving is to “grab” some ribbons from the parasol when closing the doors so that the parasol does not fly away. Photo | Andrew Bone In Xataka | The best way to use air conditioning in the car: the keys to fighting the heat

German scientists have discovered that the Earth has been receiving radioactive fallout for more than 100 million years due to the violent “kiss” of two supernovae.

by

Planet Earth is home to the ocean depths a radioactive plutonium deposit that could only be formed in space, during a violent cosmic cataclysm. Although there are reserves of this radioactive dust at great depths, it has been proven that it continues to rain down on us today. That would lead one to think that it was a recent cataclysm in astronomical terms. However, according to a recently published study by German scientistsit was hundreds of millions of years ago. Two isotopes to understand everything. Plutonium-244 does not exist naturally on Earth. In fact, the only isotope of this element that can be produced naturally in some geological processes is plutonium-239. and it does so mostly in the form of traces. Plutonium-244 is the heaviest isotope of this element. That is, the one with the most neutrons. It is known that it is usually formed by cosmic phenomena during something known as the r process, where lighter atoms quickly absorb neutrons into their nuclei. Generally, the event that usually gives rise to this phenomenon is the kilonova, an explosion resulting from the merger of two neutron stars. In the process, curium-247 is also formed, which is why these scientists have also analyzed its levels. Taking this data into account, they have discovered that the explosion in question must have occurred more than 100 million years ago, but less than one billion years ago. And, also, that the radioactive fallout has not stopped since then. The key is in the ferromanganese crust. Ferromanganese bark It is a layer of the ocean floor which is formed when metals dissolved in sea water, such as iron and manganese, are deposited and solidify. This occurs at a fairly slow rate, with growth of between 1 and 10 millimeters per million years. The deposits do not only have iron and manganese. Mixed with them are other substances that have fallen into the sea at that time. Therefore, this crust is a perfect chemical photograph of the history of our planet. A section with surprise. The authors of this study analyzed a section of this crust extracted at a depth of 4,830 meters in 1976. This had already been analyzed previously and had pointed out something surprising. And, in addition to plutonium, iron-60 was also found, another radioisotope associated with supernova explosions, which has a fairly short half-life of 2.6 million years. This figure means that, every 2.6 million years, half of the initial atoms of this isotope will have decayed. In another 2.6 million years half of what remained and so on. Since it is a fairly short half-life, it was concluded at the time that the kilonova that caused the fall of radioactive dust took place about 3 million years ago. However, the authors of the study just published debunked that hypothesis. Half-life of the study isotopes Curio to the rescue. The formation of plutonium-244 when neutron stars merge is always accompanied by the formation of curium-247. The plutonium isotope has a half-life of 81 million years, while that of curium “only” has a half-life of 15.6 million years. When analyzing the ferromanganese bark sample, these researchers found no curium. Therefore, it must have completely disintegrated. That places the explosion more than 100 million years ago. Be careful, remember that the half-life is the time it takes for half of the radioactive material to decay. Every 15.6 million years, half of it disintegrates, so in 100 million years there should be no curium left, but a lot of plutonium, which only lost half of it 19 million years ago. For plutonium to completely disappear, it would take 1 billion years. What about iron? The reason why there is iron-60 in the sample, despite having a lower half-life than that of curium-247, is that they originated in different events. In fact, the level changes of iron do not coincide with those of plutonium. On the other hand, it has been seen that plutonium continues to appear uniformly in the upper layers, hence it has been concluded that the radioactive fallout has not ended. At least it hadn’t ended in 1976 and that in astronomical terms was before yesterday. And now what? These scientists think that the cataclysm that released this long radioactive fallout must have been immense. Possibly even affected life on Earth. But at the moment it is something that cannot be known. We will have to continue investigating to have the answer. Image | University of Warwick/Mark Garlick | B. Schröder/HZDR/NASA, ESA, J. Hester, A. Loll/ASU In Xataka | Gravitational waves work their magic: we are closer to revealing the enigmas of neutron stars

A German driver set out to discover how much he could stretch the tank of his old diesel car. And he has done 2,400 kilometers

by

Autonomy of 1,000 kilometers. It is the psychological barrier that seems to have been installed in the collective imagination when it comes to talking about electric or highly electrified cars. It doesn’t matter that it is a figure that is worthless because, obviously, it is totally inadvisable to sit in the car and put in 1,000 kilometers at a stretch between your chest and back. Right now, with a good part of the electric car market recharging 300 kilometers or more (real) in about 20 minutesthere are not many reasons to defend those ranges of more than 1,000 kilometers. And yet, such has been the insistence of those who do not trust the electric car that the manufacturers of plug-in hybrids themselves have focused their communication on selling us autonomies that exceed those 1,000 kilometers. And promise, among the electric ones, that we will see batteries that can withstand them. However, and although for everyday life it is something completely absurd, one always feels attracted to challenges like the one presented by the host and owner of the channel. Offroad adventure on YouTube. How many kilometers can your old diesel Volkswagen Passat travel? 2,300 kilometers with its little tricks He promised that he would repeat it if the video went viral. And he has done it. Elias is a German YouTuber specialized in car travel videos. His YouTube channel is full of incredible landscapes, challenges aboard his cars and videos in which he explains how he has transformed the vehicles. In one of them, he picked up an old Volkswagen Passat B5 diesel from 1998 and he decided to know how far he could go. He traveled more than 1,900 kilometers but did not manage to break the two-mile ceiling with a single tank. The promise seemed obvious: likes to the video and a new challenge ahead. No sooner said than done. More than 2,400 kilometers with just a tank? This is the title of the video in which Elias tells of his new experience with this familiar diesel with almost 30 years behind him. The car, at that time, approved an average consumption of 5.6 l/100 km (4.5 l/100 km in the extra-urban) and a 62-liter tank in Spain but in Germany, according to the data provided by the Youtuber, it reached 72 liters. That is, to cover 2,400 kilometers it was necessary to maintain a consumption of about 3 l/100 km. And with these tools, what seemed impossible was posed: how to get from Hildesheim (Germany) to the Arctic Circle with a single deposit of fuel? Let’s get to work. Elias swapped the original rims for closed hubcaps to improve aerodynamics on the wheels and reduce drag. It eliminated everything that could interfere with the exterior: goodbye to the roof bars and the antenna. He also points out that he changed some of the car’s filters to improve efficiency, as well as the lights, replaced by LEDs that consume less energy. Some air vents were covered to further improve efficiency. The YouTuber also points out that he installed a cruise control system, used low-friction oils and Michelin, which is one of the sponsors, gave him a set of low-friction tires that have been inflated to the maximum pressure allowed to reduce resistance. Searching for the sweet spot between driving at a constant speed high enough for the car to move at a low rev rate but without forcing it to downshift and increase consumption, the YouTuber manages to achieve his goal and shows how the car ends up stopping after 2,398.7 kilometers, registering an average speed of 74 km/h and a consumption of 3.0054 l/100 km. The car, in fact, at some point reaches a much lower figure, of about 2.5 l/100 km of consumption. However, in the last kilometers this figure “skyrockets” and leaves our protagonist on the verge of breaking the 2,400 kilometer barrier. Moment in which he removes the seal from the fuel tank to add a little more diesel and be able to get to a gas station. The test demonstrates how far diesels from a few decades ago were capable of reaching, but it also confirms that if the road is clear and used correctly, adaptive cruise control can save a lot of fuel by keeping the car at a sustained speed. Photo | offroadadventure In Xataka | Driving at 110 km/h instead of 120 km/h to save gas seems like a good idea. It’s just a patch

the German electric beast that devours 17 m³ of rock per shovelful

by

The transition to electric mobility is not exclusive to passenger cars and motorcycles: heavy machinery is also embracing electrification. Beyond leaving diesel behind, the real challenge is to find a viable alternative to internal combustion in terms of power and torque. A few weeks ago an imposing Liebherr excavator started to operate in a copper mine in Bulgaria. What is striking is not only the machine itself (that too), because it is in fact the fifth electric excavator that the German manufacturer delivers to Assarel-Medet, but that the Bulgarian mining company is becoming one of the most advanced heavy electric fleet operators in the world. The new electric excavator Liebherr. The model R 9350 E It is a large tonnage mining excavator, with 330 tons of operating weight, which integrates a 1,200 kW electric motor, approximately 1,600 HP. In nominal power it slightly exceeds 1,120 kW. its diesel counterpartbut the real difference in performance is greater: an electric motor delivers that torque constantly throughout the operating range, while the diesel only reaches its maximum power in a narrow band of revolutions. It will be powered by a high voltage cable whose voltage has not been specified, although this type of machinery is custom designed of the client’s needs. According to the manufacturer, this engine offers advantages over combustion engines: it reduces vibrations and noise, prolongs the useful life of the components and lasts the entire useful life of the machine, reducing operating and maintenance costs. The excavator is equipped with a customized 17 cubic meter bucket, specifically designed to maximize productivity under the operating conditions of the Assarel mine in Pazardzhik. Why is it important. To begin with, because it operates with zero greenhouse gas emissions and does so while maintaining productivity compared to the diesel version. In open pit mining this eliminates direct emissions at the extraction front and considerably reduces fuel logistics within the deposit, two factors that in operations of this scale have a significant economic and operational impact. In fact, the R 9350 E offers superior power, performance and durability compared to the equivalent G6 diesel version and does so with lower maintenance and operating costs. Although the environmental advantage is evident, what truly tips the balance is the economic aspect: if the electric one performs the same or better and costs less to operate, the decision is made on its own. Context. The delivery of this unit is not an isolated milestone, but is part of the long-standing alliance between Assarel-Medet, Alki-L and Liebherr-Export, which dates back to 1993. Within the Bulgarian mining company’s strategy to decarbonize its operations, this is the fifth electric excavator that it has incorporated into its fleet: it is no longer a prototype or a pilot test, but rather a consolidated commitment that indicates where the sector is moving. On a global scale, the electrification of heavy mining machinery has been accelerating for years. Large manufacturers such as Volvo or Caterpillar have been exploring electrical solutions for heavy machinery for years and beyond regulatory green objectives such as the EU’s achieve climate neutrality by 2050there are the numbers: according to a report by IDTechEx As collected by Mining.com, a single 150-tonne mining truck can save more than five million euros in fuel over its lifetime if electrified. In those with larger tonnage, the savings are even greater. How have they done it. The technical key is direct power supply from the electrical network. Unlike battery solutions common in light vehicles, an excavator of this caliber is connected by high-voltage cable to a dedicated substation within the mine. This eliminates the problem of autonomy and allows it to operate 24/7 without having to stop to recharge, something that no battery can offer on this scale. Yes, but. The fine print of such an electric excavator has similarities with the old price debate between combustion and electric cars: the electrified versions have a higher acquisition cost, although Komatsu estimates Up to 50% savings on total cost of ownership of your electric excavator versus the equivalent diesel one. In machinery that can cost around five million euros in its diesel version, long-term accounts can tip the balance. On the other hand, an excavator with a 1,200 kW engine is conditioned by the available electrical infrastructure: it needs a substation and high voltage wiring within the mine itself. Furthermore, this model works well in large-scale open pit operations, but cannot be extrapolated to underground deposits or smaller mines without an equivalent investment in infrastructure. The electrical transition in heavy mining is a reality, but its pace is determined by the geography of the deposit and the investment capacity of the operator. In Xataka | While Europe discusses the electric car, China is mass introducing the next level: the electric truck In Xataka | From devouring diesel to being 100% electric: the incredible transformation of a 650-ton mining excavator in India

The largest naval project in German history since World War II is turning out to be a crazy disaster

by

In Europe, large military programs often take more than a decade to be completed and, in many cases, end up costing several times more than initially anticipated. It is not uncommon for complex projects to accumulate thousands of technical requirements and go through multiple reviews before reaching production. In this context, some plans are born as emblems of modernization… and end up becoming examples of how difficult it is to bring them to fruition. From something historic to something unsustainable. He program F126 was born as the great symbol of German rearmament and largest naval project of the country since the Second World War, but over time it has become quite the opposite: an example of how an ambitious plan can derail to the point of collapse. Conceived as a latest generation frigateflexible and prepared for decades of service, the project has not only accumulated delays and cost overrunsbut has called into question Germany’s ability to execute large military programs at a time when it aspires to lead European defense. Technical errors and chaos. He told in an extensive report the financial times that the origin of the problem seems as modern as it is devastating: a failed bet on a new software design that was not ready for a project of this scale. What should have been an advanced tool ended up generating cascading errors, from cables incorrectly located on the plans to steel parts manufactured with incorrect shapes, forcing manual corrections and slowing down the entire production. The result was a system that was moving at just a fraction of its planned pace, with delays that pushed the initial delivery several years later than planned. A culture shock. It turns out that the problem was not just technical. Apparently, the media reported that the project was trapped in a deep shock between the Dutch shipyard’s way of working and the German contracting system, known for its extreme rigidity. Thousands of specifications detailed even the smallest elements, while approval processes were they dragged on for months within a complex bureaucracy that required paper documentation and rejected even plans in English. This combination made collaboration a slow, frustrating, and, in many cases, unproductive process. Skyrocketing costs and limit decisions. As the problems piled up, so did made the invoice: The project, initially valued in the billions, began to go off track with significant cost overruns and structural delays. As it is, Germany now faces critical decisions ranging from replacing the main contractor to accepting billions already invested. as irrecoverable losses. At the same time, faster but less ambitious alternative solutions are being studied, reflecting the extent to which the original project has lost credibility. Notice to sailors of rearmament. If you like, the case of the F126 goes beyond a simple industrial failure: it reveals the limits of European military cooperation even among closely integrated countries and raises questions about the continent’s ability to implement complex joint programs. In a context of increasing of defense spending and increasing strategic pressure, the project has become a clear warning: It is not enough to invest more, you also have to know how to manage better. Because otherwise, even the most important projects can end up being, as in this case, a costly and lengthy example of what not to do. Image | Give me In Xataka | Germany is experiencing a new “industrial miracle” that it already experienced 90 years ago: that of weapons In Xataka | Germany was a sleeping military giant: now it has been awakened and it is already surpassing the US in bullets produced per year

To survive the end of oil, China has resurrected an old German technology from World War II: turning coal into plastic

by

While the world assumes that China’s energy transition is based exclusively on solar panels and electric vehicles — and, in part, it is, consolidating as the first great ‘electrostate’—, reality hides a much darker side. Faced with the outbreak of the Third Gulf War, Beijing has not even flinched. Beyond its immense strategic oil reserves, the secret of its resistance lies in an even more daring maneuver: the resurrection of German technology from World War II. An old German technology. Faced with the instability of oil imports, China has perfected the use of coal to produce petrochemical products. This synthesis technology (historically known as the process of fischer–Tropsch) was originally developed by Germany to sustain its military economy during World War II. Although it is widely known in the chemical industry, its main defect has always been the enormous pollution it generated. China has improved it. Far from settling for an outdated process, Chinese researchers have radically improved it. According to the state agency Xinhuaa team from Peking University has achieved a historic breakthrough by adding a minimal amount of methyl bromide (five parts per million) to the catalytic process. This surgically “turns off” the pathway that forms carbon dioxide as a byproduct, reducing these emissions from 30% to less than 1% and opening the door to near-green manufacturing to convert coal-derived synthesis gas (syngas) into olefins, the building blocks of plastics. At an industrial level, expansion is already a fact. As detailed South China Morning Postin Turpan prefecture (Xinjiang), construction has just begun on the world’s largest coal-to-ethylene glycol (a toxic compound used for plastics and antifreeze) project, with an astonishing capacity of 2.4 million tons per year. Even, as the magazine highlighted ACS Sustainable Chemistry & Engineeringresearch is being carried out on how to integrate this process (called PFTO) to chemically recycle tons of plastic waste, converting it into syngas and then back into light olefins. Did you see it coming? It is not the first time that China decides to take sides and prevent rather than cure. The Asian giant has decided to completely decouple its industry from maritime vulnerabilities and Western influence. “This is not China’s war, but Beijing began preparing for it years ago,” points out The New York Times. Everything accelerated during Donald Trump’s first term, prompting President Xi Jinping to demand complete “self-sufficiency” that would insulate China from any disruption to foreign supply chains. Time has proven them right. The war in Iran has brutally increased the price of crude oil, suffocating international petrochemical competitors that depend on black gold. In contrast, local Chinese coal has only gotten cheaper. According to Reutersthis has been a financial triumph: shares of companies such as Ningxia Baofeng Energy, which produces millions of tons of chemicals from coal, have risen 30% since the start of the conflict, while traditional Asian refiners such as Rongsheng Petrochemical have lost up to 27% of their stock market value. Furthermore, the Chinese media analyzed by Carbon Brief They insist on a unanimous nationalist message: in the face of a real emergency, coal is the only resource that the nation truly controls, acting as the great “ballast” guarantor of its national security. A change to other sectors. The change is undeniable. As revealed Bloombergthe country’s main coal miner, China Shenhua Energy, has cut its overall budget by 16%, but has almost doubled its investment in coal-to-chemical conversion, from 2.5 billion to 4.1 billion yuan by 2026. But at a devouring pace, as The New York Times provides information that measures the phenomenon: in 2020, China used 155 million tons of coal to manufacture chemicals; by 2024, the figure jumped to 276 million, and in 2025 it grew another 15%, single-handedly exceeding the total annual coal consumption of the entire United States. The research center CREATE confirms this trend in its reportconfirming that the use of coal in the chemical industry grew by 20% year-on-year only in the first half of 2025. Added to this is that, as the American media explains80% of Chinese nitrogen fertilizer (a third of the world’s supply) is already made with coal rather than oil or gas, allowing Beijing to keep its product at less than half the global market price. Behind it there is a very high cost. All this bold industrial maneuver has a severe climate cost that is already setting off international alarms. China’s draft 15th Five-Year Plan (2026-2030) has set extremely cautious climate goals. As the experts explain CREATE and collect Financial Timesthe set goal of reducing carbon intensity by only 17% is “disappointing” and leaves room for the country’s emissions to continue growing between 3% and 6% in real terms over the next five years. This new government plan de facto reverses the international promise to “phase down” coal consumption, replacing it with a consumption “plateau” and explicitly protecting the large-scale expansion of the coal-based petrochemical industry. Only chemical projects already planned to be built between now and 2029 could increase China’s annual carbon dioxide emissions by an additional 2%. The forecasts are resounding. According to Bloomberg, By 2030, China’s chemical roadmap will massively stop using oil as a primary fuel (thanks to the adoption of its electric vehicles) and will take advantage of its modernized facilities to seek 85% self-sufficiency in all advanced materials and chemicals, displacing traditional giants. A feared crisis of overcapacity. The European ideas laboratory MERICS warns of collateral consequences: The Chinese domestic economy, with consumer confidence stagnant since the pandemic, has no way to absorb all this gigantic new production of materials and plastics. As a direct result, Chinese factories are forced to export their immense surpluses to the rest of the world at fire sale prices. This aggressive price war propelled China’s trade surplus to a stratospheric record of $1.2 trillion in 2025. According to the complaint MERICSthese massive exports are cannibalizing the industrial base of other nations; In the European Union alone, up to 500 manufacturing jobs are being lost daily due to the total … Read more

Months ago, Mallorca began fining drivers in its ZBE. Now he has a problem with German tourists

by

Joachin Fischer is one of the many (many) German tourists who like to enjoy the landscapes, weather and coves of Mallorca. For decades he has been visiting the island at least twice a year. If his name has stood out among the thousands of compatriots who spend their summers in the Balearic Islands, it is because a few months ago posed in front of the cameras of the press showing a fine, a sanction of 200 euros sent by the Palma City Council for (and this is the key) having accessed the Low Emissions Zone (ZBE) from the city with your car. fischer claims who drives a Tesla suitable for driving on the BZE, but that is not the only feature of his vehicle. Another (crucial) is that it has a foreign registration, which partly explains the fine. Your case is important because is not the only one German tourist who claims to have suffered a similar sanction in Palma. What has happened? That the activation of the low emissions zone (ZBE) in Palma is having unexpected protagonists: German tourists. The Balearic capital launched zoning a little over a year ago and months later, in julybegan to apply sanctions to drivers who do not respect it. Until then, nothing out of this world. At the end of the day, Palma City Council has only adjusted to what the Climate Change Law for cities with more than 50,000 inhabitants. The surprise came after time, in Novemberwhen it was found that the measure was causing friction with tourists who arrive in Palma with their foreign-registered cars, even the zero-emission ones. Why’s that? The news gave it Mallorca Diary last fall: tourists who arrive in the city with their own vehicles risk fines if they enter the streets delimited in the ZBE. And this is basically because they do not have the option of registering their license plates to process the permit. Even in those cases where they drive models that meet the technical requirements. “They are not authorized to enter the ZBE, since the DGT system is not universalized throughout the EU and each country has its own classification method, so the level of emissions of cars with foreign registration cannot be automatically verified,” They explained in November from the municipal Mobility area of ​​Palma. “They may be exempt only if they register in the system and justify their residence, meeting the established requirements.” And what is the problem? That last nuance. In the website that Palma City Council dedicates to the ZBE includes a specific section on “vehicles with foreign registration plates” in which two points are especially highlighted. The first is that “vehicles registered outside of Spain are not classified according to the criteria of the environmental label of the General Directorate of Traffic.” The second, that drivers of vehicles with foreign registration interested in accessing the ZBE must process a “authorization”a permit designed primarily for residents and owners of properties, businesses or parking spaces. The question is… And the tourists? Many of the thousands of Germans who spend their summers in the Balearic Islands rent cars with Spanish license plates with a badge that allows them to circulate without problem through the Palma ZBE, but there are also cases like Fischer’swho prefers to disembark with his own vehicle. What’s wrong with them? In November Fischer counted to the Balearic press that he had received a fine of 200 euros from the City Council for driving his electric Tesla where he shouldn’t have been. “I only entered Jaume III for a moment to pick up my 14-year-old daughter after shopping in El Born,” he lamented the man, who assures that he prefers to use his private car and not a rental one because it “amuses him” and gives “greater flexibility” when planning his trips. “Not being able to register my car, I thought that my green ecological device and the electric car license plate would be enough to avoid the fine, as is the case in low-emission zones in German cities. But that was not the case.” Is he the only one affected? It doesn’t seem like it. On those same dates the newspaper Mallorca Zeitung assured that he was receiving “more and more messages” from readers with fines. The Mallorcan press has also echoed complaints from those affected who speak of “discrimination” against Europeans with foreign cars or point out how complicated it is to register a vehicle on the list of authorized license plates, especially for those who do not speak Mallorcan or Spanish. One of the arguments put forward by critics is a note posted on the DGT page which explains that, although Spain does not issue badges for foreign vehicles, that does not have to be a problem. “If your car has an environmental label in its country of origin (Germany, Austria, Denmark, France) it is considered to have the Spanish equivalent,” he clarifies. There is who also remembers that Palma is not the only city council (neither in Spain nor in Europe) that applies mobility restrictions in the center, and insists: the rules are the same for everyone and “ignorance does not exempt from guilt.” Images | Sergiy Galyonkin (Flickr) and Đorđe Pandurević (Unsplash) In Xataka | Houses are so expensive in the Balearic Islands and the Canary Islands that they are expelling even Germans and British people from the market.

The Nazis produced 1,200 films. 44 of them remain prohibited and guarded by the German Government to this day.

by

In the Faculty of Information Sciences of the Complutense University of Madrid An optional subject is taught called History of informative and documentary cinema. A few years ago, the teacher who taught that class had the habit of giving his students fragments of ‘The triumph of the will‘, the documentary that Leni Riefenstahl directed about the Nazi party congress in Nuremberg, in 1934. She always added that she only showed those fragments because, if she put it in its entirety, she feared that we would want to join the party. ‘Triumph of the Will’ is one of the more than 1,200 films that the Ministry of Propaganda German, under the command of Joseph Goebbels, produced to spread Nazi ideals, anti-Semitism and to justify the Second World War. When the war ended, the Allies banned about 300 of them, and 44 are still on that list in charge of the German government. Why are these movies banned? Those forty-four were the subject of a documentary a few years ago, ‘Forbidden Films’which not only explained what kind of tapes they were and what they were about, but also asked whether they should no longer be banned and what legacy they might have left, 70 years after the end of the war. Your director, Felix Moellerproduced it in the face of disinterest of German youth about the history of the Nazis and the rise of the extreme right in Europe, and the documentary shows the reactions of different people when watching some of these films. Because the German government does allow their exhibition, but for educational purposes and with an expert in the room to explain and contextualize them. In the trailer you can already see some of these opinions, from those who are surprised because these films have good technical quality and are entertaining, to those who think that some of them should remain prohibited because they were, at the time, Nazi symbols, such as ‘The Jew Süss‘, which was probably the most successful of all the productions promoted by Goebbels. ‘The Jew Süss’ was the second film adaptation of the life of Joseph Süss Oppenheimer, financial advisor to the Duke of Württemberg during the 18th century and who was accused of fraud, bribery, treason and even illicit relations with several ladies of the court, and executed for these crimes. His story had been treated in books and even in plays that generally focused on it as a great human tragedy. But Goebbels saw that he could present Süss as a arrogant jew who infiltrated the Germans to take away what was theirs. He already had the most important piece in his cinematic anti-Semitic propaganda. ‘The Jew Süss’ was a great popular success. It was screened at the 1940 Venice Film Festival, receiving good reviews for its technical workmanship, reviews that did not seem to be aware of the ultimate objective of the film. Goebbels himself wrote in his diary about the film that it was “an anti-Semitic film of the kind we could only wish for. I’m very happy about it.” Good but dangerous movies In 1994, the film critic Roger Ebert wrote about one of those 44 banned Nazi films, ‘Triumph of the Will’, that “we would all have reflected on the received opinion that the film is good but evil, and that writing about it raises the question of whether quality art can be in the service of evil.” Ebert asked himself the same question with ‘The Birth of a Nation’, RW Griffith’s film that is considered one of the founding works of cinema and, at the same time, deeply racist. Those films, at the time, were not considered that way. Luis Buñuel himself stated in his memories that, in 1935, no one in Hollywood thought that ‘Triumph of the Will’ was dangerous because there were too many regional dances and too many songs for its propaganda message to be taken seriously. The Second World War drastically changed that perception, but until then, the productions of the Ministry of Propaganda Germans used entertaining stories to convey their ideals. They portrayed the British as cruel inventors of concentration camps or justified the invasion of Poland by showing the Poles persecuting the German minority living there. They could be full of stereotypes, historical manipulations and blatant attempts to “brainwash” their viewers, but they were well produced and shot and were very successful at the time. For all these reasons, they remain prohibited. But should they continue to be? In ‘Forbidden films’ there are scholars who claim that these films clearly show what should not be repeated in the future and that, therefore, their access to them should not be restricted, while former members of neo-Nazi parties point out another reason for them to be removed from the “black list”: “When something is prohibited, it becomes interesting. Prohibiting things makes them fascinating and taboo because if it is prohibited, it must be true to a certain extent.” Other Banned Non-Nazi Films Nazi ideological propaganda is the reason why these 44 films remain banned in Germany, which also has a great controversy over the passage to public domain of ‘Mein Kampf’but throughout the history of cinema there have been films that have also been included in “blacklists” for reasons that can range from accusations of obscenity to, directly, blasphemy. Or it could have happened to them like ‘The great dictator‘, the satire that Charles Chaplin made of Hitler and Mussolini, in 1940, and which was banned in Argentina precisely for that parody, since Germany had been an ally of Juan Domingo Perón. It was even on the verge of not being shown in the United Kingdom because, when filming was announced, the country was trying to appease Hitler in his expansionist desires for Europe. When it was released, however, the British were already at war with the Germans and there was no reason for its censorship. You don’t have to go to China or countries with fundamentalist regimes to find the most … Read more

Russian oil never stopped arriving in Europe and this 30-year-old German knows it well because he has earned millions by supporting the system.

by

JR Ewing, the oil magnate dallasused to repeat that “the essential thing in this business was to always be one step ahead.” If I lived in 2025, I probably wouldn’t be wearing a Texan hat: I’d be a trader in my late 30s with a laptop, a rented office in Dubai, and a German passport. And perhaps he would look a lot like Christopher Eppinger, the young man who, according to an extensive report in the Financial Timeshas managed to become a millionaire by speculating with sanctioned Russian oil while Europe proclaimed from the rooftops that it was breaking dependence on the Kremlin. Because while Brussels talked about “energy sovereignty” and announced price caps, a parallel ecosystem of nomadic traders, ghost fleets and opaque companies continued to move millions of barrels away from the official radar. In that underground of the global economy, Eppinger found his opportunity. The sanctioned oil never stopped flowing; It simply stopped being visible. And he knew how to make it profitable. When a door closes. Christopher Eppinger, marked since childhood by the chapters of dallas that he saw with his grandmother, he found in the war a window to get rich. The young German moved with the same logic that much more veteran intermediaries have used for decades: special purpose companies in the United Arab Emirates, triangulated operations with India or China, sales contracts for discounted crude oil and the logistics of a ghost fleet that operates on the margins of maritime law. While European governments presented sanctions in solemn press conferences, he took advantage of every crack in the system to buy low and resell high. He didn’t need his own ships, or infrastructure, or even physically touching a barrel: it was enough to know where the opportunities were and who didn’t want to look too closely. Showing an uncomfortable truth. The story of this young German is not an anecdote, but evidence that the sanctioning system never acted as intended. Organization reports like Public Eye show that, between 2023 and 2024 alone, newly created companies or companies relocated to Dubai accounted for more than half of the Russian oil exported by sea, displacing traditional centers such as Switzerland and Singapore. According to Bloombergkey figures in the energy trade, such as Murtaza Lakhani, helped Rosneft reconfigure its export chains through the Emirates to keep flows active despite sanctions. And while much of Europe tried to break ties with Moscow, some countries —like Hungary and Slovakia— took advantage of exceptions to continue receiving crude oil and gas through the Druzhba pipeline. Energy dependence, far from being broken, fragmented into a more chaotic, less transparent and more vulnerable system. In this environment, profiles like Eppinger’s are not only possible: they are almost inevitable. The recipe for enrichment. Eppinger’s method follows a clear logic that the Financial Times details precisely. The first step is to move to Dubai, which has become the “Desert Ireland”thanks to minimal taxation, thousands of special purpose companies created in record time and a confidentiality regime that allows operations without revealing the beneficial owner. The United Arab Emirates does not apply sanctions against Moscow and serves as a perfect platform to move cargo, contracts and dividends without European surveillance. The second pillar is the ghost fleet: hundreds of aging, poorly insured oil tankers, with registrations in opaque countries and with transponders that turn off just when the ship approaches a Russian cargo. These ships They are the heart of parallel trade which has kept Russia exporting above the $60 limit imposed by the G7. The third consists of the Offshore transfers and triangulations. The scheme is simple: buy cheap Russian crude, transfer it to another tanker in international waters, mix it or rename it “Malaysian” or “Indian”, and resell it at an international price. A digital business, fast and — above all — difficult to track. And the fourth element is the ambiguous tolerance of the West. As Bloomberg has detailedthe United States avoided acting harshly for months to avoid causing a global rise in the price of oil. In the EU, exceptions and loopholes allowed non-European companies, although controlled by Europeans, to operate without restrictions. Eppinger moved precisely in that gray space: a legally ambiguous but economically explosive territory. The great gray void where everything is possible. The short answer is: it depends. The long answer is more uncomfortable. According to regulators cited in the different sources, an operation can be technically legal if Russian oil is purchased below the price ceiling, transported to a country that does not apply sanctions and is executed from a legally established entity outside the EU. Switzerland even recognizedaccording to Public Eye— that subsidiaries of Swiss companies established in Dubai are not subject to Swiss sanctioning legislation, as long as they are formally “independent.” This legal architecture allows traders like Eppinger to act without violating the letter of the law, even if they clearly violate its spirit. The question is not so much whether what you do is legal, but why it is possible to do it. Will there be consequences? The cracks in the system are beginning to produce visible effects. On the military front, Ukraine has expanded the war towards Russian energy infrastructure: attacking refineries thousands of kilometers from the front and disabled tankers linked to sanctioned crude oil trading. Russia has lost around 13% of its refining capacity and several regions have suffered queues and gasoline rationing, according to the Financial Times. On the diplomatic and economic level, according to BloombergWashington is already studying specific sanctions against intermediaries in the Emirates, while the United Kingdom has begun to penalize marketing companies with opaque property registered in Dubai. In Europe, pressure is growing on countries that continue to receive Russian energy by land, such as Hungary and Slovakia, identified as leakage points in the system. Eppinger’s business, like that of many others, could have its days numbered if the regulatory fence tightens. For now, it is still profitable. Russia gets richer while Europe … Read more

In 1973 a German dreamed of exploiting Lanzarote. 50 years later no one has been able to move the ruins of his monster

by

Of all the ghost architectures and abandoned to their fate in Spain, few like the shadow that rises in a unique place in the Canary Islands. Its history begins in the early seventies, at a time when Lanzarote was opening up to international tourism in the heat of expansive urban planning, laws favorable to foreign investment and a climate of economic optimism that seemed to have no limits. And then a “visionary” arrived. A hyperbolic dream. In that context, the German businessman Erick Becker imagined a gigantic tourist complexmade up of five hotels, an aparthotel, more than twelve hundred bungalows and a capacity for four thousand people. The emblematic piece, the Náutico hotel (renamed over the years as Atlante del Sol), was to be the gateway to an urbanization in German capital that saw Lanzarote as an ideal territory to attract European visitors. The legislation of the time, headed by the Strauss Law of 1968encouraged German investment in developing countries and helped direct a flood of capital towards the Canary Islands that found an apparently perfect opportunity on the island. However, the choice of location would prove to be a major mistake. Tourism against the landscape. The Rubicon coast It had virulent waves, constant winds and rugged geography without a beach or adequate access. In those decades, Lanzarote’s infrastructure was fragile, and the area even lacked a road that connected the place with the inhabited centers. Despite this, the project moved forward in fits and startsraising the main structure of the hotel before the oil crisis of 1973 paralyzed the European economy and brought with it a promotion that would never open its doors. Since then, the unfinished mass was abandonedconverted into an unused concrete skeleton that began to hint at the ghostly silhouette that would mark its future. Abandonment, illegality and law. After the abandonment of the project, the Atlante del Sol was suspended in a legal limbo that the subsequent evolution of Canarian urban planning ended up resolving against it. The Island Management Plan of Lanzarote from 1991a pioneer in the protection of the island territory, reclassified the area as rustic land for natural ecological protection, nullifying the urban character it may have had under the regulations of the 1950s and 1960s. With the passage of time, the area was also incorporated into the Natura 2000 Network as a Special Bird Protection Area, reinforcing its ecological value and further shielding its non-urbanizable nature. In parallel, Spanish and regional legislation chained new land laws in 1976, 1990, 1998 and 2007, which consolidated environmental regulations. much more demanding than existed when the original license was granted in 1972. Final blow. The Superior Court of Justice of the Canary Islands made it clear in 2016 that this old license was invalid operational, because an unfinished work loses any right protected by obsolete regulations when subsequent laws come into force. In essence, what may have been legal in the 1970s ceased to be legal decades ago. Added to this was a determining fact: the property it was never finished nor to be used, and its current state (absolute ruin, no services, no access and no technical possibility of becoming operational equipment) prevented it from being considered a heritage work. The court concluded that reviving a license from 1972 was as inappropriate as pretending that the island had not changed in fifty years. That ruling legally sealed the fate of the hotel: either remain abandoned or be demolished. The ghost and watchman hotel. With the passage of time, the Atlantean of the Sun It went from being a frustrated project to becoming a strange element embedded in one of the natural spaces most beautiful and unique of Lanzarote: the natural pools from Los Charcones. There, between the wind, the volcanic rock and the crystalline puddles, the abandoned hotel took on a disturbing, almost sculptural presence. For tourists who discover the area, the semi-ruined structure has become part of the landscapean example of beauty in decay that contrasts with the serenity of natural pools. For others, it is an open wound, a reminder of the speculation of the seventies and the urbanism that was promoted without paying attention to the physical reality of the territory. Chaos tourism. His inaccessibility (the absence of roads continues to be one of the main limitations today) has kept it outside the conventional tourist circuit and has contributed to its degradation. The wind, saltpeter and abandonment have turned the building into a dangerous shell, used occasionally as an improvised shelter by campers since the seventies, especially at Easter, when entire families came to occupy the windowless rooms applying minimum standards of coexistence. The picture is as unusual as it is revealing: a hotel that never opened turned into a sporadic camp for those seeking a unique experience in an isolated place. Between memory, business and protection. Over the decades, different owners tried to recover the building’s destiny, either by giving it tourist use or transforming it into healthcare facilities. Among them, the company Hipercan Don Jersey SL tried to reclassify the land to convert the hotel into a social and health center, claiming that the 1972 license was still valid and that the reform would allow the municipality to be provided with a new public service. But the administrations maintained a firm position: Yaiza already had sufficient equipment, the property was in ruins and the land belonged to a protected natural space whose ecological value should prevail about any intervention. The courts confirmed this position repeatedly. Neither the heritage argument, nor the intention to reconvert the building, nor the appeal to old investments managed to reverse a situation that had been legally closed for decades. Even if there was a will to rebuild, the cost of rehabilitation would be exorbitant. And if demolition were chosen, the operation (valued at more than one million euros) would require facing considerable technical and environmental obstacles. Uncertain future. In recent years, the discussion about the future of the Atlantean Sun has regained … Read more

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.