Germany

Germany does not want to depend on Elon Musk for war. So the largest weapons factory in Europe wants a “military Starlink”

by

For decades, European security has rested on critical infrastructure controlled from the United States. But with the war back on the continent and space communications becoming a decisive military assetGermany is beginning to assume that it cannot afford depend on Elon Musk nor from Washington for something as basic as talking and fighting in case of conflict. A “military Starlink”. Rheinmetall and OHB are in preliminary talks to present a joint offer to create a satellite communications network in low orbit for the Bundeswehr, a system that in Berlin already is openly described as a “Starlink for the German army”. The initiative aims to capture part of the ambitious German plan for invest 35,000 million euros in military space technology, with the aim of providing a secure, sovereign infrastructure specifically designed for military use, reducing dependence on US services such as Starlink, owned by SpaceX. Technological sovereignty. The background of the project will be one of the great themes of this 2026, and it is both strategic and political, since the war in Ukraine has shown to what extent satellite communications in low orbit can be decisive when terrestrial networks are destroyed or degraded. Although Starlink (and its military version Starshield) became in a key asset for kyiv, many European countries distrust to base critical capabilities on a foreign private provider, which has accelerated plans to build national or European networks under state control. The weight of Germany. With this program, Germany aims to become the third largest investor world in space technology, only behind the United States and China, according to the consulting firm Novaspace. German military authorities have already defined the technical specifications and are preparing the tender, prioritizing coverage of NATO’s eastern flank, where Berlin deploys a permanent brigade of 5,000 soldiers in Lithuania as part of its defensive reinforcement. From armored to space. Traditionally associated with tanks, artillery and ammunitionRheinmetall is rapidly expanding its presence into new domains in the heat of German rearmament. At the end of last year it obtained its first major space contract, up to 2,000 million eurosto develop together with Iceye a constellation of radar satellites capable of operating at night and in bad weatherwhich puts it in a solid position to now aspire to a military communications system in low orbit. HBO and opportunity. For HBOthird largest European satellite manufacturer and navigation system supplier Galileothe project represents a key opportunity to strengthen its military business. The company faces the possible creation of a European space giant as a result of the merger of the divisions from Airbus, Thales and Leonardoan operation that its CEO considers potentially anti-competitive and that could leave OHB at a disadvantage if it does not expand its scale and capabilities. Boiling market. The simple announcement of the talks has OHB price skyrocketedreflecting the extent to which the sector perceives German military space spending as a catalyst for opportunity. That said, the project is still in an early phase, with no official comments from the companies or the Ministry of Defense, and is part of a growing competition for multi-million dollar contracts that will define who controls future critical military communications infrastructure in Europe. Image | Support Forces of Ukraine Command In Xataka | Germany is experiencing a new “industrial miracle” that it already experienced 90 years ago: that of weapons In Xataka | Europe’s largest arms factory faces an unexpected problem: earning an indecent amount of money

For centuries Germany has boasted the oldest abbey beer in the world. The alcohol crisis has forced it to be sold

by

Germany is the birthplace of Oktoberfest, the lagerthe saint Hildegard of Bingen and hundreds and hundreds of artisanal wineries dedicated to beer. The refreshing amber liquid is not at its best there, however. As the young lose interest for the drink and consumption falls per national beer capita, Germany finds itself with news like the one that has shaken the sector at the beginning of 2026: the oldest monastic brewery in the world, a 976-year-old icon, just sold suffocated by the economic context. It seems like a simple sale, but it says a lot about the industry. What has happened? That Germany is preparing for one of those business transactions that, due to their enormous symbolic value, transcend the pages of the salmon press to tell us about the cultural and social changes of a country. The Bavarian brewer Schneider Weisse has just reached an agreement to acquire the Bischofshof and Weltenburger brands, linked to Bischofshof GmbH & Co. Said like this, it could seem like a simple commercial procedure, material for the German BORME, but the agreement implies that Schneider Weisse takes charge of the brewery of the Weltenburg Abbey and that is something out of the ordinary. The reason? The brewing history of the monastery dates back to 1050, which is why it is considered the abbey brewery. oldestalthough if we talk about beer in general there is another previous one in Weihenstephan (Freising), brewed since 1040. What have they agreed? The truth is that not too many details have emerged. For example, the companies have not wanted to disclose how much the operation will cost. What yes have slipped is that the agreement will become effective in January 2027 and that Scheneider Weisse will continue to operate the Weltenburg Abbey Brewery. Not only that. He will also take over the logistics part of the Bischofshof, which includes 21 employees. Part of the business, located in Regensburg, will close at the end of this year and the idea is that in the medium term the production of the different brands will be concentrated in the headquarters that Schneider Weisse already has in Kelheim and the Weltenburg Abbey. Are they important companies? At least they are companies with a reputation. Although Weltenburg Abbey beer stands out on the world stage for its long history, which can date back to 1050, in reality the three names involved in the agreement have a long tradition. The Bischofshof brewery was founded mid 17th century in Regensburg and has been in charge of the production of Weltenburg since 1973. As for the house Schneider Weissebased in Kelheim, was also launched more than a century and a half ago, in 1872. “Our goal is to create a portfolio of traditional brands. We combine our brewing tradition of more than 150 years with the almost 380 years of history of the Bischofshof brand and the brewing tradition of the oldest monastic brewery in the world, dating back to 1050,” celebrates Georg SchneiderCEO of Schneider Weisse. “This creates a range of beers steeped in history and tradition, a unique offering from a single global supplier.” Why is it important? Weltenburg is relevant enough for any operation that affects him to generate interest, but if this operation has raised expectations (even beyond Germany) is because of its context. The companies acknowledge that the maneuver attempts to adapt to “the continued weakness” of the German beer market. “The reality is that, on our own and despite all our efforts and the measures adopted in recent months, it was no longer economically viable to continue operating the brands,” recognizes Till Hedrichthe general director of the firm Bischofshof and Weltenburger. “The evolution of the market has marked us too much.” Hedrich has also defended that the operation with Schneider, a firm based in Kelheim (Bavaria) is the most advantageous for the secular Abadian winery. “The looming threat of a total closure or dismantling by an investor with no connection to the region or its history can be avoided with the ‘Bavarian solution’ being implemented with Schneider Weisse.” Has the market changed that much? It seems so. From the collective itself is spoken of a “drastic drop in sales” of German breweries in the country. The BR24 program remember that in the last ten years alone, the German beer industry has lost almost 14 million hectoliters, almost 14% of its sales. And although the complete picture is somewhat more complex (the latest data from the Bavarian sector they are not bad), the overall trend is far from ideal for the industry in its own home. If at the beginning of the 80s the per capita consumption In the country it was around 145.9 liters of beer, right now it is below 90. Is there more data? Yes. Two years ago the Berlin journalist Nicholas Potter I slipped an interesting one in Guardian. “The decline can be seen at the Oktoberfest itself. In 2019, 6.3 million visitors drank 7.3 million liters. Last year attendance was about 7.2 million people, a record number, but they consumed only 6.5 million liters.” As a backdrop, the fall in consumption, the increase of the production of non-alcoholic beer and the loss of interest of members of generation Z for beer or wine. In April the Deursche Welle channel contributed another brushstroke that completes the picture. It is not only that the consumption of German beer has fallen in the country itself, it is that sales abroad have not evolved as the industry would like. According to Destatis data, 1,450 million liters of German beer were exported in 2024, significantly below the 1,540 in 2014. Images | Bernt Rostad (Flickr) 1 and 2 and Frank Mago (Flickr) In Xataka | If the alcohol sector thought it had a problem with Gen Z, it is because it did not see its stock: 22,000 million in bottles that no one wants

Germany is experiencing a new “industrial miracle” that it already experienced 90 years ago: that of weapons

by

Germany has been living a transformation silent but very deep. The country that saw the birth of the industrial miracle of the automobile is seeing something similar again, but from a perspective completely different: rearmament, which until recently was a political taboo and a social discomfort, has become a great industrial and labor accelerator. War as a driving force. The country, pushed by the russian invasion of Ukraine and the feeling that the American umbrella is already It’s not so automatic As before, it has been shifting its center of gravity towards defense with a mix of strategic urgency and productive ambition. And that mutation is measured in something very specific: employment, factories, supply chains and a demand that is no longer described as temporary, but as a new normal that promises to last for years, with orders that come in like a wave and companies that prepare to produce at scale, with war economy rhythms without the need to call it that. Mass hiring. German defense contractors have entered into a veritable hiring feverincreasing its workforce by nearly a third in just four years. The data provided by a representative group of large companies and start-ups shows a jump from around 63,000 workers in 2021 to almost 83,000 today Within its defense-focused divisions, a 30% growth which reflects the extent to which the industry is expanding at real speed. I remembered the financial times that, although these figures do not cover the entire sector and there are large companies that did not participate, the portrait is enough to understand the direction of the country: Germany not only buys more weapons, but is rearming its industrial muscle to manufacture, sustain and modernize them, with a labor market that is beginning to reorganize itself around this new priority. Rheinmetall Panther KF51 The budget turn. The great fuel for this expansion is public money converted into contracts. Since 2022, the German Ministry of Defense has signed arms deals worth of 207,000 million eurosand last year alone it concentrated 83,000 million, a figure that contrasts with the 23,000 million in 2021 and that summarizes the break with the previous stage. The most significant thing is that the trend does not aim to stop: Chancellor Merz, in office since May, has relaxed the strict debt rules to allow the level of spending needed in defense, a message that, beyond politics, works as an industrial signal: there will be stable demand, continuity and visibility, just what companies need to invest, expand capacity, hire and plan for the long term without fear that everything will freeze with the next electoral cycle. The real size of the sector. Even with this boom, the German defense industry remains a relatively modest player in terms of employment when compared to the country’s historical giant: the automobile. The Ministry of Economy itself cited around 105,000 jobs direct in defense in 2022, and although the figure will have risen since then, it remains far from the approximately 700,000 workers in the automotive sector, today hit by layoffscompetitive pressure and technological transition. This comparison is important because it cuts to the root a repeated idea: that rearmament can “replace” the car as a great work cushion. Defense can grow a lot, even draw on industry and attract talent, but due to volume it does not seem capable of absorbing the size in the short term. of the engine crisisat least not quickly or massively. Airbus and Reinmetall. Within the employment map, Airbus stands out as the largest employer, with around 38,000 people working in defense worldwide and just over half in Germany, manufacturing key pieces of European military architecture such as the Eurofighter Typhoon and the transport plane A400M. right behind Rheinmetall appearswhich has become the most visible symbol of the boom: the producer of tanks, artillery and ammunition has grown from about 15,400 employees in 2021 at 23,500 todaythe greatest absolute leap among the companies analyzed, and its CEO, Armin Papperger, has even projected a target of 70,000 employees in three years. In parallel, Rheinmetall has begun to experience something that in Germany is a cultural indicator: social attractiveness. He speaks of hundreds of thousands of applications in a single year, as if defense had stopped being a dark or secondary sector to suddenly become a bet for the future for engineers, technicians and industrial profiles. Military startups. The big relative surprise is in the new scene of military start-upsyoung companies focused on surveillance systems or weapons not always publicly detailed, that are raising hundreds of millions in financing and growing at a rate almost unthinkable a decade ago. The most striking case It’s Helsing.which makes armed drones and whose workforce has grown 18-fold in four years after evolving from an artificial intelligence software approach to hardware productiona leap that involves going from selling algorithms to build real objects with parts, assembly lines, logistics and maintenance. This movement is, in itself, a statement: European defense no longer wants to depend only on digital innovation, it wants to convert innovation in physical and deployable systemsand for that you need companies capable of manufacturing and scaling, not just programming. The State accelerates. From within the sector, the discourse is one of sustained takeoff. The BDSV employers’ association, in the voice of Hans Christoph Atzpodien, insists that growth will accelerate because Germany has streamlined processes purchase and has given more visibility on future demand, which allows capacity planning with less uncertainty. The phrase is almost industrially literal: now everything is placed so that large orders “arrive at the doors” of manufacturers. If you want and how do we countthe scenario describes a change of era: for years Europe talked about spending more on defense, but it did so with administrative slowness, political doubts and eternal programs; now the feeling is that the system is being reconfigured to buy and produce urgently, because the threat is perceived to be close and the margin for improvisation has been exhausted. The great temptation: “steal” the car. … Read more

There is a reason why Germany allows driving at 300 km/h and it is not history or politics: it is the asphalt

by

If you like to step on the accelerator, you will have already seen firsthand that cornering at 100 km/h is better than at 130 km/h. I don’t need to remind you that the maximum speed allowed on state roads is 120 km/h. Although there are quite a few countries within the European Union with higher limits, Germany is the only state where there are sections without speed limit. 300 km/h without breaking a sweat. Obviously, this poses a danger to driving as cars such as a Porsche at 322 km/h. At these speeds, the risk of the car jumping or losing control is notable. But the “recipe” for manufacturing the German Autobahn has its particularities that allow it to offer enviable flatness and a road surface with high load capacity. And it can be found in the regulations and standards of the FGSV (Research Society for Highways and Transportation) and the BASt (German Federal Authority for Road Safety and Traffic). Blessed sandwich. While in Spain Flexible or semi-rigid pavement predominates with thicknesses of 40 to 60 centimeters. In Germany they use a standardized layer system called RStO 12 (Guidelines for the Standardization of Pavement Structures). That is, with a total thickness of between 70 and 90 centimeters with an antifreeze base composed of highly permeable gravel and sand so that water does not remain trapped (in case of freezing, it would generate large cracks as a result of expansion). About this, layers of gravel mixed with concrete or asphalt to provide sufficient rigidity to prevent collapse under the passage of heavy trucks. cwhen concrete and when asphalt. In the intermediate section the Germans use two materials, highlighting the concrete for those stretches of free speed and high truck traffic thanks to its rigidity and durability. In more detail: The 25 to 30 centimeter high-resistance concrete pavements longitudinally integrate plastic-coated steel bars. Thus, they allow some thermal expansion but do not allow them to move independently, causing steps. The transition between the concrete slabs is barely noticeable. Asphalt with stone matrix (S.M.A.), a combination with crushed stone and cellulose to offer extreme resistance to deformation and maximize the tire’s grip. The “superstructure” of German roads. Von Susan from Bielefeld, Deutschland – Straße, CC BY 2.0 Extreme plain for safety and by law. If you hit a speed bump at a certain speed, your car will go away. If you go 300 km/h in a sports car, the loss of aerodynamic load is such that it could be fatal. So Germany takes the plain very seriously by regulations: the maximum allowable deviation three millimeters in four meters. They achieve it with controlled pavers by global navigation and laser sensor systems. Auf wiedersehen, aquaplaning. Once the risk of steps, cracks and unevenness has been minimized, there remains another staunch enemy for speed: water on the asphalt. And they fight it in two ways. For starters, autobahns have a slope of at least 2.5% on the sides to evacuate the water as soon as possible. For concrete pavements, it is used waschbeton or washed concrete, a technique that brushes the surface to expose the aggregates, thus creating a rough, non-slip area that breaks up any water film that may form. In Xataka | Germany, Austria and Switzerland have plenty of roads. So they have started covering them with solar panels In Xataka | The Autobahn are the only roads in Europe without a speed limit. More and more Germans want to end them Cover | Wes Tindel and Nick Fewings

Europe had few options in the face of the US threat in Greenland. Until Germany has remembered Russia with an unprecedented plan

by

Growing pressure from the United States to take over Greenland has transformed a hitherto latent issue into a problem political and strategic of the first order for Europe and NATO, by explicitly placing for the first time the risk of an internal clash between allies. It was known that there were a couple of options on the table as a defense. Germany has just presented another unprecedented one. An unprecedented crisis. The insistence of the US administration on presenting control of the island as a necessity of national security, accompanied by rhetoric increasingly harderhas forced European partners to react not only in defense of Denmark’s sovereignty and Greenland’s right to self-determination, but also to protect credibility of an alliance designed precisely to prevent force from prevailing among its members. The problem is not only territorial, but systemicbecause it raises the extent to which NATO can manage a crisis caused from within without eroding its own foundations. Germany and the allied response. Faced with the difficulty of directly confronting Washington, Berlin has emerged as the actor in charge of articulating a solution that combines political firmness and strategic containment. Germany has chosen to channel the response through NATO. As? proposing a joint mission in the Arctic that makes it possible to strengthen regional security without turning the conflict into a bilateral battle between the United States and Denmark. The initiative seeks to save time, reduce tensions and offer an institutional alternative that frames American concerns within a collective logic, while sending a clear signal that Greenlandic sovereignty is non-negotiable. This German role reflects a commitment to multilateral management of the conflict and to prevent the crisis from leading to an open fracture within the alliance. From the Baltic to the Arctic. The German proposal takes as a direct reference the operation Baltic Sentrylaunched to protect critical infrastructure in the Baltic Sea from sabotage and covert activities linked to Russia and its ghost fleet. The idea is to replicate this scheme in the Arctic through a hypothetical “Arctic Sentry” missionwhich would include Greenland and allow increased surveillance, naval presence and allied coordination in an increasingly disputed region. This approach has a double function: on the one hand, respond to the security concerns raised by Washington about the Russian and Chinese presence in the Arctic, and on the other, prevent those concerns from being used as a pretext for unilateral action. Turning the Arctic into a space of collective management seeks to deactivate the security vacuum narrative that fuels American aspirations. The shadow of Article 4. Although it has not yet been formally activated, the idea of invoke Article 4 of the NATO treaty, which provides for consultations when an ally perceives a threat to its territorial integrity or security, has gained weight in diplomatic debates. The mere possibility of Denmark resorting to this mechanism reflects the seriousness of the situation and the growing nervousness in European capitals. Invoking Article 4 would not imply an automatic military response, but it would force the alliance to address it head on. an internal crisis that many would prefer to manage in silence. The underlying fear is that, if not managed institutionally, the conflict sets a dangerous precedent that normalize pressure between allies and voids the founding principles of NATO. Diplomacy, deterrence and limits. Beyond the military dimension, the European Union has explored diplomatic and economic options to contain the United States, from the reinforcement of political dialogue to the theoretical threat of instruments commercial pressure. However, Europe’s dependence on the American technology, defense and security umbrella drastically reduces the credibility of these tools. Economic sanctions, although powerful on paper, are perceived as unrealistic in a context marked by the war in Ukraine and the need to keep Washington engaged with European security. This imbalance reinforces the idea that the most viable path is to offer shared security solutions, such as the proposed Arctic mission, rather than a direct confrontation that Europe could hardly sustain. Greenland as autonomy. The economic dimension It adds another layer of complexity to the conflict, as Greenland relies heavily on Danish transfers and warily watches American promises of massive investment. From Brussels we study increase financial support European to prevent the island from being trapped in a relationship of dependency with Washington, especially with the prospect of future independence. This effort not only seeks to counteract American economic influence, but also preserve the social and political model that the Greenlanders might want to keep. In this context, the crisis reveals that the battle for Greenland is not only fought in the military field, but also in that of investment, legitimacy and the projection of soft power. A stress test. Altogether, the American pressure over Greenland has exposed the internal tensions of a NATO designed to deter external threats, not manage territorial ambitions of one of its members. The german initiative of transferring the problem to the field of collective security, inspired by the Baltic model, is an attempt to preserve allied cohesion and avoid an existential crisis. However, the simple fact that mechanisms are being considered like Article 4 It demonstrates the extent to which the alliance faces an unprecedented scenario, one in which unity no longer depends only on stopping external adversaries, but on containing power impulses within its own ranks. Image | Program Executive Office Soldier, pathanMinistry of Defense of the Russian Federation In Xataka | After the Nazi occupation, Denmark signed a pact in 1951. Since then, the US can ask for whatever it wants in Greenland In Xataka | Greenland has become an obsession for the United States for a simple reason: they believe in global warming

Tesla urgently needs to make its electric cars cheaper. And their plan is to produce batteries in Germany

by

Tesla will take the production of batteries for its European Tesla Model Y to Germany. This is what the German press agency DPA assures, information that has been echoed by German media such as Handelsblatt. “From battery cells to vehicles, everything must be produced in one place,” a spokesperson told DPA. For now, the statements remain somewhat cautious. The company talks about a three-digit investment (speaking of millions of euros) and that the decision will be confirmed “if the framework conditions are adjusted”. It must be taken into account that Elon Musk already assured in 2020 that they would raise “the largest battery factory in the world” in Germany which, of course, has not been carried out. Tesla’s intentions are to make the production of the Tesla Model Y as cheap as possible in order to face European competition. Right now, the company has to import its batteries to Germany from the United States, an environment that is also complicated in production due to the tariffs that the country has raised on components that arrive from abroad. If consolidated, Tesla aspires to produce batteries worth 8 GWh, a figure that is far from the 50 GWh it aspires to produce. Stellantis with CATL in Aragon. Why does an electric car have less autonomy than advertised? Between the bad and the worst If we take the month of October as a reference (the last analyzed by ACEA), Tesla has fallen almost 40% in sales in Europe in the first eight months of the year. The figure has left the company with 117,000 units sold compared to the 192,439 units it had registered last year in the same period of time. Obviously, its weight in the market has also fallen, to the point that it has been reduced by almost half. Right now, 1.3% of the cars purchased in Europe are Tesla vehicles when the company reached a market share of 2.2% and in 2024 it will make the Tesla Model Y the best-selling car in the world. Suzuki, Nissan or SAIC (owner of MG) have overtaken Tesla this year. However, 2025 is being a fateful year for the company. Especially in Europe where Elon Musk’s political positioning has squandered the brand image in countries like Germany and France. The company is facing new proposals from its rivals that are close in price and already offer a real alternative to Tesla cars. To solve it, and no smaller, more affordable versions on the horizonTesla has launched the Standard versions of its Model 3 and Model Y. They are versions with reduced equipment that try to reduce prices to keep both cars as attractive options. At the same time, yes, the price of the rest of the versions has increased to increase the gap and force the customer who does not want a shortened version to spend more money. The announcement also comes in a strange context in the European Union. media like Bloomberg They emphasize that the announcement has been made at a time when solutions are being sought to lower the limits of polluting emissions, but the truth is that European manufacturers They still need to sell many electric cars even if the measures proposed by the European Commission were approved. What is true is that Tesla is manufacturing its batteries in the United States but they have had to face an extra cost for them because the country has raised harsh tariffs on all components arriving beyond its borders. Although Tesla has been one of the least affected manufacturersthe extra cost appears to be high enough for the company to invest in Europe. And Tesla itself has pointed out that producing batteries on our continent continues to have such a high price that its profitability is doubted. Therefore, the only reason for Tesla to continue investing in Germany and not opt ​​for other European countries such as Spain (as it has done CATL with Stellantis or the Volkswagen Group) is because It already has part of the structure assembled in the German country and it would be a matter of increasing the productive land on their land. Furthermore, it is to be hoped that the European Union will further pave the way for attract investments in terms of battery production. Our continent is still far behind the United States but, especially from China and the most renowned attempts have been a total failure like Northvolt. It remains to be seen to what extent this movement allows Tesla to make its vehicles cheaper and continue to stand up to increasingly stronger European manufacturers. And some Chinese companies that hope that the negotiations between their country and the European Union to lift tariffs come to fruition. What Tesla is surely looking for are more stable policies than those of the United States, something complex in such a changing geopolitical context. Photo | In Xataka | Car manufacturers bend their arm to the European Union: we will have combustion engines in 2035

Europe is looking for a place to light its “artificial sun” and Spain only has to defeat Italy and Germany to achieve it

by

For decades, nuclear fusion has been the distant horizon of energy: an almost mythical promise, always thirty years ahead. A future without a map. In full electrification of the economy and with demand pushed by the digital industry and data centers, Europe has begun to set coordinates for that promise: where to build the first commercial centers. For the first time, the “artificial sun” is no longer just a scientific experiment and it becomes a problem of territory, infrastructure and industrial planning. And in this new European energy map, Spain appears among the best positioned countries. A new path. Gauss Fusion, the European company created to power the first generation of commercial fusion plants on the continent, has completed the first comprehensive European study of potential sites for this technology, in collaboration with the Technical University of Munich (TUM). The study culminates in a map that did not exist until now. A map that indicates 150 industrial clusters and up to 900 potential sites spread across nine European countries. Behind each point there is an analysis of geology, seismicity, meteorology, refrigeration, access to the electrical grid and existing infrastructure, aligned with standards of the International Atomic Energy Agency (IAEA). Spain on the horizon. It appears as the third country with the most identified clusters: 17, only behind Germany (53) and Italy (22), and ahead of France, Austria, the Netherlands or Switzerland. This is not a political decision or a formal candidacy, but rather a strictly technical diagnosis: where it would be possible to build a first-generation fusion power plant if it had to be done tomorrow. “That Spain appears as the third country with the most potential clusters is due solely to technical criteria,” emphasizes Milena Roveda, CEO of Gauss Fusion, in an interview with Xataka. “The study follows an objective methodology consistent with international standards. There are no strategic weightings or quotas per country,” he emphasizes. And that nuance is key. The map does not look for winners or distribute investments: it identifies where the minimum physical and industrial conditions already exist to host a fusion power plant. But why Spain? On the one hand, its fusion ecosystem. Spain is one of the European countries with greater historical involvement in ITERhouses the headquarters of Fusion for Energy in Barcelona and has achieved key industrial contracts for national companies. Added to this is the role of CIEMATuniversities with leading groups in plasma physics and materials, and the beginning of the construction of IFMIF-DONES in Granadaa critical infrastructure to validate materials for future reactors. On the other hand, their regulatory experience. “Spain has a nuclear regulatory body with extensive prestige and experience,” highlights Roveda. From an industrial point of view, Roveda insists that Spain should not limit itself to being a host: “It has the potential to be a key piece in the merger value chain. Companies like IDOM already have demonstrated that can design and deliver extremely complex systems. Where could these clusters be? The map does not draw isolated points, but rather broad areas. The study identifies regional clusters capable of containing multiple viable locations. In Spain, they appear spread over a good part of the territory – from Andalusia and Extremadura to Castilla y León, Aragon, Catalonia, Galicia, the Basque Country and the Valencian Community – and are concentrated in industrial areas with high electrical demandgood network connectivity and, in some cases, close to old energy enclaves that could reuse part of their infrastructure. Frédérick Bordry, CTO of Gauss Fusion, explains to Xataka that the objective of the map is not to select a specific place, but “to have a broad database that allows collaboration with authorities, companies and other interested parties.” The final decision, remember, will not come until the end of 2027. What would a commercial fusion center be like? Talking about commercial fusion is no longer talking about experiments like ITER. Gauss Fusion works with the concept of a GIGA plantcapable of producing 1 gigawatt of electricity. This implies very specific industrial requirements. “Assuming an efficiency of 30%, a plant of this type must safely evacuate about 2 GW of heat,” explains Bordry. In practice, this requires access to rivers, reservoirs or the sea, as well as robust electrical infrastructure. Unlike fission, fusion does not produce chain reactions, is self-limiting, does not emit CO₂ and does not generate long-lived radioactive waste. “Due to its safety features, it could and should be integrated near urban and industrial centers,” says Bordry, even supplying waste heat for industrial uses or district heating. This aspect connects with a trend that is already seen in Europe: heat recovery in district heating networks, as happens in Finland with data centerseither the use of large industrial heat pumps. The process now enters a delicate phase. According to Gauss Fusion, the goal is to reduce the European map to between two and five final locations by the end of 2026, and make the final decision in 2027. But the technical criteria will not be the only ones. “Political will, the regulatory framework and social acceptance will be essential,” emphasizes Roveda. In his opinion, Europe needs policies that promote fusion as a new industrial engine, and regulations “adapted to the real risk of these facilities.” Social acceptance will also be key. “Transparency and citizen participation are essential,” he says. “We have to explain well what fusion is and what it is not.” A project that covers a lot. For Bordry, no European country can tackle a project of this magnitude alone. The merger will require a continental industrial alliance, something that Roveda defines as a “fusion Eurofighter”, in which Spain should play a central role, not only as a location, but as a technological and industrial supplier. In a context in which European electricity demand could grow up to 75% by 2050fusion is beginning to be seen not as a distant promise, but as one more piece of the energy puzzle, complementary to renewables, storage and electrification. An open closure, but with a … Read more

close a factory in Germany

by

The history of Volkswagen goes a long way. So much so that Its origins must be sought in Nazi Germany when the State commissioned Ferdinand Porsche to create a Volkswagen. That is, a car for the people. It was 1934 but with all the state machinery working overtime, in 1938 the first stone of the Wolfsburg factory, taking as an example Ford factory in Dearborn, United States. Since then Volkswagen has not stopped growing. With its good moments and also his bad momentsthe truth is that the company has established itself as the second largest producer of cars in the world, only surpassed by Toyota and in a comfortable position compared to Hyundai-Kia, which remains in third position. In these ideas and comings, the company has maintained a recipe: the German industry is not touched. Until now. In the midst of the reconversion of the European automotive industry, Volkswagen seems to have crossed a red line. Why does an electric car have less autonomy than advertised? for the first time It was 2018 when in Xataka we went for the first time to the Volkswagen glass plant in Dresden. There, the company had been producing its Volkswagen Phaeton, a luxury sedan that It ended up being a million-dollar hole. and, above all, a resounding sales failure. The company had converted the space into a laboratory to produce the first e-Golfone of the first steps that the company took in the purely electric car market. Its productive volume was almost ridiculous If we compare it with any current plant: 72 cars a day. In 2022, we had the opportunity to return. The factory had changed completely. At least in his spirit. It was still producing electric Golfs… more or less. And that’s where their ID.3Volkswagen’s first big bet that had been born with the spirit of being its first best-seller and position itself as the new electric Golf. Production had already fallen by half, to about 35 cars a day. Now, Volkswagen has shelved the plant. The glass space is converted into a university center. The movement has much more to say in the symbolic field than in the practical one. The 230 workers have three options on the table: dismissal with negotiated compensation, retirement or transfer to another factory. But the closure of the German plant goes much further. For the first time, Volkswagen has to cease production at a plant in Germany. Its production, as we have seen, was very low and the center was intended more for development and innovation than for nourishing the German fleet. However, the move is important because it demonstrates the extent to which the company is struggling. Dresden wasn’t just a car plant, it was status. It was a declaration of intent, the confirmation open to the world that Volkswagen invested in cars that were not profitable in the short term but from which they could extract knowledge in the future. Thomas Schäfer, CEO of Volkswagen, has indicated that the closure of the factory “it was essential from an economic perspective”. A little over a year ago, Volkswagen already announced that it intended to cut its production in Germany, to the point that it assured that “all factories in Germany are in danger”. They were the first blows of a savings plan of 10,000 million euros three years ahead. The company had decided to bet heavily on the electric car but European demand It does not seem to have been enough until it grew very recently. In Europe, Tesla has swept with force until last year but, above all, customers They didn’t seem interested. in the most affordable Volkswagen electric cars like the ID.3. Not even in the most expensive ones, like the Audi e-tron which ended with the closure of a plant in Brussels. Porsche is already retracing its path of electric car investments. Volkswagen has encountered a perfect storm with three open fronts. In Europe, as we said, the customer is not buying the expected electric cars, which puts the amortization of investments at serious risk. In the United States, the tariffs applied by Donald Trump’s Government have caused losses of 1.5 billion dollars in the last quarter alone, it reported. The New York Times. And in China the client has turned his back to the European product. That has put too much pressure on cash flow, forcing Volkswagen to get rid of space that went far beyond a car plant by renting it out to the local university. The problem is that when financial difficulties force us to think about readjustments in the short term, what suffers are long-term investments (just what was being studied in Dresden), which implies less competitiveness in the future. A wheel from which it is only possible to escape if, once again, it is possible to sell what the public asks for, with sufficient profit margins to reinvest in the future. And so, believe in germanyimplies taking steps back in electrification. Photo | Volkswagen In Xataka | In 2017, the owner of an electric car installed a charger with his neighborhood community against him. The Supreme Court has spoken

Europe had chosen the electric car as the only solution for the future. Germany is about to knock him down

by

There is no official confirmation. It should arrive on December 10, but there is already a first warning that it is possible that the communication will be delayed until January 2026. “For good reasons,” the political leaders assure us. The same people in charge who already advance the guidelines that the review of the 2035 objectives will follow: allowing cars with combustion engines to remain alive. A preview. This is what Apostolos Tzitzikostas, European Commissioner for Transport, gave to the German newspaper Handelsblatt. Like almost everything in this life, neither the time nor the place chosen is coincidental. In this interview, the European official points out that in the European Commission “we are open to all technologies”, which already suggests that this ban on selling combustion engines in 2035 is close to falling. In the absence of knowing all the specific and official details, what it does say is that “the role of zero-emission fuels (known as efuels) and with low emissions and advanced biofuels.” And this is where some doubts arise. Why does an electric car have less autonomy than advertised? No emissions? What the European Union has to resolve is to what extent it is willing to open its hand. The efuels or synthetic fuels They have been sold as an alternative solution because, it is assumed, they do not generate CO2 emissions. When the car burns said fuel it does generate these emissions but they are neutral because the same or greater amount of CO2 is trapped in their production. The European Union has already opened the door to this possibility changing the wording of the ban. We went from talking about banning combustion engines that produced emissions to combustion engines that were not carbon neutral. The difference is subtle but key because with the burning of any fuel (including hydrogen) polluting emissions beyond CO2 are produced, such as NOx or the dangerous ones fine particles which, in both cases, are harmful to humans. “Low emissions”. Now the European Commissioner also speaks of “low-emission fuels.” It remains to be known what these low emissions are and in what quantities they will be allowed. And the alternative that was put on the table was to allow the sale of combustion engines as long as they were associated with highly electrified options. This would lead, for example, to extended range electric. Cars with long electric ranges but that, in essence, are plug-in hybrids because they have a gasoline tank for emergency use. One of the latest proposals is that the car itself, through software, cape the power when a specific number of kilometers has been traveled without recharging the vehicle. Another technically viable possibility is to geofence the cities. That is, using the vehicle’s navigator, the car always moves in completely electric mode when passing through a city or especially sensitive areas of it (hospitals, schools…). This alternative has been contemplated by some plug-in hybrids for years, like BMW’s. And why all this? Because, according to Tzitzikostas, Europe is risking part of its industrial and economic future. “We want to maintain our objectives, but we must take into account all the latest geopolitical events. We must try not to jeopardize our competitiveness and, at the same time, help European industry maintain its technological advantage,” he points out in the interview. In reaching this conclusion it seems that German pressures have had their effect. “Chancellor Merz’s letter has been very well received,” he told the German media. And Germany has been pushing for some time to go back in the face of the “all electric” that seemed decided for Europe. The German industry is facing one of the worst crises in its history and it is estimated that, in just the last two years, about 55,000 jobs have been lost. When will it be official? The idea is that in December we should already know what will happen to this ban in 2035. In recent days the idea had gained strength that it would be December 10 when the European Commission would confirm all these details but the person in charge of transport has already announced that it is possible that this communication will be delayed until January 2026. Photo | Sophie Jonas and Angelo Abear In Xataka | The Government presents the Auto Plus Plan to forget MOVES III: direct aid for the purchase of electric cars with doubts to clear up

Germany has spent three nights copying Taiwan. If Russia decides to invade it, it has had an idea: surprise them underground

by

Last July, the Taiwan subway experienced an unusual day: Instead of passengers loaded with purses and suitcases, soldiers, soldiers and more soldiers armed with anti-tank missiles began to arrive at Taipei stations. The reason was twofold: to send a message inside and outside (China) of the country. That idea seduced Germany, and now that it has begun its rearmament it has launched in Berlin. A disturbing return. The exercise Bollwerk Bärlin III Last week, he returned to the German capital a scene that seemed banished to the memories of the 20th century: soldiers descending U-Bahn stairsjumping onto the tracks and advancing through smoke, simulated gunshots and cars taken over by “saboteurs.” For three nights, between 1 and 4 in the morning, about 250 members of the Wachbataillon (a unit known for its ceremonial role but with infantry functions) transformed stations like Jungfernheide into a real underground battlefield to practice assaults, close combat, evacuation of civilians and protection of critical infrastructure in a realistic environment in which nothing is altered or mocked up: the narrowness of the tunnels, limited visibility and changes in light are the same as they would find in a real war scenario. In the background: Russia. They remembered the TWZ analysts that this return to urban warfare in tunnels and stations, without embellishments or theatrical simulations, symbolizes a profound change in Germany’s strategic priorities and revealed the extent to which the shadow of a possible conflict with Russia has penetrated into the very heart of Germany. his military planning. The metamorphosis. The battalion in charge of displaying honors on state visits had been conceived for decades as a symbol of institutional stability, not as a combat force. However, its real operational mission (protecting the federal government and its facilities in the event of a crisis) today takes on an urgency that has not been seen for a long time. Hence the direct tone of his commanderlieutenant colonel Maik Teichgräber: Berlin is your area of ​​operations and they must prepare for “the worst case scenario,” which means training where you would really fight. The use of stations closed to the public allows practice quick entriesassaults on trains, neutralization of enemies and immediate removal of wounded, integrating snipers, perimeter security and coordination between units in a densely urbanized environment. The presence of additional scenarios (such as the former Rüdersdorf chemical plant or the Ruhleben police complex) underlines the desire to turn the capital’s defense into a multidimensional exercisecapable of absorbing everything from internal sabotage to coordinated incursions that seek to paralyze the political center of Germany. Global dimension of the trend. Which happens in Berlin It is also reflected in other regions of the world. How we countTaiwan uses its subway as a defensive artery during the Han Kuang exercises, aware that, in the event of a Chinese invasion, underground infrastructure they would be vital to move troops and supplies while the surface becomes a continuous target. In parallel, the United States has raised the underground war a priority for its special forces, responding to the proliferation of fortified tunnels, dense urban areas and the expansion of drone swarms that force troops to seek refuge underground. The growing autonomy of unmanned systems, already present in Ukraine, accelerates this trend: in a future where aerial surveillance will be almost constant, defending in depth will mean dominating not only streets and buildings, but subways, tunnels, pipelines and interconnected bunkers. The war of the future, according to these emerging doctrines, will be fought both upwards (against drones, sensors and loitering munitions) and downwards, in an underground network that takes on strategic value. Echoes of the Cold War. He training on the U-Bahn inevitably refers to a divided Berlinwhen the city was a western enclave surrounded by Warsaw Pact forces. At that time, the United States, the United Kingdom and France were rehearsing urban operations aimed at slowing down an invasion to gain political time, aware that holding the city indefinitely was unrealistic. Units like the (secret) Detachment A They practiced sabotage and unconventional warfare techniques from the shadows. Even stations, such as Pankstraße or Siemensdamm, were designed like nuclear shelters for more than 3,000 people for weeks, with armored doors and air filtering. The reunified Germany had left behind that architecture of fear, and today, faced with a panorama of uncertainty, it returns to study how to reactivate these civil protection capabilities. The contrast is evident: what in 1994 seemed unnecessary is once again considered a strategic necessity. Historical rearmament. we have been counting. The exercise is also part of a context transformation unprecedented german military apparatus. By 2029, Berlin plans spend 153,000 million euros per year in defense (around 3.5% of GDP), an enormous jump from the levels that for decades were a source of friction with Washington. It is a rearmament designed not only for modernize capabilitiesbut to adapt the country to threats that They are no longer theoretical: What happens 900 kilometers away, in Ukraine, conditions the entire strategy. This budget increase has led NATO to consider a symbolic turn that would have been unthinkable during the Cold War: that Germany would command the allied forces in Europe. Although that moment has not arrivedthe expectation underscores the pressure on Berlin to demonstrate that it can take on top responsibilities and is willing to prepare its military for complex scenariosfrom urban sabotage to large-scale conventional warfare. Strategic warning. Teichgräber put it clearly: Nobody can guarantee that the war that is currently devastating Ukraine will not one day reach German territory. That phrase sums up the background of Bollwerk Bärlin III. The Bundeswehr trains in the subway tunnels because it understands that contemporary conflicts do not respect borders or capitals. The hybrid warcoordinated attacks on critical infrastructure and the massive use of drones They make the interior of cities as vulnerable as their borders. If you like, what is at stake is not only the defense of Berlin, but Germany’s capacity to react facing a moment in which the strategic … 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.