220 meters in length and three giant sails of 1,500 square meters

When someone says “the largest sailboat in the world”, one immediately thinks of the whim of some millionaire. Jeff Bezos paid $500 million to build his schooner koru 127 meters long and the Russian oligarch Andrey Melnichenko also paid a fortune for his impressive Sailing Yatch A 142.8 meters of length. However, all those luxury sailboats pale when compared to the new titan of sailing that has just been launched in Saint-Nazaire. This is not a private yacht, but a new concept of luxury cruise for millionaires Equipped with three gigantic masts to recreate old-fashioned navigation. The Orient Express leaves the tracks. If we think about great classic luxury trips, it is inevitable to mention the Orient Express as a reference for luxury and glamor trips at the beginning of the 20th century. Now, the hotel company Accord, which also operates one of the lines of the Orient Express, has thrown away the Orient Express Corinthian in the shipyards of Chantiers de l’Atlantique, the same ones where the mythical Normandie liner. The Orient Express Corinthian is not only the largest sailing ship in existence. It is also a form of sea travel that has not been seen for a long time. This is a cruise where 110 passengers sail through the Mediterranean without rushing, assisted by personal butlers on board, with Guerlain spa and avant-garde cuisine with Michelin stars. Three sails, no anchor and an AI looking out to sea. What makes the Corinthian technically unique is not that it has the wingspan of an ocean liner, but rather its propulsion system. It carries three rigid sails of 1,500 m² each, developed by Chantiers de l’Atlantique with a technology called SolidSail. The masts of the Orient Express Corinthian rotate 360 ​​degrees and tilt up to 70º to capture the wind from any angle and make the most of its thrust force. This technology has already been tested successfully in huge freighters to reduce their emissions. Another peculiarity of this luxury supersailboat is that there is no anchor. Instead, the boat uses a dynamic positioning system that keeps it still without touching the bottom. This avoids damaging Posidonia meadows or protected reefs. It also has an artificial intelligence system that continuously monitors the water to detect marine mammals and drifting objects. As support, the sail propulsion system uses a hybrid liquefied natural gas engine. The result, according to the buildersis that it avoids about 9,000 tons of CO₂ per year compared to a conventional cruise of the same size. The luxury of slow travel, from trains to the sea. For a few years now, a part of high purchasing power tourism has turned towards what they call “slow luxury“. A simple idea that recovers all the luxury of the great voyages of yesteryear, where the important thing was not to arrive, but enjoy the journey with the calm that the fast-paced modern lifestyle steals from us every day. The legendary Orient Express train has been the symbol of that spirit of luxury on railsbut now they propose an alternative on the sea. The luxury supersailboat has 54 luxury suites spread over four decks. Each of them is decorated with leather, fine woods and marble. The service includes an exclusive personal butler and you can enjoy the best dishes of avant-garde cuisine in the five restaurants run by chef Yannick Alléno with several Michelin stars to his credit. Vacations within reach of very few pockets. You can now find combined packages where you travel on the Corinthian on routes along the Côte d’Azur, the Italian Riviera and the Adriatic. By 2027, Orient Express introduces new itineraries through Greece, Türkiye, the United Kingdom and northern Europe. To give an example, a seven-night cruise along the Adriatic coast departing from Venice and arriving in Malta in one of the Orient Express Corinthian Suites costs around 39,900 euros. If you opt for one of the most exclusive suites, such as the Agatha Christie Penthouse Suiteof 225 m2 and a 180 m2 terrace and capacity for four guests, can cost up to 198,800 euros on an all-inclusive basis. In Xataka | The latest trend among millionaires is not to buy a yacht. It’s sharing a luxury mini cruise Image | Accor

everything for a giant battery

The energy transition has accustomed us to focusing on what is most visible: solar panels on roofs, wind turbines on mountains, renewable parks spread across the territory. But a decisive part of the electric future is not only in producing more, but in better managing what we already produce. It is not enough to generate more clean energy if we are not able to store it when there is excess and return it when it is needed. That is the logic behind the project being built in Laufenburg, Switzerland: an underground battery designed to store electricity on a large scale and help stabilize the grid. The project. FlexBase, the Swiss group behind the project, is building that facility in Laufenburgin the canton of Aargau, next to the German border and on a site that plans to connect to the national high-voltage grid. The group is digging a 27-metre-deep pit, longer than two football fields, to house the storage system underground. The battery will be part of the future Laufenburg Technology Centera 20,000 square meter complex with computing infrastructure, offices and laboratories. A grid-scale battery. The Laufenburg project has been defined with a planned capacity of 1.5 GWh of storage after the choice of Invinity Energy Systems as technology partner. The comparison helps ground the figure: this would be equivalent to storing enough electricity to supply about 200,000 average homes in the United Kingdom for one day. In subsequent phases, the installation could grow to 2.1 GWh, if FlexBase moves forward with this expansion. How this technology works. The easiest way to understand a redox flow battery is to forget about a mobile phone battery for a moment. In a lithium-ion battery, the energy is stored within a fairly compact structure. In a redox flow battery, however, the energy is in liquid electrolytes stored in large tanks. When the system has to deliver electricity, these liquids are pumped into stacks of cells, where the reaction occurs that converts that chemical energy into electricity useful for the grid. The tanks are, to put it graphically, the place where the energy is stored. The cells are the part that allows it to be removed and used. The Swiss system will be recharged with renewable surpluses, mainly solar and wind. But no one talks about AI? Maybe you were missing a word that lately appears in almost any technological conversation: artificial intelligence. And yes, it’s here too. Not because the battery will “work with AI” but because the Laufenburg complex will include an artificial intelligence-oriented data center that will operate within the Laufenburg Technology Centre. The storage system is designed to smooth out the variable electrical demand associated with this computing and, at the same time, offer stabilization services to the network. Partner enters the scene. FlexBase will not develop the technological part of the battery alone. As we say, the Swiss company has selected Invinity Energy Systems as a strategic partner to design and deliver the Laufenburg vanadium flow system. According to FlexBase, the British-Canadian company won the selection process for its entire technical proposal. The main argument is a combination of lifetime costs, safety, non-flammability, cycle stability and modularity. Now the project enters the engineering phase, where the teams will have to adjust the control software and the electrical connection with the existing network. The next step. Swissgrid wants to connect the national high-voltage grid to the Laufenburg site, in what would be the first connection of its kind in Switzerland. For the operator, large batteries can become a relevant piece of the future of the network because they allow electricity to be moved over time: absorbing it when it is abundant and delivering it when it is needed. It is not a battery for everything. The very logic of a redox flow battery helps to understand its limits: if you need large tanks to store energy, it will hardly be the best option when space and weight rule. Its lower energy density makes it less suitable for applications such as electric vehicles. It should also be noted that vanadium flow batteries remain at an earlier commercial stage and are usually more expensive than lithium-ion ones. Its promise is not to replace all batteries, but to fill a very specific niche: stationary, durable and long-lasting storage. The calendar, for now, looks to 2029. FlexBase plans to launch the facility that year and expects to generate around 300 jobs linked to the future Laufenburg Technology Centre. The company presents the project as a privately financed initiative, with an estimated investment between 1,000 and 5,000 million Swiss francs (between 1,090 and 5,450 million euros). If the deadlines are met, Laufenburg will not only house a huge underground battery: it will also become one of Europe’s most ambitious bets to store electricity where the grid begins to need it. Images | FlexBase In Xataka | We will run out of space on dry land one day. So Spain is already putting solar panels into the sea

China has found a giant “tunnel” to introduce its cars into Europe without Europe. And it is facing Spain

In 2007, when Morocco inaugurated the port from Tangier Med off the Spanish coast, many saw it as an ambitious logistical gamble. Less than two decades later, that port has not only become the largest of the Mediterranean and Africabut has begun to surpass historic European giants like Algeciras in traffic. What seemed like a regional infrastructure ended up becoming one of the main commercial gateways to Europe. A half-open door to Europe. Europe has been trying for years reduce your dependency China’s industrial sector and, more recently, protect its manufacturers against the avalanche of electric vehicles from the Asian giant. The tariffs imposed by Brussels, in fact, respond precisely to that objective. However, I remembered the weekend the financial times that, while attention was focused on Chinese ports and factories in the country’s interior, Beijing began to build a much closer alternative: an industrial network located on the other side of the Strait of Gibraltar. The growing concern in Brussels does not arise because China is exporting more cars from its territory, but because it is transferring part of its production capacity to a country that enjoys privileged access to the European market. Map of the surroundings of Tangier, with Tanger Tech City (to the south), Tanger Automotive City and the port of Tangier Med Morocco as an industrial platform. It explained the means that the transformation is visible around Tangier and Kenitrawhere Chinese investments in tires, brakes, electronic components, battery materials and future gigafactories are multiplying. What is emerging are not simple isolated plants, but a supply chain increasingly complete capable of feeding the European electric car industry. Morocco offers practically everything you are looking for manufacturers: geographical proximity to Europe, competitive labor costs, renewable energy, tax advantages and an extensive network of trade agreements. For many Chinese companies, producing there is more attractive to continue manufacturing in China and then face the growing European trade barriers. The fear of Brussels. European concern does not lie solely in foreign investment. What is worrying is the possibility that Morocco will become in an indirect way so that products backed by Chinese capital, technology and subsidies enter Europe with much more favorable conditions. The European Commission already has detected cases in which components manufactured with Chinese financial support end up benefiting from preferential agreements. The challenge is to distinguish where it ends an authentic Moroccan industrialization and where a strategy designed to circumvent tariffs begins. Put another way, the more complex supply chains become, the more difficult it becomes to answer that question. Beijing’s geographical advantage. If you like, China too. has understood that geography can be as important as technology. Off the Spanish coast is a country connected by trade agreements with Europe and the United States, equipped of modern ports and increasingly integrated into global production chains. From the Chinese perspective, installing factories in Morocco does not mean abandoning Europe, but rather get even closer to her. Instead of shipping finished products from thousands of miles away, companies can manufacture components and vehicles a few hours of the main European markets. The strategy reduces costs, limits commercial risks and makes the application of protectionist measures difficult. A battle for European industry. What happens in Morocco reflects much broader economic competition. Europe tries to protect an industrial base that consider strategicas China looks for new ways to keep its huge manufacturing capacity running despite increasing Western restrictions. The result is that North Africa is becoming a space increasingly disputedwhere the interests of Brussels, Rabat and Beijing intersect. For Morocco, investments mean jobs, infrastructure and growth. For China, they represent a privileged platform next to the gateway to the European market. And for the European Union they constitute a uncomfortable question: If Chinese production can be installed just on the other side of the Mediterranean, to what extent are tariffs really capable of slowing its advance? Image | Adam Cle, The Spanish Monkey In Xataka | China and Europe do not trust each other when it comes to electric cars. And someone is taking advantage of it: Türkiye In Xataka | The Chinese auto industry is moving to colonize Africa and Latin America. Also to be your springboard

We have small and giant black holes, but the intermediate ones do not appear. Now some scientists have designed a method to search for them and they already have two candidates

Today astrophysicists have a lot of information about black holes. They have even been photographed. However, there are only two types of black holes for which a multitude of evidence has been found: supermassive black holes, which are colossal in size, and stellar black holes, which are formed by the collapse of a star when it runs out of fuel. Supermassive ones usually have masses between 100,000 and 10,000 million solar masses. The stellar ones are much smaller, with approximately a mass equivalent to that of 3 to 100 suns. So what happens in the intermediate range? Don’t black holes of intermediate mass exist, between 100 and 100,000 solar masses? This is a question astronomers have been asking for a long time. Theoretically, they could exist, but no evidence has been detected. Now, a team of scientists from Yangtze University in China, has devised a method which could be useful to find them once and for all. Gravitational microlensing of fast radio bursts. These scientists have used a method that is based on searching for fast radio bursts that have experienced a gravitational microlensing deformation. These deformations are caused by massive objects that stand between the path of the blast and the Earth. By studying the effects of these disturbances, its mass can be calculated. For this reason, these scientists have analyzed a catalog of these bursts, looking for those that may have been distorted by gravitational microlensing and have been left with two candidates whose mass would correspond to an intermediate black hole. The best? They also fit with primordial black holes, so they could even serve to better understand dark matter. Clarifying concepts. Now let it be understood. Fast radio bursts are short bursts of radio waves, which come from far away, beyond the Milky Way. There is no consensus on its origin, but many have been detected, it even seems that there are a large number in a single day. For their part, gravitational microlensing are formed when a very massive object comes between a light source and the Earth. It is so massive that, due to the action of gravity, it doubles space-time and, with it, the path of light that reaches Earth. As a result, multiple and/or magnified images may form. The point is that fast radio bursts themselves can be altered by gravitational microlensing when a very massive object crosses their path. Gravitational microlensing Canadian Hydrogen Intensity Mapping Experiment (CHIME). This is a Canadian radio telescope initially designed to map the presence of hydrogen in large fractions of the observable universe. Thanks to its large collecting area and field of vision and its bandwidth, over time it was seen that It was also very useful to detect fast radio bursts. They are very fast, but when observing so much sky at once they do not go unnoticed. For all this, the authors of the study that has just been published have analyzed the CHIME catalogwith special attention to bursts that at some point have suffered a disturbance by gravitational microlensing. Two candidates. Of all the distorted bursts they found, there were two whose size matched possible black holes of intermediate size. One had between 539 and 609 solar masses and the other between 1,544 and 2,571 solar masses. Curiously, there were no galaxies or galactic clusters around it. When black holes form through physically well-known collapse processes, they are usually in the centers of galaxies. However, when they are isolated, as is this case, what is expected is that they are primordial black holes. That is, black holes that formed in the early stages of the Big Bang, before there were even stars that could collapse. something unexpected. These scientists expected to find intermediate black holes, but they may also have found evidence of the origin of dark matter. One of the hypotheses about this mysterious matter that makes up most of the Universe is that it is partly composed of primordial black holes. The problem is that the existence of primordial black holes has not been proven. With this new study, two birds could have been killed with one stone: demonstrating that intermediate mass black holes and also primordial black holes exist, in turn helping to unravel the dark matter mystery. Without a doubt, it is a cosmic carom that is worth continuing to investigate. Image | THAT | POT In Xataka | Stephen Hawking made a prediction about black holes in 1971. A new signal has proven him overwhelmingly right

This Norwegian valley has rocks on either side of the river that act like a giant pile. Maybe that explains your ghost lights

The Hessdalen lights are a mysterious phenomenon which has been reported in the valley of the same name, in Norway, since 1811. However, it was in the 1980s when they began to be taken more into account, especially in 1984, when the Hessdalen project was established, aimed at monitoring them and trying to explain them. Unfortunately, despite all the efforts that have been put into this, it is currently not known exactly what this is due to. Although it is true that there are some hypotheses. A very disparate phenomenon. Both witnesses who have seen them and scientists who have recorded or photographed them describe the Hessdalen lights as a very disparate phenomenon. Sometimes they are formed at ground level, other times on roofs or at the height of mountain peaks. Sometimes they move more or less homogeneously, other times they move erratically, changing direction for no apparent reason. They are normally white and yellow, although they have been observed in other colors. Some last only a few seconds, while some can remain in the air for more than an hour. Even the shapes vary from an American football to an upside-down Christmas tree. The only thing that most witnesses seem to agree on is that they are about the size of a car. Hessdalen Project. A multidisciplinary team of scientists from several Norwegian institutions launched a project aimed at monitoring the lights of Hessdalen. Since then, they have been monitored thanks to the installation of radioelectric spectrum analyzers, magnetometers, seismographs, photo cameras, Geiger counters and infrared cameras. That is, earth tremors, magnetism, radioactivity and, ultimately, the emission of energy at different lengths of the electromagnetic spectrum are analyzed. This tracking system began operating in 1984 and is still active today. A peculiar hypothesis. One of the most peculiar hypotheses that have been made about the Hessdalen lights is that they could be the visible result of the formation of a wormhole micrometer that connects two points in space time. In reality, this hypothesis was raised in a magazine with little scientific reputation, very given to conspiracy theory and the supernatural, so it is not the most accepted at all. Hypotheses in the air. Thanks to the monitoring of these lights, there are much more plausible hypotheses. To begin with, it is thought that the Hessdalen lights could be due to the decay of radon, a very abundant gas in the Norwegian atmosphere. This disintegration would produce alpha particles capable of ionizing the molecules present in the air and dust, giving rise to structures capable of emitting light, called Coulomb crystals. Hypotheses on the ground. There are also hypotheses that point to the geology of the valley. For example, it is believed that it could be due to the combustion in the presence of air of dust clouds rich in scandium, an element that is abundant in the soil of this Norwegian region. It could also be a piezoelectric effect. This is the effect by which some materials are capable of emitting electricity when pressed or deformed. Quartz, for example, has great piezoelectricity and turns out to be very abundant under the valley floor. Copper is also abundant, which is a great conductor of electricity. And speaking of electricity, a battery effect could also be occurring. On one side of the river in the valley there are rocks very rich in zinc and iron. On the other side, rocks very rich in copper. The former could act as the anode of a battery and the latter as the cathode. In turn, local mines rich in sulfur could be releasing this element into the river, which would act as the bridge of a battery, allowing electricity to flow. If there is electricity, there is light. All these electricity emissions could be causing the ionization of molecules present in the air, giving rise to a process in which light is emitted. It is something similar to what happens with the northern lights, although the origin of the ionizing particles is totally different. The color of light depends on the molecules in the air. That is why it is not always exactly the same, although white and yellow tend to be abundant. In short, it is still not known where these mysterious lights come from, which can be seen both day and night. But that is precisely why they are so fascinating. Image | Bjørn Gitle HaugeØstfold University College, Fredrikstad, Norway In Xataka | Norway works little but produces a lot and that stresses them out. Generation Z has found the solution: the four-day week

If the question is what the European Orion module is doing among giant speakers, the answer is NASA’s extreme tests

When we talk about Artemis We almost always look in the same place: NASA, the SLS rocketthe Orion capsule and that plan to return astronauts to the surface of the Moon. It makes sense, because the United States leads the program and a good part of the space imagination continues to revolve around its missions. But that reading falls short. Artemis is not just an American story.It is also an international architectureand in that architecture Europe has a much more important piece than it usually seems at first glance. That role has just been realized in a very visible milestone. Airbus Space recently announced that ESM-3, Orion’s third European Service Module and the unit destined for Artemis III, had its four solar wings installed. It is a powerful image because it summarizes well the nature of the project: an American ship with an essential part developed on the other side of the Atlantic. The module, built by the aerospace giant for the European Space Agency, will use those wings to provide electrical power to Orion during its mission, although there is still work to be done before the assembly can be considered ready to fly. The ESM has a much deeper function than a picture of newly installed solar panels may suggest. In the Orion architecture, this module is placed under the capsule where the astronauts travel and concentrates systems that are essential for the mission. NASA explains that provides electricity, propulsion, thermal control, air and waterin addition to serving as support to the ship during flight. That is why its role is not understood as a symbolic contribution, but as an operational part of the vehicle. A test on the ground, between speakers and noise The following, however, was not one of those scenes that we immediately associate with space. Airbus Space noted on May 6 that the next step was an acoustic test, a ground test designed to see how the spacecraft responds to the extreme launch environment. Simply put: before thinking about docking, orbits or manned missions, the module had to deal with the noise and vibrations that occur when the rocket takes off. That trial has already begun to materialize. NASA has shown the Orion service module for Artemis III during its acoustic tests at the Kennedy Space Center, surrounded by a wall of high-powered speakers to simulate the sound and vibrations of launch. According to the center, these tests help measure how the structure responds, verify the physical integrity of the spacecraft, protect sensitive avionics and propulsion interfaces, and detect potential problems on the ground well before launch day. This type of test is known as direct field acoustic testor D-FAT, and involves surrounding space hardware with an array of high-power speakers to reproduce the acoustic environment of launch. In equivalent testing of the Orion European Service Module, ESA has spoken of more than 200 speakers and more than 140 decibels. It’s not a new rarity: NASA already submitted Apollo vehicles underwent vibroacoustic testing in the 1960s to see how their structures and systems responded to the noise and vibrations expected during flight. That this test has arrived now does not make the module a ready-to-fly piece, but it does mark another advance in Orion’s preparation for Artemis III. And there the context matters, because the mission in which this module must participate is no longer counted exactly the same as it was a few months ago. Artemis III was for a long time the mission associated with the return of astronauts to the lunar surface, but NASA has rearranged the calendar and now places it as a demonstration mission in low Earth orbit. The plan involves launching four astronauts in Orion, on the SLS, to rehearse rendezvous and docking maneuvers with one or two commercial lunar landing vehicles from SpaceX and Blue Origin. It is not the end of the lunar goal, but an intermediate step to test an architecture that still needs to fit many pieces. The interest of this module is best understood precisely because of this new role of Artemis III. If the mission will be used to verify docking and operations with commercial vehicles, Orion will have to act as a manned platform within a much broader test than a simple test flight. In this scenario, the ESM-3 is not a peripheral contribution, but rather an integrated part of the ship in which the astronauts will travel. Europe, therefore, does not appear only in the cooperation communications: it appears in the machinery that has to make the mission work. The paradox sums up the moment quite well. Europa has just completed a visible part of the preparation of the module that will travel with Orion, and its next test has not been on the Moon, not even in orbit, but among noise, vibrations and speakers within a test on the ground. That is also the reality of Artemis: large lunar objectives supported by a long succession of technical, industrial and often inconspicuous steps. In that chain, ESM-3 makes it clear that the return to the lunar surface is not being prepared only from the United States. Images | Airbus Space | POT In Xataka | The Earth has had a traveling companion for millions of years and we don’t know where it came from, but there is a ship ready to give us answers

The giant jugs of Laos have long baffled science. A “death jar” has solved the riddle

The heart of Southeast Asia and scattered throughout the mountains of Xieng Khouang province in Laos, rest thousands of monumental stone vessels. Some of these reach three meters in height and weigh several tons, and that is why this place received the name ‘Plain of Jars’. However, this landscape has been a great mystery for all the experts because it is not known who carved them, nor how they moved them nor what they were for. Resolving. Now, a new archaeological study seems to have finally found the key piece of the puzzle, revealing a mortuary tradition much more complex and macabre than previously thought. The discovery of a huge “death jar” has confirmed that these stone colossi were not isolated monuments, but the protagonists of a sophisticated multigenerational funerary ritual. A secret. The key to this puzzle is based precisely on the analysis of a single, gigantic vessel that hid inside no more and no less than the bone remains of at least 37 different people. But the most interesting thing of all is that this “overcrowding” is not the product of a hasty mass grave or a sudden catastrophe, since the study shows that we are dealing with a practice known as secondary burial. How they did it. This practice, the truth is, is very far from our current customs, since instead of burying the deceased directly, the ancient culture that inhabited the area allowed the bodies to decompose first. Once cleaned of meat, the bones were transferred and deposited inside these monumental jars, being a process quite similar to the one that continues with Spanish royalty in the Royal Pantheon of Escorial. But the presence of the remains of so many people in a single jar suggests that these were reopened and reused over several generations, functioning as authentic family or community pantheons. Ritual recycling. This article does not come out of nowhere, but already in 2023 investigations at “site 1” of the plain had found signs of secondary burials around the stones, but this new discovery consolidates the hypothesis that the jars themselves were main containers of this mortuary tradition. The most fascinating thing about this research is the time lag that the dating has revealed since scientists have discovered that the history of the Plain of Jars is made up of overlapping layers. This shows that the human remains analyzed date from between the 9th and 13th centuries, but the gigantic stone jars are, according to geological and archaeological estimates, much older. What does it mean? Basically, the landscape was the subject of a profound “ritual recycling.” The medieval inhabitants of Laos did not carve the jugs; They came across a pre-existing, mysterious and monumental megalithic landscape, and decided to appropriate it for their own funerary rituals. In other words, the site was not built for a single function or at a single moment, but rather had an unusually long lifespan, being resignified by different cultures over the centuries. Images | Wikipedia In Xataka | We still don’t know where Tartessos was, but we do know where we are going to solve the enigma: in Badajoz

China is launching giant buoys into the sea that are real “small” fortified data centers. Korea won’t like it

Ocean observation is an essential activity to monitor climate change, navigation and the security of the planet, however 95% of internet data travels therethe sighting of ghost ships is the order of the day and we continue found new islands. Until now, the quintessential element for monitoring the sea has been floating sensors that everyone knows: buoys, a legacy of the analog world. In that calm calm China has invaded with its Sea Dragon (Hailong) series, a new generation of enormous buoys that mark a before and after in scale, design and functionality. Of course, they have nothing to do with that mooring that has reigned in naval engineering since the Second World War. The new Chinese buoy. The Hailong series are literally small disk-shaped fortified data stations. Although small is relative: its diameter is around six meters in diameter and as a structure it looks more like a small unmanned oil platform than conventional buoys. After completing the relevant tests at sea, it has already been integrated into the Yellow Sea observation network to continuously and real-time monitor the entire water column, according to the Institute of Oceanology of the Chinese Academy of Sciences. When deploying the new buoy, technicians simultaneously removed an older buoy after 16 years of service. A deliberate symbolic gesture insofar as it is not a mere change of buoy: according to the Institute it is “the world’s first system with a single disc side anchor structure”, leaving behind the classic central mooring point that has dominated Western marine engineering since World War II. Why is it important. The problem with the design of classic buoys is mechanical and well known: when a buoy with a central mooring rotates due to currents and wind, the cables coil and generate structural and instrumentation failures. This new lateral disc anchorage solves the root problem because it uses another geometry, thus minimizing these errors, operating with more stability. That is, the importance lies in the continuity of the data. The second reason is strategic. The Institute of Oceanology of the Chinese Academy of Sciences I had already tried other synchronized observation systems capable of covering from 10 kilometers of atmosphere to 1 kilometer of depth underwater, withstanding winds of 60 m/s and waves of up to 20 meters, powered by various energy sources (wave, solar, wind, hybrid). This new buoy transfers these capabilities to especially sensitive waters. It is, in short, a buoy designed to be operational for the long term. Context. Since the 1940s, the world standard for buoys has been defined by US Navy designs, such as the NOMAD (Navy Oceanographic Meteorological Automatic Device) type. For the time, these devices complied thanks to their simplicity and ease of deployment, although due to their physics they are vulnerable to excessive swinging. If there is serious surf, precision measurements get dirty. Over the years this standard has met precisely because it complied, its maintenance is low and other alternatives present challenges to its deployment. But China, driven by its need to control the South China Sea and the Western Pacific, has chosen to redesign the platform from scratch. In fact, China and Korea have a fishing agreement in the Yellow Sea dating back to 2001 where permanent installations are expressly prohibited. So China has fulfilled it in its own way: since then it has deployed 13 buoys, two large aquaculture cages and a maintenance platform. Analysts at the Center for Strategic and International Studies (CSIS) qualify this strategy of “progressive sovereignty”. How they have done it. The development is led by the Institute of Oceanology of the Chinese Academy of Sciences, which has been testing real-time transmission mooring systems since 2016. The new buoy is, therefore, the result of a decade of development, not a technological leap that arrives overnight. The secret of its design is the topology: moving the anchor point from the geometric center of the disc to the side eliminates the twisting moment produced by the entanglement of cables in the classic design. Instead of a wave-riding hull, the body is designed with a narrow cross-section at the waterline and deep ballast, which noticeably reduces hydrodynamic forces. For energy management, photographs published by the South Korean navy last year show models with solar panels that, assisted by artificial intelligence for data management and instrument optimization. The result is a platform that shines for its autonomy and resilience, since it can operate continuously in adverse sea conditions without human intervention. Yes, but. From a technical and geopolitical point of view, this deployment has a double reading: China’s official description presents these buoys as tools for the study of climate change and tsunami warning, but inherently this infrastructure is dual: if it integrates sonar and can process data in real time, it can also function as a war and control tool. On the other hand, the deployment of these intelligent platforms in disputed waters has its drawback from the point of view of international maritime law since they are complex and almost permanent structures. In other words, it is like putting a pike there. In Xataka | The United States is launching giant spheres into the sea with one goal: to take advantage of one of the largest sources of renewable energy In Xataka | A buoy from Mallorca has revealed the meteorological problem that Spain faces: the Mediterranean Sea is on fire

Dubai has come to the same conclusion as Russia. To protect your oil from drones there is something better than missiles: giant cages

In World War II, the British discovered something disconcerting when analyzing the German bombings on its industrial cities: many times it was not necessary to completely destroy a refinery or factory to paralyze it for weeks. It was enough to hit some few vulnerable points to cause fires, disruptions and a disproportionate economic effect. Eight decades later, that same logic once again dominates another war, only now the weapon that attempts to find those weak points fits in an operator’s backpack and costs a fraction of an anti-aircraft missile. Dubai is located in Ukraine. For years, the United Arab Emirates built its security around a very specific idea: cutting-edge technology, advanced anti-aircraft systems and one of the most sophisticated defensive architectures in the Middle East were enough to protect the country’s energy heart. The war with Iran has begun dismantle that trust. After enduring hundreds of missiles and more than 2,200 Iranian drones, Dubai and Abu Dhabi have reached an uncomfortable conclusion that Russia learned before in Ukraine: in the face of cheap, numerous and persistent drones, it is sometimes more effective to raise huge metal structures over oil deposits than spending multimillion-dollar interceptors trying to destroy every threat in the air. The images that appeared near Dubai International Airport show precisely that: those gigantic “cope cages” surrounding fuel tanks, a scene that until recently seemed exclusive to Russian refineries attacked by Ukrainian drones, or in the films of George Miller. The cheap drone war. The problem facing the Emirates has less to do with the individual sophistication of each drone than with the economic logic of the conflict. Iran has demonstrated that it can launch massive waves of Shahed-136-type UAVs and other relatively cheap attack munitions against extremely expensive infrastructure and difficult to replace. Even when air defenses work, the economic drain It’s starting to be absurd: Shooting down low-cost drones using advanced interceptor missiles turns defense into a financially unsustainable battle. That’s where these appear giant metal cages. They are not designed to stop ballistic missiles or complex attacks, but to create a physical separation that reduces the damage of suicide drones or improvised munitions before reaching fuel depots, pipelines or critical facilities. A brutally simple solution, and precisely for this reason it is beginning to spread. Russia led the way. Because what the Emirates is doing now has been going on for years. happening in Russia. Since Ukraine began hitting refineries, oil depots and military bases with long-range drones, Moscow began to cover facilities strategic with nets, metal mesh and improvised structures. What was initially derided as a desperate solution ended up evolving in a defensive system relatively common around vulnerable assets. The logic is simple: an FPV drone or a Shahed does not need to completely destroy a facility to cause a huge problem, it is enough a precise impact on a tank, a pipe or a critical point to cause fires, interruptions and million-dollar costs. The Emirates, despite having practically unlimited resources compared to Russia, is discovering exactly the same structural vulnerability. The difference is that now these cages appear next to the most futuristic skyscrapers and financial centers in the Gulf. Oil as a strategic objective. Iran has focused a good part of its attacks precisely on the Emirati energy heart. Facilities such as the Fujairah oil port or the Habshan gas plant have suffered damage that will take months to fully repair. That explains why the country has accelerated visible defensive measures even after the partial ceasefire between Washington and Tehran. Because the threat has not disappeared. In fact, one of the most disturbing aspects of the conflict is that the attacks continued even after the truce announcements, reinforcing the feeling that any critical infrastructure can become a target again with very little notice. In this context, protecting refineries and warehouses no longer depends only on radars or anti-missile batteries, it also implies physically harden facilities, assume partial impacts and prevent a relatively cheap drone from causing a national energy disaster. The Pentagon changes its mentality. The expansion of these improvised defenses also reflects a broader doctrinal shift within of the US military itself. For years, many officials in Washington considered inefficient invest large amounts of money in physically shielding bases, hangars or critical facilities from cheap drones. Ukraine, Russia and now the Middle East are completely changing that perception. Shortly before the war between Iran and the United States broke out, the Pentagon published new guidelines precisely recommending networks, cables and other passive physical defenses to protect strategic infrastructures. The reasoning is beginning to be difficult to ignore: in an era of massive and cheap dronesthe survival of multi-million dollar facilities may depend less on futuristic systems and more on simple, ugly and gigantic industrial solutions. Dubai, probably one of the most recognizable symbols of global technological modernity, has just assumed exactly that reality. Image | x In Xataka | Every time the US takes stock of Iran’s arsenal and capabilities, it realizes something: it has destroyed very little. In Xataka | Suddenly, a military outpost sprouted up in the Iraq desert: it was Israel in its bombing campaign of Iran

VivaGym buys Synergym and creates the first Iberian fitness giant

VivaGym, the gym chain low cost controlled by the American fund Providence Equity Partners, has closed the purchase of Synergym in what will be, when regulators give the go-ahead, the largest business operation in the history of the fitness Spanish. The resulting group will exceed 450 clubs between Spain and Portugal, will have a turnover of more than 270 million euros and will have close to one million members. according to account The Confidential. It is the biggest move by Cristina Burzako, former director of Movistar+, since she took over in November 2025, and Providence’s fourth purchase in the Iberian market since she landed in VivaGym two years ago. Why is it important. Spain has 1.4 million more gym subscribers than two years ago. The exercise craze is as real as it is recent (on this scale), and has reached the point where the social trend becomes an investment thesis. In figures. The sector’s jump explains why Providence is hitting the accelerator right now: 6.2 million subscribers in Spain at the end of 2024, compared to 4.8 million in 2022. 29% more in two years. The sector invoiced 1,650 million euros in 2025. More than double that before the pandemic, a clear turning point. 3.3% of the Spanish GDP is already represented by sport and fitnesscompared to 1.5%-2% of the European average. The backdrop. The gym fever in Spain is not an intuition, it is a statistical series that we have verified with the five-year CSD surveys on sporting habits. And depending on how you measure it, it tells two stories that point in the same direction. The Ministry’s official survey shows how many Spaniards say they subscribe to a gym, including municipal sports centers and sports clubs. The EuropeActive series, on the other hand, measures only subscriptions to private chains, which are the ones that VivaGym and Synergym dispute. The former has gone from 3% to 30.7% in a quarter of a century. The second has added 1.3 million net members since 2015. The two curves accelerate from 2022. Between the lines. The key phrase was said by Juan del Río, former CEO of VivaGym, a few months ago: “A regional champion should not have less than 500 gyms on the peninsula if he wants to defend himself well.” how to collect Play2book. That figure marks the threshold that VivaGym has just touched. It is the same logic that Mercadona, Dia and Lidl applied two decades ago, or Ryanair and Vueling shortly after: When a business depends on tight margins and volume, size stops being an option and becomes a condition of survival. A chain of 100 gyms does not negotiate the same rents as one of 500. It does not buy equipment at the same prices. You can’t afford the same investment in branding. He low cost It only works if you are big, and you are only big if you buy from someone who is not yet big. Providence does not buy gyms to manage them, it buys them to build a platform large enough to squeeze the landlords, squeeze purchasing centers and, when the time comes, sell to another fund or take it public. It is the same manual with which the oligopolies of the retail food and European aviation low cost. The contrast. The mirror is Basic-Fit, the listed Dutch operator that has more than 1,500 clubs in Europe and has shown that the model scales. It went from 90 to 139 centers in Spain in a single year. They are known for being “the ones with the backpacks”. VivaGym aspires to something similar, backpacks aside, but without leaving the Iberian Peninsula. But there is an important difference: Basic-Fit is a listed company. VivaGym, on the other hand, remains owned by a fund that, sooner or later, will want to exit. Yes, but. The sector has a common flaw: profitability is elusive. Between 2020 and 2023, the fifteen main chains accumulated more than 420 million euros in losses. In 2023, only five companies turned a profit. Billing is growing, but rents, debt and investment in openings eat into the margins. He low cost It works if you have scale. Without it, it’s a race against debt. The big question. Who is next? Synergym is not Providence’s first purchase in Spain, but the third: in the summer of 2024 absorbed ten Smartfit clubs and in November of the same year acquired Altafit for around 200 million euros. The operation with Synergym is the fourth coup in less than two years. There remain mid-sized players who fit into a second round: McFit, Fitness Park, Anytime Fitness, BeOne and a handful of regional chains. But the margin is getting smaller: the top ten chains already concentrate 54% of the market, according to DBK. The first five, 37%. The pattern is the same as always: when a sector begins to appeal to international capital, it stops being an open market and becomes an accelerated oligopoly. It happened with supermarkets, telecoms and airlines low cost. Gym fever is real. What is not yet clear is who will keep the account. In Xataka | The big lie of “cuqui fitness”: sport has been disguised as therapy to charge you more money Featured image | VivaGym

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