Navy

The Navy mapped Cádiz by hand 230 years ago with sickening precision. Today it helps us to see how it has changed

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We tend to think of geography as a static canvas, unchanged by the passage of our short lives; however, when cartographic science It allows us to look into a window several centuries old, the reality is very different. And it is very different because the coast moves and changes, having in Spain a great example in the Bay of Cadizwhich has undergone a fascinating metamorphosis in recent centuries, and the secret to understanding it lies in a technical and scientific prodigy dated 1789. How it looks. We do not have (at the moment) a time machine to go back in our history, but we do have historical documents that do almost the same effect. One of the last analyzed has been the map of the port of Cádiz, a nautical chart which documents in obsessive detail what this region was like more than 230 years ago. A ‘Google Maps’. To understand the value of this document, you must travel to the period between 1783 and 1788. In the midst of the Enlightenment, the need to control the vital Atlantic routes required leaving behind approximate maps and embracing scientific rigor to be much more exact. Here was the brigadier of the Royal Navy Vicente Tofiño de San Miguel, then director of the Marine Guard Academies, who orchestrated the spectacular Maritime Atlas of Spain. The map of Cádiz, which is one of the 47 plates that make up this atlas, is a masterpiece of hydrographic engineering of the time. Outlined by the cartographer Felipe Bauzá and engraved by Fernando Selma, this 56.5 x 87 cm map mounted on canvas shows the cartography of the coast from Rota to the Sancti Petri river with a scale of 1:30,000. What makes it special. It is not only its aesthetics, but the data it contains by integrating precise toponyms, the exact location of the historic salt mines, military arsenals and even detailed bathymetric data mediated in “Castilian fathoms”. And with this basis, and after comparing it with the reality of the present, we can know how a piece of land has changed over time. The threat of sedimentation. Since 1726, the accumulation of sediments was a headache for maritime traffic in Cádiz as it is today. The cartographic comparison shows how the currents and the mouths of the rivers have been filling in parts of the bay, altering the natural draft and forcing the reconfiguration of port areas throughout the 19th and 20th centuries. The historic salt flats. In 1789, the map shows a vast and intricate network of salt mines that dominated the landscape, a crucial economic driver at the time since the value of salt was very high. But this has remained in the past, since the urban expansion of municipalities like Puerto Real and industrialization has devoured these salt flats. The coastal profile. In this case, comparisons between the past and present show us how the coastline has advanced and receded. In this way, areas that were previously estuaries or marshes are now dry land or port infrastructure that we have reclaimed from the sea, demonstrating the intense mark that man leaves on the environment. Anyone can see it. Fortunately, this piece of technological history is no longer confined to inaccessible display cases, since the National Geographic Institute It is available for download in its map library with the aim that any researcher can access it and draw conclusions like the ones we see today. Images | Nerea Garcia IGN In Xataka | One of the most impressive bridges in Europe is in Cádiz, it has a removable section and the largest span in Spain

The last thing was a Navy submarine for 130,000 euros

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The Spanish Navy embarked on the path of renewal some time ago, one in which the old glories are left without a place and must make way for new generations. Within this strategy, Spain put up for sale last year one of the last submarines of the S-70 family, a Tramuntana which for almost 40 years was the backbone of the country’s submarine force. The price? Little more than what it costs Xiaomi SU7 Ultraand it is an important step in the cycle of weapons renewal in which Spain finds itself. What you pay. The S-74, baptized ‘Tramontana’, was the fourth of the Navy’s S-70 series submarines. Based on the French designs of the Augustaleft the shipyards of the old Navantia in 1984 and served the Navy since 1985. With about 68 meters in length, capacity for 60 crew members, four torpedo tubes and a propulsion system with a double diesel engine of 3,600 HP and an electric engine of about 3,500 kW, the submarine could last up to 45 days without surfacing. After participating in numerous exercises and the occasional international deployment, his moment came in February 2024. After 38 years of service, and after a stretch in his useful life while awaiting the ddeployment of the first S-80the Tramontana was decommissioned and immobilized at the docks of the Cartagena Military Arsenal, ready to await its fate. What you take. In May of last year, the BOE published a resolution detailing the sale of the Tramontana. As is usually the case with this type of sales, it is not about anyone arriving and being able to get hold of a military submarine: the operation aims to serve as scrap metal. The base price was set at 138,468.53 euros and whoever was interested had to leave a provisional deposit of the base price: 27,693.70 euros. The final deposit will also be 20% of the amount reached in the auction. Is it easy to sell one of these things? Not at all, and if not… Ask the Prince of Asturias. The legendary Spanish aircraft carrier that was once the spearhead of the Navy also went up for auction after completing service. After having to repeat them with succulent discounts because no one wanted it even for scrap, he undertook a last trip to the Aliaga ship cemetery in Türkiye, where it ended up scrapped. In fact, the BOE already contemplates in these operations that, if no one opts for it, three additional auctions will be held, one every seven days and with a 15% discount compared to the previous auction if the previous one is void. Emblematic. For some it will be sad, but when something so enormous reaches its life cycle, there are only two alternatives: keep it as an element of maneuvers for training or auction it to recover money and have it scrapped. Unlike the aircraft carrier, the S-73 Mistral submarine has already been acquired by a scrapping company in Cartagena. A third option is to display it, but it is something much easier to do with a plane than with a submarine (although there are some, of course, as a museum ship). Scrapping. Speaking of the Mistral, after decommissioning it in 2021 after 35 years of service, it sold for 150,000 euros to a scrapyard that dismantled the vehicle to recover the valuable metals inside. The starting price was slightly lower than that of the Tramontana: 136,078.53 euros. Inflation affects everything. If we get philosophical, it is a bitter end for a submarine that, for decades, acted as a protection element in the Mediterranean. He participated in several NATO missions, but perhaps the most remembered operation was when he patrolled the waters around the Perejil islet in the dispute with Morocco in 2011. The S-73 Mistral, to get an idea of ​​the size Renewal. In the most pragmatic sense, it is still a 40-year-old submarine, so it didn’t make much sense to sell it to other nations (especially when looking for clients for the S-80newer and whose sale would help defray the costs of development). Because Spain has been creating for years – not without a few problems – its new fleet, the aforementioned S-80. They represent a generational leap in absolutely all their capacities, and they held out for the S-74 as long as possible until the arrival of the S-81 Isaac Peral. Now, the only one of the veteran submarines operational is a S-71 Galerna which keeps alive that strategy of at least two ‘live’ submarines at a time in terms of defense. And when the next units of the S-80 begin to arrive, the easiest thing is for the S-71 to have the same fate as its brothers the Siroco, the Mistral and the Tramontana. It’s still the weapons cycle, which can be stretched to a certain point, but when the time comes… better to get some money than have a dead asset. Images | José María González, Alberto Hernandez In Xataka | The new fear of Western fleets is not nuclear. They are conventional submarines armed with surprise and a flag: China

The US Navy already knows what is going to happen to the planet. The mission to open Hormuz is the closest thing to a suicide operation

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In the world there are only a dozen maritime passages capable of altering the global economy if they are blocked. Some are so narrow that, at certain points, they barely exceed 30 kilometers wide. However, millions of barrels of oil, huge ships of liquefied natural gas and a good part of the planet’s energy trade circulate through them every day. When one of those places goes into crisisthe impact it doesn’t take long to feel in markets, governments and homes around the world. And the Strait of Hormuz points to a unprecedented scenario. The impossible mission. Yes, the Strait of Hormuz has become the point most dangerous on the planet for global energy trade. Some 20 million barrels of oil daily (around 20% of global consumption) in addition to one fifth of liquefied natural gas that supplies numerous countries. The conflict with Iran has transformed that corridor into a war zone where attacks on oil tankers, drones, missiles and sabotage have paralyzed much of the traffic. But what is most revealing is not only the violence of the incidents, but Washington’s reaction: even the world’s largest naval power just recognized which is not prepared to escort oil tankers through the area. That delay is a clear sign of the magnitude of the problem, because if the US Navy needs weeks to organize convoys, and that is exactly the words they have usedthe implicit message for the markets is that the Gulf energy blockade may last much longer than many imagined. Convoys under fire. To understand it we must imagine the scenario. The idea of ​​accompanying oil tankers with warships seems, on paper, a direct solution. In practice, it is one of the riskiest missions that a modern navy can face. The convoys would need frigates and destroyers protecting the freighters while specialized units They search for mines and drones in an environment saturated with threats. The ships would be exposed to anti-ship missiles launched from mobile trucks off the Iranian coast, swarms of explosive speedboats, kamikaze drones and possible mines hidden in the strait. To completely eliminate these threats, some analysts they even propose something Washington would prefer to avoid: a ground operation to control the Iranian coast that dominates the sea passage. This scenario explains why military planners speak of a “very complicated” situation: reopening the strait does not depend only on naval superiority, but on neutralizing an entire ecosystem of asymmetric warfare. Iranian missile boat moments before being attacked The cheapest weapon to paralyze commerce. And among all the threats, one stands out for its effectiveness: naval mines. We are talking about simple, cheap and extremely disruptive weapons that can transform a maritime corridor in a death trap. Even a few mines in a narrow spot are enough to paralyze traffic, because shipping companies and their insurers simply refuse to take the risk. Iran has several types of these devices, from floating mines to models anchored to the seabed capable of detonating charges of more than one hundred kilos of explosives upon contact. Not only that. You can also display them in ways difficult to detect: from small boats camouflaged as fishing boats or by divers who attach them to the hull of the ships. History, in fact, has already demonstrated his powerbecause mines have damaged more American ships than any other weapon naval since World War II. Hence its true effect is not to sink ships, but to sow enough fear to block traffic. Map with the strategic location of the Strait of Hormuz The invisible lock. The paradox of this type of war is that it is not necessary to mine the entire strait to close it. In reality, it is enough the simple suspicion. The reason is simple: in such a narrow channel, the presence of a few mines requires inspection every meter of water with sonar, underwater drones and specialized ships. A slow and dangerous process, especially if the enemy continues to lay new mines or attack demining units. Plus: recent experience in the black sea has shown that even uncertainty about their presence can keep commercial ships away for months. And in the Persian Gulf the same thing happens: Thousands of ships wait for instructions while the risk of mines, missiles or drones turns each voyage into a gamble. Oil as a geopolitical hostage. There is no doubt, all this gives Iran a strategic power of large dimensions. Before the conflict, about a fifth of the world’s oil passed through Hormuz daily. With this altered flow, energy prices react immediately and governments release strategic reserves to contain the impact. The strait thus becomes a colossal geopolitical lever: Even if the war were to end soon, something that is currently a utopia, an Iranian regime still capable of launching drones, missiles or mines could keep threatening maritime traffic when it suits you. That means oil and gas can stay hostage of Gulf stability for a long time, something that worries both the markets and Washington’s regional allies. There is no easy way out. Under this scenario, the dilemma For the United States it is evident. Stopping the war too soon could leave intact Iran’s ability to blockade the strait and put pressure on global energy markets. Continuing it could require a major climbincluding land operations or prolonged naval campaigns to ensure the security of the sea passage. Meanwhile, the conflict has already demonstrated something truly disturbing: even in the face of a military power like the United States, Iran retains enough tools to disrupt the global energy system. That is why the real alarm signal is not only the closure of Hormuz, but the realization that opening it may be much more difficult (and expensive) than many thought at the beginning of the war. Image | US NAVY, Oils & Fats international In Xataka | China has just found a hole in the US’s quietest weapon: an algorithm has hacked its B-2s in Iran In Xataka | The great paradox of war: the … Read more

The Fujian is officially China’s largest power catapult. Beijing already has a button to challenge the US Navy

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It has been almost two years since China ended its long-awaited Fujian aircraft carrierits largest warship with cutting-edge technology for the nation. From then until now it has been going through different scenarios of tests and tests that will confirm reliability of what should be the spearhead for Beijing to compete in the same league as the United States. That day has already arrived. The naval power of the 21st century. China has made official the entry into service of Fujian, its first aircraft carrier with electromagnetic catapultsa milestone that marks a qualitative leap in the country’s naval ambition and in their direct rivalry with the United States. In a ceremony held in the port of Sanya, on the island of Hainan, President Xi Jinping performed the symbolic gesture of pressing the launch button from the ship’s control bubble, in an act that state propaganda presented as the beginning of a new era for the People’s Liberation Army Navy. Projection and vulnerability. With 80,000 tons displacement, 300 meters in length and capacity to operate nearly 60 aircraft, the Fujian becomes the jewel of the Chinese fleet, the third in service after from Liaoning and the Shandong. Its distinctive feature is the electromagnetic catapultsan aircraft launch system similar to the American EMALS that only equips one other ship in the world: the USS Gerald R. Ford. China has thus jumped directly from aircraft carriers with a “ski jump” ramp to a generation of electromagnetic propulsion directed personally, according to Beijing, by Xi. This technical advance has clear strategic implications: improves the rate of departures, reduces wear and tear on aircraft and allows the operation of drones or lighter devices, opening the door to a more flexible and modern on-board aviation. Fujian The jump and the dimension. The Fujian represents more than just a technical improvement: it is the first completely designed and built in Chinafree of the Soviet legacy that conditioned the previous ones. The Liaoning was originally a ukrainian helmet unfinished work of the eighties and the Shandong su national derivativeboth with STOBAR systems short takeoff. With Fujian, China abandons that past and exhibits its technological maturity, especially in a context of industrial rivalry with the United States, whose own EMALS program has faced years of failures and cost overruns. In contrast to the Gerald R. Ford problemsXi’s speech and the staging of the ceremony convey a message of effectiveness and national pride: that of a power capable of manufacturing its own cutting-edge ships while the adversary hesitates. The choice of the port of Hainan was also not accidental. from there, China control access to the South Sea and projects its influence towards the western Pacific and the Taiwan Strait. On that board, the Fujian is not just a ship, but a political statement about Beijing’s ability to contest global maritime dominance. Fujian Target of the future. However, the relevance of these steel colossi coexists with a paradox. While the great powers continue to invest billions in building them, the conflict in Ukraine has shown that he size no longer guarantees invulnerability. With low-cost naval drones, Ukraine has managed to disable much of the Russian Black Sea Fleet, inflicting a “functional defeat” without possessing a single aircraft carrier. The contrast is eloquent: asymmetric warfare reduces the effectiveness of the most expensive conventional weapons, but not their strategic value. In the case of China and the United States, aircraft carriers maintain their role as projection and deterrence instrumentsuseful for both combat operations and coercive diplomacy. Make fear. Washington continues to use them as pressure tool geopolitics: Donald Trump himself ordered the deployment of the Gerald R. Ford against Venezuela as a symbolic warning to the Nicolás Maduro regime. The scene, with an aircraft carrier escorted by four destroyers and armed with 70 aircraft, illustrates the extent to which these ships continue to be armed ambassadors of the superpowers, beyond their debatable military profitability. Global deterrence. Modern navies are aware that aircraft carriers are both a symbol like a target. During the Cold War, it was estimated that twelve conventional missiles to sink a super aircraft carrier. In 2005, the experimental sinking of the USS America required four weeks of sustained attacks, confirming its structural resilience, but also its exposure. In a scenario saturated with hypersonic missiles, swarms of drones and long-range anti-ship systems, its survival in real combat is increasingly uncertain. However, no other platform offers the combination of mobility, air capacity and logistical autonomy that an aircraft carrier provides. That is why China, despite investing in missiles to repel a US fleet off its coast, considers these ships essential for its own global ambitions. As pointed out analyst Nick Childsfrom the International Institute for Strategic Studies, Beijing understands them as an indispensable tool to project influence and support an eventual operation on Taiwan. Geopolitics of steel. we have been counting: the rise of Fujian is part of a broader strategy of naval expansion that has turned Chinese shipyards into the most productive on the planet. The country’s surface and submarine fleet is growing at a pace the United States can no longer match, and each new vessel reinforces the narrative of industrial self-sufficiency that Xi Jinping presents as an emblem. of the “national renaissance”. Facing eleven US aircraft carriers (ten nuclear and one conventionally powered), China has threebut with plans to build at least a nuclear one, the future Type 004which could directly rival the Fords of the US Navy. Unlike Russia, whose only aircraft carrier, the aging Admiral Kuznetsovhas been out of service for years and is headed for scrapping, China and the United States are today the only powers capable to sustain fleets with great oceanic projection. Europe, for its part, maintains a symbolic presence: the United Kingdom uses its aircraft carriers Queen Elizabeth and Prince of Wales on diplomatic or training missions, while France prepares its new future-generation nuclear aircraft carrier. Century of the seas and fragility. If you like, Fujian also symbolizes the meeting point … Read more

If you have ever wondered what the pride of the Spanish Navy is like, this virtual walk puts you in the S-81

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Although the Spanish Naval History is rich and prolificfor years, Spain built submarines under foreign license. Giving life to one of these vehicles is not an easy task, but at the beginning of this century, something changed and the Navy decided that it was time to have its own model: Class S-80. After years of development, delays and some problems, in November 2023 the S-81 was delivered, aka “Isaac Peral” It is a submarine with some of the latest technology innovations and A “unique” propulsion system (which will work at some point). And, if you have ever wondered what life is like within a submarine or how its operators train, the Navy has published a 3D video in which we can see some of the S-81 rooms. What needs to be done to enjoy the video is to give the ‘play’ and rotate with the mouse, turning the camera to see the first details of the roof and, then, of the interior. The first thing we see is the upper area of the submarine, which in some works has been indicated as the entrance zone to it, but that it is an ‘watchtower’ from which the commander performs the work of approach to port. It is the best point to control the operation and has manual controls and a huge compass. At the bottom of the bow, the submarine entrance hatch can be seen, as well as a series of countermeasures in the foreground. Apart from the torpedoes, the S-81 has electronic and acoustic countermeasures as part of its defense and survival suite. In the offensive weapons, it has torpedoes, missiles and mines. As countermeasures, an acoustic lally system is helped that Imitate the submarine signing To divert enemy torpedoes. It also has the possibility of launch mobile countermeasures, luresand the electronic system allows both the detection of enemies and the disturbance of adversary signals to increase their ability to perform furtive operations. In the final bow we see the hatch through which the crew enters the submarine. In the central hall, a plaque remembers the main characteristics of Isaac Peral, as well as some historical data. On both sides of the hall, we find dependencies for the crew. These are six or three beds cabins and each of the 48 occupants of the submarine has its own bunk. In other submarines, especially in the oldest, there was something called “hot bed”, beds in which the crew slept in shifts. Only the commander has his own cabinless than 3 m². Now, although the crew can be rested by having its own bed, there are bad news: there are only two toilets and three showers for the entire endowment. Under the candle, the highest part of the submarine that is from which the commander controls the entrance to port, is the command platform. This is the brain of the submarine and in the image below we can see operators training in the simulator found on the mainland. Also on the mainland, operators can train with a simulator to learn to keep the ships of the ship through ‘avatars’. It is very widespread, but it is always curious to see how they handle similar systems with Xbox’s command. The truth is that the virtual walk of the Navy is short and would have been great to see some non -confidential units under the optics of that 360º camera. Currently, Isaac Peral will be a few months stopped in port because it will undergo a new maintenance round. As they detail in The confidentialwork will be carried out in Mechanics, electricity, hydraulic, electronics and cooling areas With the intention of calibrating systems such as communications, analyze the operation of the drinking water production system and check the state of missile throwers. The S-81, the unique of the S-80 fleet at the moment, due to a postponement In the afloat of the S-82 Narciso Monturiol until the end of summer, it will be three months stopped in port for this maintenance. Images | Navy, Navantia, Rubén Somonte Mde In Xataka | That time Spain bombarded Istanbul: nine ships, a film flight and the Obsession of Octavio de Aragón

The US Navy wants to modernize its F/A-18 with sensors that cost 16 million each. They do not resist 40 hours without failing

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There are more modern, more expensive, newer fighters. He F-35for example, with his futuristic cabin and his advanced stealth. Or the F-22 Raptorless young, but so well known that you barely need a presentation. Even the future F-47. But while that happens, a good part of the United States aerial muscle continues to rest on the shoulders of a veteran: the F/A-18E/F Super Hornet. A plane that began to fly in 1995 and that, with constant updates, it is still the versatile hunting par excellence of the Navy. The challenge is to keep it up. And for that, added added. One of them is the IrST Block IIan infrared search and monitoring system designed by Lockheed Martin. It is integrated into a modified central deposit and Cuesta, According to the latest GAO report16.6 million dollars per unit. Its function is to detect threats from long distances without the need to turn on the radar, which allows the pilot to “see without being seen.” A key tool against poachers, long -range drones and environments with intense electronic warfare. In theory, a tactical jump. In practice, for the moment, a problem While IrST Block II has already been tested in real operations, and its capabilities are well documented, it has a serious obstacle: reliability. According to the same GAO report, the system fails, on average, Every 14 hours of flight. The minimum required by the Navy is 40. That is, the sensor does not endure even half of the time that should suffer a critical failure. And this is making its large -scale deployment difficult. During the operational tests carried out between April and September 2024, the IRST Block II showed unstable behavior. According to a Dot & e reportthe system suffered unexpected flights in full flight, software blockages and hardware failures that, in many cases, required direct assistance of engineers from Lockheed Martin. The marine maintenance crew could not solve them alone. The failures are not limited to software. In 2023, a previous GAO report warned that between 20 % and 30 % of the manufactured components did not comply with the technical specifications. They identified themselves Microelectronics problemsthe cooling system and the general assembly of the Pod. Although some of these deficiencies have been corrected, but many others persist, as we have just seen above. The schedule of the program has been deteriorating year after year. The decision to go to production in full cadence was scheduled for early 2025, but was postponed. And that has consequences. The Irst Block II is not just a punctual improvement: it is an essential piece within the effort to keep the Super Hornet competitive against more modern rivals such as China and Russia. The ironic thing is that while the navy still hopes to trust its star sensor, the American Air Force has already integrated similar systems in its F-15 and F-16. In Western Europe, Eurofight Typhoon also incorporates a similar solution. Apparently, operating from an aircraft carrier implies other conditions, and that is complicating things for the US Navy. United States | DOWRY | Lockheed Martin In Xataka | We prepare to say goodbye to Windows 10, but part of the US Air Control still works with disks and Windows 95

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