ready

underwater drone swarms are ready

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During the Cold War, hundreds of nuclear submarines simultaneously patrolled the oceans, turning the seabed into the quietest and most strategic setting on the planet. Today, unlike air or land space, the underwater domain remains one of the least mapped and harder to monitor: Communications travel slower, signals are distorted and visibility is practically zero. In that opaque territory is getting rid a new career strategic. The Russian submarine challenge. They remembered this week on Insider that, while the war in Ukraine hits Russian soldiers and material at a pace that is difficult to sustain, Moscow seeks to compensate for its conventional inferiority compared to the 32 members of NATO by strengthening asymmetric capabilities. With a fleet of more than 60 submarinesseveral capable of carrying ballistic missiles and nuclear warheads, and the development of experimental systems such as the Poseidon autonomous torpedo or the missile Burevestnik nuclear cruiserRussia is committed to mastering the underwater domain as a space where it can hide and strike without needing to match the allied surface power. For controls as Norwegian Vice Admiral Rune Andersenthe bottom of the sea is the last place where a great power can still hide, and that is why NATO has redoubled its attention to that invisible area. The European essay. In this context, the European Defense Agency has completed the Sabuvis II project after four years of joint work between Poland, Germany, Portugal and Slovenia. The objective was not to develop a simple underwater drone, but everything a coordinated swarm of autonomous vehicles capable of operating as a coherent system, sharing data, adjusting formations and adapting missions in real time in an environment where there is no GPS, limited bandwidth and high latency. Tests in real settings showed that these groups can keep self-configurable acoustic communications, integrate platforms from different manufacturers using common standards and continue the mission even if a unit fails, transforming individual vulnerability into collective resilience. A special command against asymmetry. If you will, Europe has also successfully tested a kind of special command against the greatest challenge that Russia presents. Faced with Moscow’s fleet that relies on the opacity of the ocean and second response weapons of almost unlimited range, the swarm logic introduces a new layer of surveillance and control in the marine subsoil. Furthermore, it is not a single hunter submarine, but rather multiple distributed nodes capable of monitoring critical infrastructures, ports and strategic routes, carrying out intelligence and reconnaissance, and reacting in a coordinated manner to threats. Interoperability between countries and manufacturers also demonstrates that the European response is not fragmented, but integrateda key requirement in a theater where early detection can make all the difference. From the invisible submarine to the monitored ocean. One thing is clear: Russia may not match Allied conventional strength, but its commitment to submarine and nuclear asymmetry forces NATO to strengthen control of the underwater domain. With 14 allied countries operating their own submarines and growing investment in anti-submarine warfare, the objective is to prevent May the sea once again be an impenetrable sanctuary. Those autonomous swarms They add a technological dimension that, a priori, multiplies the presence without increasing crew costs or exposing manned platforms. In a scenario where Moscow trusts hide underwater to compensate for its wear and tear on land, Europe responds by filling that space cooperative sensors capable of bridging the gap between invisibility and detection. Image | Royal Navy In Xataka | Europe faces a question it can no longer avoid: how to respond to a war that is rarely declared In Xataka | In the midst of rearmament, Spain has just surprised Europe: 5,000 million for 34 warships and four submarines

the A400M is now combat ready

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Since Spain opted for the A400M More than two decades ago, the aircraft has gone from being an ambitious European industrial program to becoming a centerpiece of the country’s military capabilities. Between budget adjustments, delays and a progressive incorporation of capabilities, its history has reflected both the difficulties and the determination to provide itself with its own means to deploy strength, help and presence where it is most needed. Now, the key to Spanish military transport has leveled up. The spine that had to be armored. Spain had been supporting a good part of its military deployment capacity for years on an aircraft that was as versatile as it was vulnerable. Talk later of the A400Ma key piece to move troops, vehicles and material where the war really begins. The reason? In modern conflicts, reaching the front has become almost as dangerous as fighting there, especially for large, heavy aircraft that are slow to take off and land, as well as exposed to low-cost portable missiles. From that perspective, protecting that critical link had become a strategic needbecause without safe transportation there is no possible military projection that is worth it. A laser that changes the rules. The national response appears under the InShield namea self-protection system based on laser technology that allows the A400M to detect missile launch guided by infrared, calculate its trajectory and divert its guidance system in a matter of seconds and, very importantly, even in the face of multiple attacks. Integrated for the first time into an operational unit, this DIRCM makes the A400M the closest thing to an airplane “combat ready”one capable of operating in disputed airspace with a level of survival unthinkable until recently, de facto shielding the backbone of the Spanish military transport. A strategic and industrial leap. Behind this effort appear common actors in the Spanish defense. The development and integration of InShield, led by Indra and certified by the National Institute of Aerospace Technology, represent a technological milestone top level within the reach of very few countries on the old continent. Plus: how do we count last week, that the system is entirely national not only reduces external dependencies, but also reinforces sovereignty and the strategic autonomy of Spain in an area as critical as electronic warfare, demonstrating that the Spanish defense industry can compete in the global technological elite. First A400M – T23 of the Air Force From prototype to fleet standard. The first A400M equipped with InShield is has delivered through Airbus Defense and Space to the Air and Space Army, from where the system will be operationally evaluated before deciding its extension to the rest of the fleet. With 14 aircraft already in service in the 31st Wing and others six planned until 2029the A400M is definitively consolidated as an expanding platform, one that is increasingly capable and prepared for high risk missionsfrom tactical deployments to evacuations in hostile environments. Why is it so important? As we said at the beginning, it is not just any plane, it is the spine of Spain’s modern military transport capacity and a central piece of both national defense and foreign projection. For the Army, the A400M covers a critical void between large strategic aircraft and smaller tactical transports, allowing troops, heavy vehicles, material and humanitarian aid to be moved thousands of kilometers or directly to combat zones with short, damaged or unprepared runways. Not only that. Spain especially needs it due to its geographical position, with responsibilities on the southern flank of Europe, Africa and the Atlantic, as well as its constant commitment to NATO, EU and international operations missions. Furthermore, the A400M replaces and unifies functions that were previously distributed among several aging models, such as Hercules C-130reducing logistics costs and increasing operational flexibility. And now “prepared” for war. The combination of a growing fleetthe new operational configurations and that system laser self-protection Tested with live fire, it radically transforms the role of the A400M within the Spanish Armed Forces. It is no longer just a transport plane, but everything a strategic system capable of sustaining operations in contemporary war scenarios where, as has been confirmed in wars like Ukrainethe threat is not only in the front, but in every kilometer of the journey to it. With InShielda priori, Spain has not only protected a plane: it has armored the very ability to reach, fight and deploy military power. Image | Ronnie Macdonald, Air and Space Army Ministry of Defense Spain In Xataka | Spain has a dilemma that is difficult to solve: call the US or be the last with a fighter jet in danger of extinction In Xataka | Spain has been a weapons exporting power for decades. Now he has made a decision: keep them

The United Kingdom has always been a country of pets, but fear has triggered a dangerous demand: dogs ready to attack

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The proverb says that the dog is man’s best friend. In United Kingdom more and more people He believes he can be something more: his best protector. At least that is the feeling conveyed by dog ​​training companies, which have found a curious increase in demand thanks to the visibility that networks and networks are giving them. celebrities. They are not cheap, they carry many more responsibilities than a ‘conventional’ pet and they operate within a complex legal framework, but that does not prevent the fact that on the other side of the English Channel it is increasingly easier to come across dogs ready to jump at the command of their owners. There are those who prediction even that personal defense dogs are a billion-dollar market that is rapidly expanding in the United Kingdom. What has happened? That the training of defense dogs is becoming an increasingly profitable business in the United Kingdom. We know it thanks to Guardianwhich a few days ago published an extensive report in which he explains that this type of pets, ready to obey the orders of their owners and defend them with hooves and teeth (in the most literal sense of the expression) if necessary, is experiencing considerable growth. There are not many statistics or official data that corroborate the trend (Guardian does not provide them at least), but of course the message from the sector is clear. “Demand has increased, without a doubt,” confirms Alaster Bly, founder of K9 Guarda company specializing in “highly trained security guard dogs.” There are even trainers who offer special courses to train pets that people already have in their homes. Has demand increased that much? A quick search Google shows a good number of British companies and blogs dedicated to the same thing: selling or informing about defense dogs. And that’s not the only clue. There are even market reports that assure that it is a business in full expansion. A recent study published by AdAstra Solution estimated the size of the British protection dog market at 1.2 billion dollars in 2024. Its forecast is that in just a decade it will rise to 2.5 billion, with a growth rate CAGR of 9.2%. The key is not only that these pets arouse more interest, but that they are expanding their demand base. What does that mean? That dogs trained to serve as bodyguards seem to be ‘becoming popular’ in the United Kingdom. They are far from being a mass phenomenon, but something has changed: they are no longer a ‘whim’ of the wealthiest families or professionals in the security field. According to confirm Guardian After interviewing professionals in the sector, the panorama is changing little by little, as demand increases. Bly acknowledges that the majority of his clients are still wealthy people, but he has also seen growing interest from families who are not wealthy and simply want to “invest in security.” The reasons for this change? There are two that seem key. The first is concern about crime. Although official statistics can be contradictoryStatista tables reflect that the number of violent crimes against people recorded by the police in England and Wales have increased in recent decades. And clearly. In fact, although they have decreased in recent years, they continue to remain well above the snow levels of the beginning of the 21st century. Are there more reasons? Yes. The networks. British reporter Elle Hunt remember that the increase in demand has gone hand in hand with greater media exposure of this type of dogs through various means. One is celebrities. In recent years, personalities such as Rochelle and Marvin Humes, Molly-Mae Hague, Katie Price, J.Terry…actors, singers, footballers and television personalities with well-identifiable faces in the United Kingdom. In the sector, there are those who remember that the increase in demand coincides with greater visibility through Instagram or TikTok of defense dog exhibitions and competitions. Schuzthunda canine agility sport. And how much do they cost? Much more than a ‘conventional’ dog. A trained dog requires considerable work that, sometimes, begins even before the dog is born. Bly works, for example, with hybrids of German and Belgian shepherds, a “very specific genetic mix” that allows it to adapt to its function. Hence they are not cheap. They cost (at least) £32,000. However, price is only one of the factors that the owner must take into account. ¿Is there anything else? Yes. Another factor, even more important, is the care and responsibility that comes with having a dog specially trained for defense. Guardian remember that these personal protection dogs have a complex legal framework, since they are not under the Guard Dogs Law, which does regulate animals in charge of protecting premises or professionals. “They receive the same treatment as any other dog,” explains a criminal lawyer. The problem is that standard home insurance policies can leave them out of your coverage. An important factor in a country that has seen how in recent years attacks increased of dogs recorded by the police. Images | Bignsmall Paws317 (Unsplash) and Wikipedia Via | Guardian In Xataka | Asturias has been fighting for years to have a decent train connection. And now he is also fighting to include his dogs

The fastest private plane in the world is now ready to fly, covering non-stop intercontinental routes and less jet lag

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Few aircraft projects raise as much expectation as that of the Bombardier Global 8000 because he who It will be the fastest civil aircraft in the world since the Concorde It has some characteristics that leave people open-mouthed and others, such as the promise of ending jet lag, that arouse some skepticism. And furthermore, it is rigorously complying with its roadmap to go from becoming an ambitious prototype in testing to being a certified commercial reality: a few days ago completed its international certification process and can now operate without restrictions in the European sky. He Bombardier Global 8000 breaks records. In its test flights, one of its aircraft reached a Mach speed of 0.941, even exceeding Mach 1.0 (Mach. 1.015) in a dive, making it the first aircraft within its commercial people transportation category to break the sound barrier in a controlled and sustainable manner. And also, in the fastest civil jet in active service. However, his certified maximum operating cruising speed is Mach 0.95, exceeding its own expectations and leaving behind others like the Gulfstream G700 or the Dassault Falcon 10X. This is possible thanks to its engines GE Passport and its aerodynamics. Its propulsion system is optimized for a high bypass ratio and thermal efficiency, enabling long flights. Its wings have a design Smooth Flĕx Wing critical: it is a variable profile structure that optimizes lift both when flying at low speed and at cruising speed. This minimizes resistance and improves stability against turbulence. With intercontinental capacity. Precisely its surname 8000 comes from its autonomy: it is capable of flying 8,000 nautical miles, about 15,000 kilometers. Again, its engines and design are largely to blame. If we take into account its range and speed, in practice it means that it is practically capable of linking two cities in the world without the need for stopovers. It is no longer that it can connect New York with Hong Kong, it is that compared to the traditional commercial flight it could save almost two hours. Goodbye to damn jet lag? As if flying from one end of the planet to another non-stop and in less time was not enough, the Bombardier Global 8000 promises minimize jet lag through pressurization and systems engineering. Go ahead something: the jet lag It’s not just lack of sleep and jet lag, it’s also an effect of air pressure. While a standard commercial airliner maintains cabin pressure equivalent to 6,000 – 8,000 feet, the Global 8000 maintains it at only 2,900 feet (about 880 meters) even when flying 41,000 feet. This means more oxygen in the blood of people traveling, so fatigue is reduced. Likewise, it integrates the Soleil System LED circadian lighting based on the dynamic position of the sun depending on the destination. A most exclusive aircraft. This aircraft does not skimp on details to optimize flight or comfort. Thus, it has a HEPA filtration system that renews the cabin air in less than 90 seconds, it has very comfortable a priori Bombardier patented Nuage seats with zero gravity position, four private suites with king-size beds and there is no shortage of shower on board. Beyond its innovations and luxuries, it has something essential from a practicality point of view: its design allows it to operate in small airports and even on wet and bad runways, so it can land or take off in up to 2,050 airports. According to Bombardier, this marks the difference with the competition. The interior of one of its exclusive suites ready to fly. As we mentioned in the intro, the Bombardier Global 8000 already has everything to fly. After the envelope validation phase which took place between 2021 and 2023 where the company verified that elements such as the wing and the stabilizers supported transonic shock waves without losing structural integrity, they moved on to the testing and certification phase. First Transport Canada, then the FAA American and a couple of weeks ago, the European, which opens the doors to accepting deliveries in the United States and Europe. However, the first customers of the launch have already begun to receive their units from 2025. By the way, those who own the previous model, the Global 7500, you can upgrade it to the new Global 8000. In Xataka | The largest plane in the world has just broken its record for flight hours: its real mission is even more ambitious In Xataka | The whale of the skies says goodbye: the Airbus Beluga ST retires after years transporting other aircraft parts Cover and images | Bombardier

the power is ready, but the cables do not reach

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While the country breaks renewable generation recordsits nervous system – the transportation network – suffers an administrative thrombosis that threatens to stop reindustrialization and access to housing in its tracks. The diagnosis we’ve been counting for days: We have the power, but we have nowhere to plug it in. The problem is more about papers than cables. The main person accused in this crisis, Red Eléctrica (REE), has decided to break its technical silence to point directly at the bureaucracy. As explained by the CEO of Redeia (REE parent company)Roberto García Merino, the company does not suffer financial or supply restrictions; The problem is that “he does not have permission to invest more.” The gap between administrative times and physical execution is abysmal. As detailed by El Economistawhile building a substation barely requires one year of work, its prior processing can take between three and six years. In the case of long-distance lines, the scenario is even more bleak: six to twelve years of “paperwork” for only two years of actual construction. The “waiting room” in data. This paralysis has left a worrying x-ray: 130 GW of renewable generation have access permissionbut they wait for the infrastructure to expand so they can pour their energy. It is a figure equivalent to the entire current generation fleet. 20 GW of industrial demand and data centers await a connection that does not arrive. REE’s investment in 2024 reached a record of 1.5 billion euros, but the company insists that every project with construction permit is already underway. A collapse that extinguishes brick and industry. The situation is not just an office debate; It has direct consequences on the street. The Spanish electrical system has suffered an administrative “heart attack”. As we have explained in Xatakathe CNMC has been forced to postpone the publication of the capacity maps for three months (from February 2 to May 4, 2026) due to fear that 90% of the network nodes would appear “red”, blocking everything from factories to 350,000 new homes that, according to the Asprima employer’s association, are at risk due to lack of power. Given this, García Merino calls for shock measures: the application of “positive silences” or “responsible declarations” that allow work to begin while the bureaucracy continues its course, a strategy that is already beginning to sound loudly in Brussels. The Pyrenean wall. As the internal grid collapses, Spain produces so much cheap energy that it is forced to throw it away (curtailment). The Peninsula registers a surplus of renewables that plummets prices to levels close to zero or even negative. However, this wealth cannot be exported towards the rest of Europe. The culprit, according to various analysts and the CEO of Redeia himselfit’s France. The neighboring country acts as a “buffer” to protect its nuclear industry, preventing Spanish solar and wind energy—much more competitive—from sinking its prices. With barely 2.8% interconnection, Spain continues to be an energy island that wastes its green potential. The price of modernization Spain’s electrical future not only depends on volts, but on politics and bills. To finance this “reinforced mode” of operation and unlock investments, it is expected that in 2026 citizens will assume an increase in tolls and charges on their bills. As industry sources conclude“the plans are very nice, but they have to be built.” Spain has everything to be the battery of Europe, but as long as the processing of a cable lasts a decade, that potential will continue to be trapped in an endless bureaucratic waiting room. Image | freepik Xataka | The great electrical jam in Spain: we have plenty of electricity, but there are no cables to build houses and invest more

your satellite “tug” is ready to fly

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We are used to talking about satellite launches as if that moment marked the end of the journey. The rocket takes off, the cargo reaches orbit and the mission seems accomplished. But that is not always enough: placing a satellite in space is only the beginning of a much more delicate process, that of taking it exactly to the point where it must operate and ensuring that it can fulfill its mission under the expected conditions. In that silent stretch is where new proposals begin to emerge. Among them, a Spanish startup which claims to have its own orbital transport vehicle ready and a first mission planned for 2026. UARX Space. Behind this proposal appears UARX Spacea company based in Nigrán, on the coast of Galicia. Founded in 2020, the company has defended an unusual strategy within the ecosystem: advance during its early years with a low public profile and focus on technological maturity before presenting to the market. That approach raises the idea of ​​coming up with more developed systems. ready to fly. The most recent turning point comes not from a launch, but from a technical validation. In a post published on LinkedIn a few hours agoUARX Space notes that its OSSIE orbital vehicle has completed the environmental qualification campaign, a phase that includes vibration tests, tightness and conditions representative of takeoff. The results, according to the company, confirm compliance with the mission requirements and place the system in a state of readiness for flight. The work of the “tugboat”. The difference between understanding the concept and seeing its real impact is how those capabilities are applied in a specific mission. A vehicle like OSSIE It not only moves satellites from one point to another, but also undertakes maneuvers that determine whether a constellation works as designed or whether a payload reaches the exact orbit it needs to operate. As we say, the system is designed to execute precise injections, modify orbital parameters and coordinate relative positioning between satellites. When will the launch be? With that milestone on the table, the next question is when liftoff could come. From what we have been able to observe in UARX public informationthe first OSSIE mission takes place in 2026 and is limited to the first quarter of the year, with an initial insertion planned into sun-synchronous orbit around 500-600 kilometers. Other data comes to us from a previously published statementwhich indicates that the orbital launch system contracted for this important step will be SpaceX’s Falcon 9. OSSIE will carry twelve loads on its initial flight. One of them will be CORTISa UVigo SpaceLab initiative designed to compare the performance of commercial radiation sensors with proprietary developments and to test a flight heritage camera planned for another mission. The project has passed vibration tests at the company’s facilities before its integration, a necessary step for any cargo that aspires to travel to space. This collaboration between the academic environment and industrial infrastructure offers a more concrete image of the model that the company is trying to build. Refuel in orbit, but later. The scope of the project is not limited to the movement of satellites, but rather points to a different way of operating in space. UARX works together with Dawn Aerospace in the integration of a docking system that, in this first mission, will only have a structural function, but which is part of an architecture designed to allow in-orbit services in the future. Among them appears the possibility of orbital resupply, an idea still in development within the European ecosystem. Images | UARX Space In Xataka | Starlink’s dominance in space begins to move: another company already has permission for a constellation of 4,000 satellites

Get ready because NVIDIA “needs a lot of wafers”

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The foreign relations of the United States are no longer a solely governmental matter. Figures like Tim Cook they have acting as ambassadors in recent years, receiving treatment and baths from political entities worthy of a high-ranking politician, and the baton in both the global technological and economic conversation has been taken by another CEO of a ‘Big Tech’. Jensen Huang He is the boss of NVIDIA, and recently has visited Taiwan to remember something key: Nvidia would not be possible without Taiwan. And he has taken the opportunity to put pressure on the factory that moves the technological world: TSMC. The Billion Dollar Dinner. Huang has been touring his home island of Taiwan. Curiously, it is also the epicenter of the global technology industry as it is home to companies as powerful as asus or MediaTek, but also from Foxconn and those who create most of the advanced chips in our devices: TSMC. To close out the trip, Huang met two dozen people for dinner at a local restaurant in the event dubbed by the press as “the billion-dollar banquet.” More than a dinner with friends, it is an institutional event because NVIDIA is the one that is calling the shots in this current era of AI, but TSMC is the one who has the upper hand. Get your batteries. In that environment, and in an improvised manner, a press conference was held in which Huang made it clear that 2026 will be a crucial year, but he also gave an interesting headline: TSMC needs to work very hard this year because I need a lot of wafers.” Local media reported it. crossed out It may be a joking comment, but it is one of those jokes that are not jokes. The CEO of NVIDIA added what TSMC is doing”an incredible job” and predicted that they will increase their capacity by more than 100% over the next decade.” No pressure, go. TSMC is key. Just a few weeks ago, TSMC announced that its spending would increase by almost 40% to reach $56 billion in 2026, with additional increases planned for both 2028 and 2029. It makes perfect sense considering that it is the company that factory not only almost all of the world’s advanced chips, but it is the heart of NVIDIA’s graphics cards that have become the standard of artificial intelligence. The Taiwanese company is not only manufacturing in its country, but is taking steps to expand throughout Europe (with the Germany’s vaunted factory) and you already have a plant in the United States that will expand in the short term. And NVIDIA itself will be one of the first customers of the advanced chips that TSMC produces on US soil. If the chain fails, the AI ​​gets into trouble. The problem is that Huang doesn’t just need wafers: he needs RAM, and we are in one of the component crises deepest in history. That unbridled spending on components for powering data centers for AI It has left us consumers without the opportunity to buy components for our PC at a consistent price. First was the RAM and then the SSDs because companies like TSMC, Micron or Samsung cannot cope with production. Some -the aforementioned Micron- has left the component market for consumers because they need to run all their plants for only one purpose: powering those data centers. And the chain cannot failsomething that Huang himself has stated, pointing out that they will need a lot of memory this year – graphics cards also have memory inside – and that “the entire supply chain will be a challenge in 2026 because demand will be much greater. In short: a challenge for manufacturers, a headache for users. For Huang, a blessingsince your company is the one that leads the way in an artificial intelligence that, according to him“it has become something really useful.” Images | TSMC, NVIDIA In Xataka | The situation with RAM prices is so desperate that there are already those who build their own memory at home

To no one’s surprise, the fanciful tunnel that aspires to join the Strait of Gibraltar under the sea will not be ready by 20230

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The idea of ​​connecting Europe and Africa with a direct channel that allows us to do without ships and planes is so attractive, so damn sexy, that it takes more than a century warming the imagination of engineers. The same time they have been seeing the Strait of Gibraltar as the ideal point for a Spain-Morocco tunnel. After decades of idling, in recent years the project seemed gain momentumat least as far as the political sphere and the public interest. A few months ago even transcended that one of the leading companies in tunnel boring machines sees the infrastructure as technically viable. He hype around the tunnel it grew so much (and so strong) that there were those who trusted that the 2030 Soccer World Cupcelebrated mainly in Spain, Morocco and Portugal, it would serve you of ultimate lever. They were even read headlines that suggested that it would be executed with a view to 2030. To no one’s surprise, everything indicates that it won’t be like that. Strait Slopes. About a century ago, around 1929engineer Fernando Gallego Herrera a question was asked: Why not ‘suture’ the gap between Europe and Africa with an underwater tunnel in the Strait of Gibraltar? He was not the first to consider the issue, but he did so with a seriousness, a degree of technical level and a vocation, which gave visibility to the approach. Since then the idea of ​​creating a megastructure that allows Spain and Morocco to ‘touch each other’ has continued with comings and goings on the table. And not only on a theoretical level. The idea of ​​establishing a “fixed link” between Spain and Morocco even led to the creation of two entities: SECEGSAon the Spanish side, and the Societé Nationale d’Etudes du Detroit (SNED) on the Moroccan side. In recent years, the project has also attracted headlines that echoed the degree of political commitmentthe investment in studieshis time horizon and even his technical feasibilitya key aspect considering that we are talking about a structure of several dozens of kilometers in a difficult geological area. A small (big) step. In 2024 the project gave one step forwarde that (although very initial) was revealing. At the request of SECGSA, INECO commissioned a study for the “cross-strait fixed link project”. Its objective was basically to analyze “the feasibility” of excavations in the area, especially in the most critical points, such as the Camarinal Threshold that separates the Mediterranean and Atlantic basins. The task fell to a famous company in the sector: Herrenknechta leading German firm in the world of tunnel boring machines related, among other works, to the Brenner Tunnel or that of Saint Gotthard. Viable yes, although not cheap. The conclusions of their analysis have been known in recent months. First in October Populi Voice revealed that the German firm has confirmed that, although extremely complex, the Spain-Morocco pipeline would be viable from a technical point of view. The same media reported that the purpose of Spain and Portugal would be to decide in 2027 whether or not to tender an exploratory tunnel and provided a provisional calendar: just shaping the reconnaissance gallery would require between six and nine years. Regarding the cost of infrastructure, slid that the base bidding budget of the Spanish side would exceed 8.5 billion euros, a figure that includes everything from the base gallery to the tunnels, the terminal and other facilities. The sum is considerable but there is talk of diversifying its origin, including everything from community funds to formulas (concessions, fees) inspired by other megaprojects, such as the Eurotunnel wave Figueras-Perpignan line. Has there been more progress? It seems so. Although again in an initial phase still. At the end of November Populi Voice revealed again that, after the technical endorsement of Herrenknecht, SECEGSA entrusted INECO to complete the updating of the preliminary project of the structure. A deadline was even included: summer 2026. Around the same time, the Government of Spain and Morocco held a summit in Moncloa during which a memorandum was signed to “promote scientific cooperation in the study of seismicity and geodynamics in the Strait area.” In the statement released by Transport there is no mention of the tunnel, but there were those who saw in the agreement a positive nod for infrastructure. Question of deadlines. The tunnel is not only interested in its technical details and cost. Another key aspect is your calendar. Especially since already in the autumn, when the first touches of Herrenknecht’s analysis became known, slipped that the first progress of the project could arrive by 2030, the year of the Soccer World Cup in which Spain and Morocco participate as host countries. The coincidence of dates made it create expectation about how the Cup could influence the project and even if it would act as a stimulus for the subway. It was even raised if I could arrive on time. In recent days those expectations have received a jug of cold water. One more and unsurprisingIn fact. Why’s that? Because 2030 is four years away. And that is a ridiculously short time for a work that, beyond being viable on a technical and logistical level, is more than notable in complexity. First for its ambition and dimensions (more than 40 kmbetween the underwater and terrestrial section). Second because it must be developed in an area highly conditioned by its geology. Although there may be some progress towards 2030, Populi Voice mentioned in October sources close to the project that pointed to 2035-2040 as a “more realistic horizon” to see significant milestones. The idea would be to have gallery design recognition in June to put out to tender the infrastructure starting in 2027. As a reference, the construction of the Eurotunnel (50 kilometers) required some seven years (from 1988 to 19949 and Saint Gotthard (57 km) around 17. Moderating expectation. In recent weeks (and days) media like Huffington Post The reason either ACE They have echoed, citing the technical feasibility study, that the tunnel between … Read more

The round of peace meetings in Ukraine has ended. Russia says it is “ready”, but for war with Europe

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The last two rounds of contacts between the Kremlin and Trump’s envoys have confirmed that the peace process for Ukraine is technically alive, but politically blocked. Putin took advantage of the arrival of the emissaries to launch a verbal offensive: Accused Europe of torpedoing peace, suggested the EU “is on the side of war,” and said Russia does not want a continental conflict but that if Europe starts one, “we are ready right now.” A trapped peace process. For Moscow, the talks are “very useful” as they allow it probe the limits Washington and explore what it is willing to sacrifice in exchange for a stable ceasefire. For the United States, they are an opportunity to zoom in positions without openly acknowledging that the original plan favored Russia too much and was unacceptable to kyiv. Five hours of meeting in Moscow served to review successive versions of the US document, but not to generate a “compromise option”: Russia accepts some elements, rejects others with a “critical and even negative attitude” and, above all, keeps intact its objective of translating its military advances in territorial gains formalized on paper. Moscow red lines. At the center of the disagreement is the territorial question. Moscow insists Ukraine must resign to 20% of Donetsk which he still preserves, while boasting (not without response from kyiv) of having taken Pokrovska key logistical hub that had been in operation for more than a year trying to capture with a great cost in lives and material. This insistence is not only cartographic: is part of a maximization logicin which victories at the front are used as an argument to tighten political conditions. Added to this are other structural requirements: deep cuts in the Ukrainian armed forces, severe limits on Western military aid and a fit of Ukraine into the Russian sphere of influence that would empty its formal sovereignty of content. In this context, talking about “progress” is, in reality, talk about margins: Washington explores how far it can give in without kyiv perceiving it as a capitulation, while Russia calculates how far it can stretch its demands without completely breaking the diplomatic channel that is useful to buy time and legitimize its narrative. Parallel diplomacy and mixed signals. Witkoff and Kushner’s role adds a ambiguity layer to the process. They are not classic diplomats, but political emissaries who operate in a gray zone between official diplomacy and American domestic politics. His presence in Moscow, after meeting with Ukrainians in Florida and reviewing a 28 point plan which initially tilted the board towards Moscow, sends several signals at once: kyiv is shown that Washington “listens” to its objections and tweaks the document, Moscow is made clear that the White House is willing to continue negotiating concession frameworks, and Europe is reminded that the decisive conversation remains, above all, Washington-Moscow. The Trump statement Calling the war a “mess” that is difficult to resolve fits with that approach: rather than a closed strategy, the administration seems to seek an agreement that reduces the political and economic cost of the war for the United States, although the final balance is very delicate for Ukraine. Europe as a scapegoat. The Putin’s words on Europe reveal a perfectly calculated strategy: presenting European capitals as the real obstacle to peace, accusing them of “being on the side of the war” and of preventing Washington from closing an agreement. By saying that “Europe is preventing the US administration from achieving peace in Ukraine,” the Kremlin is trying several things at the same time: put pressure on the Europeans to lower their demands, feed the fatigue of war in Western societies and drive a wedge between the United States and its allies, suggesting that Washington would be more flexible if it were not bound by “European demands.” The added threat that Russia “does not intend to fight Europe, but is ready if Europe starts” has a double effect: it works as a military warning and, at the same time, as an internal message to reinforce the idea of ​​a besieged Russia that only defends itself. The risk of being isolated. For Ukraine, cross-play is especially dangerous. Zelenskiy insists on receiving security guarantees “livable” for the future, that is, mechanisms that prevent a new Russian attack once an agreement has been signed. HE frontally opposes to any formula that forces him to give up territory that he currently controls or to reduce his army to levels that leave him defenseless. But, at the same time, it knows that a part of the European capitals and the American political class are seeking, with increasing urgency, an outcome that freezes the war and stabilizes the front, even if that enshrines a status quo very unfavorable for Ukraine. Its margin consists of supporting in the European bloc tougher (those countries that see a bad agreement as a disastrous precedent for continental security) and to remember that any credible reconstruction involves using frozen russian assets and for a framework of Western guarantees that makes another Kremlin attack politically unaffordable. Putin’s calculation of strength. The threats “cutting off Ukraine from the sea completely” and intensifying attacks on ports and ships entering them fit into a broader strategy: combine slow but steady advances in the Donbas with the ability to strangle the Ukrainian economy and make the protection of its maritime corridors more expensive. Each city taken or partially controlled serves the Kremlin as proof that time is in its favor and that it can rise the price of peace at each plan review. Editorials from related media, as Komsomolskaya Pravdareinforce this idea by presenting the negotiations as a scenario in which Russia can afford to tighten its conditions as “more and more Ukrainian territory” passes into its hands. The implicit message is clear: if the current proposals already seem harsh, the next round could be worse for kyiv if the war continues. Uncertainty. The final result is a peace process that formally remains open, but that moves on a dangerous … Read more

PLD Space already has a complete Miura 5 rocket ready. to destroy it

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The renders are over. PLD Space has once again demonstrated that it is advancing at a devilish pace by publishing the first photos of the entire Miura 5 rocket. These images are history of the Spanish space industry. With you, the Miura 5. The first complete unit of the Miura 5 is not made to fly, but to suffer. Named QM1 (Qualification Model 1), has been almost completely assembled for integration testing of all subsystems before the final flight model takes off into Earth orbit next year. This is the first orbital launcher from a Spanish company, the same one that successfully launched the Miura 1 suborbital rocket from Huelva in October 2023. It was that milestone that has allowed PLD Space to complete the development of a rocket in record time. No other European company has done it so quickly. Why it is important. At a time when preserving sovereign access to space It has become a geopolitical issueEurope needs to have a strong aerospace industry and cheaper and more versatile rockets than the Ariane 6 and Vega C developed by ESA. The Miura 5 leads the European New Space thanks to its TEPREL-C biokerosene and liquid oxygen engines, more powerful than its competitors and developed internally by PLD Space in its Elche factory. The rocket measures 35.7 meters high, has two stages (the first with five engines, and the second with an engine adapted to the vacuum of space). The next steps. The first stage of the QM1 will perform a full propellant loading test known as “wet dress rehearsal.” They will fill the tanks, pressurize the vehicle as they would before a flight, and replicate all the structural and thermal loads prior to launch, without actually turning on the engines for takeoff. The second stage will be sent to the United States to test the Flight Termination System (FTS). Basically, it will be destroyed to validate that the explosive charges are capable of safely disintegrating the rocket in the event of an in-flight anomaly. PLD Space expects to have the second qualification unit ready in December. The first Miura 5 designed to fly will arrive shortly after. He is scheduled to travel to French Guiana in the first quarter of 2026. Images | PLD Space In Xataka | PLD Space has a detailed plan to become Europe’s rocket factory. And the pieces have started to fit

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