reminder

How Trump’s threat is the bitterest reminder of our fossil dependence

by

The spark that set the White House on fire was Pedro Sánchez’s refusal to participate in the offensive against Tehran, under a speech that evokes the popular sentiment of 2003: “No to war.” Sánchez defends that Spain’s position is consistent with its actions in Ukraine or Gaza, seeking to avoid a spiral of global violence. However, Trump’s anger was not born yesterday. According to official documentsSpain had been discreetly blocking the transit and export of weapons to Israel for months, denying ship stops and vetoing dozens of military operations. Added to this is Trump’s historic reproach for Defense spending: the American president demands 5% of GDP, while Spain barely exceeds 2%. Trump’s response has been withering, mentioning for the first time the word “embargo”, a tool that the US usually reserves for “enemies” like North Korea or Venezuela, not for NATO allies. A life preserver that can sink. The threat of cutting trade ties is not a minor issue. In January 2026, the United States consolidated itself as the leading supplier of natural gas to Spain, accounting for a historic 44.4% of the total imported (15,259 GWh), far surpassing Algeria, how to collect Europa Press. Spain has spent a decade reinforcing its energy dependence on the US market to replace Russian gas after the invasion of Ukraine. In 2025, the US supplied 30% of our gas and 15% of our oil. Strategic companies like Naturgy have critical exposure, with 40% of their LNG contracts linked to plants in Texas and Louisiana, according to The Independent. If Trump turns off the tap, Spain loses its main gas resource. The collapse of the Gulf, can we look the other way? Faced with the American threat, the Spanish Government is trying to send a message of calm. Minister Sara Aagesen maintains that the supply is “broadly diversified” and that only 2% of our gas transits through the conflictive Strait of Hormuz. Spain has seven regasification plants, which allows us to bring ships from almost anywhere in the world. However, optimism collides with a suffocating global reality. The Strait of Hormuz, through which 20% of the world’s oil and gas passes, is experiencing a technical closure due to war tension. QatarEnergy declared for the first time “Force Majeure” after suffering attacks on its LNG plants. This creates a domino effect: if Asia loses gas from Qatar, it will compete fiercely against Europe for the few ships available from the US or the African continent. As the expert Ignacio Urbasos explains in it The Countrythe market is interconnected; Although the gas does not pass through Hormuz, the price we will pay is decided there. 12 euros more per month. The impact of this perfect storm already has figures. According to the calculations of the Roams platform, The gas bill in Spain could increase by up to 18% and the electricity bill by 17%. An average household would go from paying about 50 euros for gas to almost 60, while the electricity bill could rise by about 12 euros per month, as he also explains The Newspaper. Natural gas in the Netherlands TTF market has already been triggered almost 80% in just two days. Furthermore, gasoline is not far behind: experts predict increases of up to 8% at the pump, placing a liter of gasoline above 1.58 euros. This is not just energy; It’s inflation. The European Central Bank warns that a prolonged conflict could bring inflation in Spain to 3%, forcing interest rates to remain high for longer, directly affecting variable mortgages. The dilemma of the “energy island”. The point is that Spain has plenty of regasification infrastructure to help Europe, but it lacks interconnections (pipes to France) to pump that gas to the heart of the continent. Furthermore, our gas reserves they are at 59%a figure notably lower than 72% last year, because companies did not fill warehouses waiting for lower prices that never arrived. The only consensus between analysts and the Government is that this crisis accelerates a lesson learned hard: the vulnerability of depending on foreign fossil fuels. As Alison Candlin points outof the think tank Ember, until we complete the shift to a renewable-based system, we will always be hostage to these price shocks. In Spain, the effort to scale wind and solar power has already reduced the influence of expensive gas on the price of electricity by 75% in the last six years, but the road ahead is still long and, now, is full of diplomatic mines. Image | Hannes Grobe Xataka | The EU has a perfect plan to suffocate Russia. The problem is that now it needs its oil to survive

In 1970, the train to my town in Extremadura took 20 minutes longer than it does today. It’s a painful reminder about “high speed”

by

For eight days, Cáceres and Badajoz have been linked by train. To be exact, they are united by a train typical of the 21st century and, more specifically, of 2025. Since last December 1the two largest cities in Extremadura are linked by a journey of just 50 minutes. A trip with four frequencies daily that makes the lives of thousands of Extremadurans easier. By the middle of next year, in 2026, the Government says that trains will finally be able to reach 300 km/h. If fulfilled, it will be a milestone for the region and a first step to make that Madrid-Lisbon a reality, of which been talking for more than 20 years. Europe seems to have gotten serious in that sense. The intention is to have a connection between capitals in 2030 and that four years later, the journey will only take a little more than 180 minutes. Three hours that now seem little more than a chimera. Especially if we take into account that the first promise to connect both cities dates back to 2003. So he was aiming for 2010 as a final date to have the high-speed connection ready. Today, from Madrid to Badajoz, the only section that operates at “high speed” is the one that separates Badajoz from Cáceres… and a little further, up to the Monfragüe station and its connection with Plasencia. The problem is that the Plasencia-Badajoz section is only one of the three sections that make up the connection between Madrid and the Portuguese border. Yes, it began to act as an electrified connection of iberian width in December 2023. Now, almost two years later, passengers can move between Cáceres and Badajoz in less than an hour. But traveling between Madrid and Badajoz still requires you to use almost five hours of travel. And it is not something that is going to change in the short term. Because it took us almost the same time to get to Extremadura as it did 50 years ago. 20 minutes Browsing the net and trying to understand how we have evolved, I came across the seventh number of the Renfe guide in which the schedules of all the trains available in Spain between December 1970 and March 1971 are collected. In addition to having a good time diving and finding some curiosities such as that the traveler had a Madrid-Paris available that only required worrying about the change in gauge at the border, I found something that caught my attention. Since I was a child, I move frequently between Madrid and Extremadura. Specifically, a town near the Monfragüe Natural Park, an enclave that is located a few kilometers from Plasencia. As long as I’ve had a car, I’ve always traveled in it, but when I didn’t have a driving license I used to opt for the bus. First because there were more frequencies available. Then because delays and breakdowns became part of normality. A shame because the train trip is much more comfortable than the bus and should be faster. Ought. Because while diving I found a detail that caught my attention. Trains leaving from Madrid and arriving in Extremadura in 1970. Click on the image to see more schedules There it was. Train leaving Madrid at 10:40. Arrival at Palazuelo-Empalme (current Monfragüe station) at 13:41 minutes. 181 minutes to cover the 253 kilometers of the journey. Today, luckily, Renfe offers a faster connection. Specifically, 20 minutes faster. As you can see in the following image, the trains between this Extremaduran station (the first electrified) and Madrid are still more than two and a half hours away to travel just over 250 kilometers. Let us remember that Madrid and Barcelona aspire to be united in less time. Or that in less than 10 years we should see a Madrid-Lisbon in less than three hours. The problem, as we said, is that the connection between Madrid and Extremadura is progressing at an extremely slow pace. The first step has been to electrify the Iberian gauge track between Badajoz and this Extremaduran stop. Now, in addition, it is double, which prevents a failure in one direction from immediately affecting the other and, at least, one of the two from continuing to function. The second and biggest problem is that the connection in its La Mancha section is especially slow. The line is divided as follows: Plasencia-Cáceres-Mérida-Badajoz section Talayuela-Plasencia section Madrid-Oropesa section At the moment, the section between Talayuela and Plasencia (on the Extremadura side) is in the construction phase but as indicated in Levantthe works are still in an initial phase. In fact, of the seven subsections into which it is divided, only two of them have been completed, as collected by Adif. Despite everything, the deadlines should not be extended much longer and the section should be active in 2028. But the most problematic thing is in Castilla-La Mancha. The Madrid-Oropesa section is still in the information project phase. In it, the biggest obstacle is the passage through Toledo. The intention of the Ministry of Transport and the city council is to bring the AVE as close as possible to the municipality, using the current station that is located just two kilometers away in a straight line from the urban area. This forces us to design a new viaduct to solve the passage through the Tagus… and there is the conflict. The Autonomous Community and platforms in defense of the city’s heritage believe that it damages its image and propose an alternative station in an industrial estate further away from the urban area, reducing the visual impact and discarding the need for the viaduct. They show in an exhaustive analysis in Geotrain how one day, if all goes well, in 2030 we will have a connection between Madrid and Badajoz in 151 minutes. That is, in two and a half hours. Until then, it will still be 10 minutes less than it currently takes to the station closest to my town, located long before reaching … Read more

The overhaul of 6,000 Airbus A320 aircraft is a disturbing reminder that our technology is at the mercy of the Sun

by

Airports around the world have once again plunged into chaos of red screens and canceled flights. Airbus and EASA They have ordered an unprecedented technical stoppage of 6,000 A320 aircraft to apply a patch that prevents “data corruption in the ELAC computer.” Behind this technicality lies a disturbing reminder that all of our digital technology is at the mercy of the Sun. The more advanced, miniaturized and efficient our infrastructure is, the more vulnerable it becomes to space weather. Anatomy of a “bit flip”. On October 30, a JetBlue Airbus A320 covering the route between Cancun and Newark made a sudden downward pitch without the pilots commanding it. A manufacturer inquiry revealed that the culprit had been a high-energy particle: a neutron generated by the interaction of the solar wind with the atmosphere that impacted a memory cell of the ELAC (Elevator Aileron Computer) computer with enough energy to change the voltage of a microscopic transistor from 0 to 1. This phenomenon known as a “bit flip” caused the L104 version of the Airbus software to interpret that the plane was in a dangerous situation (such as a stall). The computer did what it was programmed to do: “save” the plane by lowering the nose to gain speed. But the problem was not the hardware itself, but rather the software logic, which in this version does not have the necessary immunity to discard corrupt data. Hence, it does not affect all aircraft, and the solution is to apply a patch. The price of Moore’s law. 30 years ago, transistors were macroscopic bricks that required a lot of energy to alter. Today, microprocessors in airplanes (as well as those in cars and cell phones) have transistors on the nanometer scale. They are so sensitive that a minor solar storm, like the one on October 30, which was classified as G1, has the potential to wreak havoc that we previously only expected from catastrophic solar stormslike the Carrington event. It is the price that we pay for Moore’s law– As transistors become smaller and operate at lower voltages, less power is required to disturb their state. A precedent called Qantas 72. While the JetBlue Flight 1230 case has ended up affecting an unusual number of aircraft, industry veterans have had a déjà vu. In 2008, Qantas Flight 72 (an Airbus A330) experienced a similar nightmare over the Indian Ocean. The plane abruptly lowered its nose twice without warning, throwing passengers against the cabin roof. The Australian ATSB investigation concluded that one of the aircraft’s inertial reference units had been hit by cosmic rays, causing it to take an angle of attack of 50 degrees. The difference is that today we have thousands more planes in the sky, more dependent on automation, and operating under a 25 Solar Cycle which is proving to be more active than anticipated. Beyond airplanes. The Sun had already sent us a warning about its new maximum in 2022, when SpaceX lost 38 of 49 Starlink satellites just released. Not due to electronic failures, but thermodynamic ones. A solar storm increased the density of air in the Earth’s atmosphere, slowing satellites in low orbit until they fell. It was a minor storm, but enough to cost millions of dollars. The satellites are more exposed to solar radiation and are especially sensitive to geomagnetic storms. On Halloween night 2003, the Sun played trick-or-treating, causing a 30-hour crash in the FAA’s WAAS system, which is vital to GPS landing accuracy. If that were to happen today, with the current reliance on GNSS for everything (from Uber to banking transactions), the impact would be incalculable. Will there be another Carrington event? The most disturbing thing about the technical report on the A320 is that the triggering event was a level G1 geomagnetic storm, classified as minor. The scale goes up to G5, classified as extreme. In 1859, the Carrington Event fried telegraph networks around the world. If a storm of that magnitude hit the Earth today, we wouldn’t be talking about updating the software of 6,000 airplanes. We would be talking about the possible loss of entire GPS constellations, massive physical damage to the electrical grid and a paralysis of global transportation for weeks or months. We’ve built a civilization on extremely fragile silicon scaffolding, and our host star has a bad temper. Hence, space meteorology has ceased to be a scientific curiosity and has become a first-rate mission to predict solar storms and prepare satellites, astronauts and electrical infrastructure on the ground for any possibility. Today was a software patch, tomorrow we may need to rethink how we harden all of our technology. Image | ESA, Airbus In Xataka | Airbus has launched an urgent alert for the A320, the most delivered aircraft in the world: “operational interruptions” are looming

The huge ZTE stand in the MWC is a reminder that it is still alive under the radar. And it is also a message: they will return

by

This is my fifth time in the Mobile World Congress. The first four were between 2013 and 2016, and from all those editions I remember the imposing Zte stand well. They didn’t have then an especially relevant market share or a reputation that will justify so much space (At that time I dedicated myself to trying mobiles and I took a 3 a zte, the lowest note I have ever put), but its staging suggested otherwise. ZTEs set up show. Of the good, with thunderous music and a generous free bar of life -threw canapés for journalists in trouble, and also of the Chungo, resorting to hostesses with attire that made eyebrows arise even in an environment as little progressive as a global technological congress. His strategy seemed clear: to be noticed as it was. Nine years after my last MWC I have returned to the fair, and there is still Zte, with a stand As big as then. But something has changed, in addition to the fact that they already dress more elegant to their hostesses: the manufacturer has vanished from the Spanish market. Their phones no longer occupy space in the lines of the stores, they do not appear in any sales ranking and It is virtually impossible to cross one on the street. What has been of that Chinese giant who tried to conquer the West? Where has Zte got while we didn’t look? The perfect storm To understand the apparent disappearance of ZTE of the European panorama, it is necessary to go back to 2018, the year in which This manufacturer suffered an existential crisis. He Department of Commerce From the United States, he imposed a veto for the sale of US components to ZTE for seven years for violating a prior agreement related to sanctions to Iran and North Korea. The measure was devastating: Zte depended completely on Qualcomm chips and Google software among other American technologies. The company literally stopped its operations for three months, until it agreed to pay a fine of 1,000 million dollars, change its entire directive dome and submit to the supervision of an external committee designated by the US. It was a blow that never recovered completely in western marketsespecially because it coincided with the beginning of the commercial war between China and the United States. Touched and sunk. Unlike Huawei, which Betterly resisted geopolitical attacks, Zte was more vulnerable. With less resources and a much weaker brand positioning, they opted for a strategic withdrawal of the markets in which their profitability was compromised. A silent strategy The surprising thing is not that ZTE has disappeared – he has not done it – but that he has reconfigured his business completely … without making noise. He has pivoted from a global conquest strategy to a more selective and pragmatic approach: Geographical concentration. ZTE has reinforced his presence in markets where he had competitive advantages or privileged relationships: China, of course, but also Southeast Asian countries, the Middle East, Africa and some areas of Latin America. Focus change. Their smartphones were the most visible for the final consumer, but only represented one third of their income. The true ZTE nucleus was always the telecommunications infrastructure equipment, a much less visible but much more profitable B2B business. 5G specialization. ZTE has become one of the main world suppliers of equipment for 5G networks, competing directly with Huawei, Ericsson and Nokia. According to data from Dell’oro GroupZTE maintains approximately 10% of the global 5G infrastructure market. Zte not only survived the storm, but has grown, but otherwise different from the previous one. His income in 2024 was about 16,000 million euros. Far from the figures of the greats, but also far from the ghosts of bankruptcy. Invisible markets ZTE’s commercial map today is curious. They have opted strong for countries that do not usually appear in Western technological headlines: Mass bathroom of ZTE managers after announcing an agreement with the largest Turkish telecus. Another somewhat alien market for the western radar. Image: Xataka. This presence in “invisible markets” for Western radar Add contracts that are worth a lot of money although they impose so much on their Newsroom. While Europe and North America have progressively restricted the access of Chinese manufacturers to their critical networksthese other territories have received with open arms to the affordable alternatives to traditional suppliers. A silent industrial revolution Maybe ZTE’s most interesting turn has been towards industrial digitalization. Has developed solutions for “smart factories”digital mining, autonomous ports and intelligent energy networks. This market, much less sexy than that of smartphones but much more profitable for a brand like yours, has allowed Zte to grow under the average consumer radar. It is the silent metamorphosis of a manufacturer of Gadgets to an industrial technological provider. Contrary to what it may seem to us from Spain, ZTE continues to manufacture mobile. It maintains several product lines, including some names that are still familiar to us, such as the Axon series of high -end and the mid -range blade. They are sold mainly in China and emerging markets, where Google’s absence is a minor barrier. The intersection between telephony and gaming remains a constant in ZTE. Image: Xataka. It also maintains Nubia, a more innovation and design oriented submarket. The clouds Z50 and Redmagic 8 Pro (The latter focused on Gaming) They have had some reception in Asia, although they go completely unnoticed in Europe. At this fair his asset has been to announce A fairly reasonable folding for less than 1,000 eurosin addition to Hold the commitment to telephony Gamer. It is a calculated movement: they do not aspire to master the market, but to occupy specific niches where the benefits/price ratio can make them competitive. In product positioning, and in regional availability. ZTE’s strategy with his smartphones is clear: Do not compete where you can’t win. Why invest in marketing and distribution channels in Spain, where getting a 1% market share would cost millions, when that same … Read more

Log In

Forgot password?

Forgot password?

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

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

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