sank

a million-dollar luxury yacht sank just 200 meters from the dock

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What should have been a day to celebrate ended in disaster off the Turkish coast. A luxury yacht, valued at approximately one million dollars, sank for only 15 minutes after its launch in the Black Sea. The boat disappeared underwater just a few meters from the shore, while the owner and his crew managed to swim to land without major problems and without suffering any damage. The boat simply floated…but just a little. An ephemeral joy The ship called Dolce Ventowas going to be a nautical jewel, but a video that has gone viral due to the paradoxical nature of what happened shows that even the most expensive and luxurious projects can fail unexpectedly.

The Indies Fleet sank in 1715 loaded with treasures from the ‘New World’. We just recovered a million dollar one

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On July 24, 1715, from the port of Havana, the Indies Fleet He left for Spain. The holds of the ships kept treasures of incalculable value that the Spanish had collected in the ‘New World‘, but everything was cut short a few days later. On the 31st, a hurricane sank eleven of the twelve ships, and that treasure of hundreds or billions of euros was lost. But not forever, since we just found a part. And the big question is the same as always: now… what. In search of treasure. It is estimated that 1,500 sailors lost their lives, but it was also one of the events that triggered one of the golden ages of piracy in America. Among the riches there were chests with coins and silver ingots, silver chests, others loaded with jewels and precious stones, as well as pearls, emeralds, porcelain and ingots of both gold and silver. It is estimated that the burden would be equivalent to more than 400 million current dollars. Taking all this into account, it is no longer so strange to think that the Indies Fleet of 1715 was the objective of the treasure hunter of the time. The Spanish tried it first, who claimed to have found 80% of the treasure. The problem is that it is not clear that the amount was that and the news spread like wildfire, causing the pirates and privateers will carry out attacks trying get hold of the loot recovered. Coins on the beach. Some were successful, but much of the treasure was still somewhere in the waters of the Caribbean. A couple of centuries later, a retiree named Kip Wagner began finding Spanish coins near his home on the beaches of Florida. None were dated after 1715, so he began to wonder. His suspicions were confirmed when he found an 18th-century map detailing the sinking. He founded the Real Eight Company to search for the treasure, and eight NASA and Air Force divers recovered a couple thousand pieces in a single day. It was clear: the treasure of the Indies Fleet It was there. As usually happens in these cases, treasure hunting companies began to become interested, and the protagonist of this story is 1715 Fleet Queens Jewels. We have found it. They have exclusive “salvage” rights, so they are the only ones who can carry out inspections to recover the treasures and, in the summer of 2025, an expedition carried out the great advertisement: More than 1,000 silver reales and five gold coins minted in the Spanish colonies of Mexico, Peru and Bolivia had been recovered. Some are completely eroded, but many others preserve mint marks -inscription indicating where it was manufactured- and the date, so they have directly become a valuable historical testimony. It is estimated that they all come from the same chest of the dozens that sank that day and it is a unique discovery, since finding a handful of coins is common, but a thousand at once is something much more unique. A good loot. The value of what was found has been estimated at one million dollars, but beyond the coins, a royal lead seal with the impression of the king Philip II. There is still much more at the bottom of the ocean. Despite 70 years of systematic searching, it is estimated that there are at least three ships from the fleet that are still missing, being the next targets of 1715 Fleet. Who keeps it? Sal Guttuso is the company’s director of operations and comments that what was found is “a tangible link with the people who lived, worked and sailed during the Golden Age of the Spanish Empire”, but beyond the romanticism, the big question is who gets the treasure. As they have been found in Florida state waters, its legislation establishes that any treasure considered “abandoned” belongs to the state. However, if you do not want to take charge of the search efforts, Florida grants permits to qualified organizations for exploration and recovery. Thus, it establishes that “salvers” can retain 80% of the recovered artifacts, while the remaining 20% ​​are cleaned, documented and preserved in educational collections and public exhibitions. According to 1715 Treasure Fleet, after cataloging them, some pieces will be exhibited in local museums in Florida. The next thing is to see what happens with future expeditions… and if the Flota de Indias treasure ends up causing a international earthquake like that of the San José galleon. Images | 1715 Fleet (2) In Xataka | The Spanish galleon San José sank carrying 20 billion dollars. Mexico and Colombia are going to bring that treasure to light

110 years later we finally know what sank the ‘endurance’ in the Antarctic. The culprit was not the ice: it was much worse

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He Endurancethe legendary ship of Ernest Shackletonbecame a symbol of resistance and heroism after its sinking in the icy waters of the Weddell Sea in 1915. There began the myth, because during more than a centuryits end was wrapped in a halo of mystery, attributed to the lethal coup of the ice against its rudder. Now, science He has revealed That the truth was more complex and, in a way, disturbing: the ship was never prepared to survive. The myth and the truth. As we said, for more than a century, 110 years to be exact, Ernest Shackleton’s heroic story and his antarctic ice crew was accompanied by the conviction that the endurance was the wooden ship more robust of his timevictim of a fatal blow of the ice against his helm. However, Recent research They have dismantled that narrative. The thorough analysis of the wreck discovered in 2022 reveals that the ship I was convicted From the beginning: it was not a single impact that sank it, but the accumulation of compressive forces that crushed their weak structure and, very important in the final story, Shackleton I probably knew When he left for Weddell. The expedition trapped. Endurance sailed in 1914 with the ambitious plan of cross the Antarctica on footbut at the beginning of 1915 he was caught in a solid ice. For ten months the crew resisted on board until the pressures began to deform the ship. The covers were combined, the helmet vibrated with a crash and the newspapers of the sailors picked up the sound of the creak of the wood under huge forces. On October 27, 1915 Shackleton ordered to leave the shipand weeks later the helmet ended up sinking after a succession of pressure onslaught that started masts and opened the structure in two. Idealized cross sections of the first Antarctic ships. The endurance was of the type (a); The type Deutschland (B) Fortress with mud feet. Far from being the invulnerable ship of the legend, the endurance was born as a ship of Polar and Hunting Tourism of bears and morsas in the Arctic. Its design lacked the critical reinforcements to survive trapped in an icy sea: it had no diagonal beams that kept the bands of the helmet or racks that supported the machine room, its most fragile area. Over there, According to witnesses As the scientist Reginald James or Captain Frank Worsley, the iron plates combined and the soils bulging while the ice pressed incessantly. The Rudder and the keel departed, but they were not the cause but the consequence of that structural weakness. Pecio discovered in 2022 Shackleton knew it. It is one of the keys that light has seen now. The most revealing thing is that Shackleton I did not ignore Those defects. He had participated in rescues from other ships shattered by ice and advised the German Wilhelm Filchner reinforce with diagonal beams Your Deutschlandthat thus managed to survive eight months trapped. Even in a letter to his wife he admitted that the endurance was not as solid as The Nimrodthe ship of your previous expedition. Even so, He acquired it Without modifications, moved by the urgency of undertaking a colossal project in the midst of their debts, their personal failures and competition with other explorers for reaching Antarctic glory. The re -written history. He New study of Jukka Tuhkuri Disassemble the myth of the invulnerability of the endurance, showing that it was an inappropriate ship faced with a relentless environment. However, this finding does not decrease the figure of Shackleton, but it frames it With more realism: A leader who risked aware that the adventure could cost the ship, but that miraculously saved his entire crew. At a time when polar exploration was a jump of faith towards the unknown, the wreck of the endurance was not only the end of a ship, but the proof that even the stronger wood yields Before ice pressurewhile human will manages to survive where the technique fails. Shared destination. The truth is that the Endurance drama It was not an isolated episode. Decades earlier, in 1876, twelve American whales They sank in front of Alaska for lacking the necessary reinforcements against compressed ice, dragging with him the livelihood of hundreds of families. Something similar happened in 1903 with The Antarctica Swedish ship trapped and shattered in the Weddell Sea. And, in contrast, the case of Deutschland It demonstrates how simple modifications could make the difference between sinking and survival. If you want also, all these episodes draw a pattern: polar ice does not forgive improvisations or risk economies. Shackleton, with his leadership instinct, achieved what other captains They did not achieve: save all his men, although at the expense of expose them to sacrifice of a ship that had never had to face the brutality of the white continent. Image | Picryl, PicrylFalklands Maritime Heritage Trust In Xataka | More than a hundred years later, we have found the remains of Shackleton’s ‘endurance’ sunk in the Antarctic In Xataka | We have been trying to rescue the shipwrecked with the oldest computer in the world for 120 years. We just took a huge step

The straps in oil completely sank Stellantis’s reputation. But it wasn’t the only

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The Stellantis Puretch engines scandal still resonates in the industry. It is not for less, because hundreds of thousands of vehicles from the automobile group were affected, passing through everything A Front of Facts and Compensation that has completely broken the reputation of the company. However, it is worth mentioning that the wet distribution belt technology caused by Stellantis’s collapse It is not exclusive to the Franco-Toalian group: Ford and Volkswagen also used the damn belt bathed in oil, although with different consequences. Revolutionary technology, in theory. The story began with an apparently brilliant idea: eliminating the expensive maintenance of the distribution strap and creating a system that would last the useful life of the vehicle. The solution was a belt bathed in oil that, according to engineers, would reduce friction and increase durability to 240,000 kilometers. The oil should provide greater elasticity to rubber and protect the wear component. Status of the distribution strap of a Peugeot 3004 after 40,000 km. Image: OGS MEChanics Ford, the pioneer he rectified in time. The American brand It was the first to implement this technology Wet belt, even before EcoBoost engines reached the market. Ford installed the system inside the engine instead of using a traditional side box, but when the first problems began to appear, the company did not think twice. Without getting into large trouble or generating media scandals, he replaced the belt with a chain in its three -cylinder eco -ost engines with deactivation. Volkswagen’s strategy. The German group also adopted the wet strap, mainly in diesel engines such as the three cylinders 1.6 TDI and even in the 2.0 TDI. However, its implementation It was less risky: The wet belt did not drive the camshafts, but only the oil pump. This crucial technical difference explains why the consequences for Volkswagen have not been as devastating as Stellantis lives. Between the lines. The key difference is that Stellantis turned the wet strap into the main element of the distribution system, the person in charge of synchronizing the valve train. When it fails, the consequences are catastrophic, assuming breakdowns of several thousand euros that can leave the engine completely unusable. Ford and Volkswagen, on the other hand, limited their use to less critical functions or quickly rectified when they detected the first symptoms. Why the system failed. In trichylindrical engines, especially in urban use, fuel drops without burn are mixed with crankcase oil. This abrasive mixture prematurely degrades the belt, and the particles detached obstruct filters and ducts, causing insufficiency in oil pressure. Do not stop the fault in time can end up destroying the engine, so yes, The controversy was not in vain. The problem was magnified in Stellantis because the group was more optimistic than the rest to incorporate this technology. While Ford solved the problem with relative discretion and Volkswagen kept him under control (he would only miss that at that time he had another stumbling block like that of his diesel models), Stellantis has been involved in a scandal of gigantic proportions. Hundreds of thousands of vehicles with 1.0 and 1.2 Puretech engines manufactured between 2012 and 2023 have been called to review. The company has had to expand guarantees, create reimbursement systems and even change CEO, with Antonio Filosa under command after the dismissal of Carlos Tavares. How to know if your car is affected. If you have doubts about whether your car mounts chain or the problem tank bathing in oil that caused all this debacle, you can check the motor code. The 1.2 Puretch with chain (insurance) engines have “EB2lted” or “EB2LTEDH2” and are present in models such as Peugeot 408, Opel Frontera and Fiat 600. The problematic engines are mainly in Citroën C3 and C4, Peugeot 208, 308 and 3008, Opel Corsa and Mokka, and DS 3 and DS 7, manufactured between 2012 and 2023. Stellantis expanded the guarantees and guarantees and offers reimbursements for repairsbut the ideal would be for you to detect the failure in time to save a good disgust and claim to the manufacturer. Cover image | Cat Magazine In Xataka | “The first thing, lower the windows”: using the car air conditioning is no mystery. Use it well, yes

Take cars from China to Mexico. It sank with 3,000 vehicles on board after burning

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It was called Morning Midas. Sailed on May 26 From the Chinese port of Yantai with more than 3,000 vehicles on board and destination to the Mexican port of Lázaro Cárdenas. It never arrived. On June 23, after several weeks to drift for a fire on board, the freighter He sank into deep water From the North Pacific, more than 600 kilometers southwest of Adak, in Alaska. It disappeared in silenceleaving behind a trail of smoke, steel and cars that will never touch the mainland. The fire began on June 3. According to the United States Coast Guardthe smoke came from the roof where electric vehicles were. On board 22 crew members were traveling. Everyone managed to evacuate in time in a lifeboat and were rescued without injuries to the freighter Cosco Hellaswhich was in the area. A freighter that remained to the Mercer in the middle of the ocean For days, Morning Midas was drifting, still wrapped in smoke. Rescue teams worked alongside Zodiac Maritime – the British ship of the ship – to evaluate the situation and prepare a possible recovery. But he didn’t have time. The combination of structural damage, bad weather and water entry ended up sinking it more than 5,000 meters deep. The cargo was as valuable as revealing: 3,048 vehicles, including 70 electric and 681 hybrids, According to data updated by the Coast Guard After verifying the information with Zodiac Maritime. Each unit possibly already had an assigned destination: a dealer or a buyer. Now they rest at the bottom of the ocean, without any possibility of recovering them. Morning Midas The history of Morning Midas clearly illustrates the scope of maritime car transport, a global chain that we rarely see but holds the flow of millions of vehicles a year. It also remembers other recent episodes. In 2023, the Fremantle Highway freighter, with about 3,000 cars on board –including about 500 electric-,burned for days at the North Sea. A crew member died. The ship ended up being towed to a port after a week of uncontrolled fire. Morning Midas That case led to the Dutch authorities to demand urgent improvements in emergency protocols for this type of transport. Since then, the focus on the difficulty of containing fires into ships that transport cars has been made. Morning Midas Zodiac Maritime has deployed several ships equipped with Anticontamination systems To monitor the area. According to the Coast Guardno discharges have been detected to date, although the risk is still present: the ship He transported 1,530 tons of fuelulo of low sulfur content and another 350 marine diesel. Maritime car transport is a key piece of industrial gear. And while loading more than 3,000 units on the same ship may seem shocking, the truth is that today is almost common. Manufacturers such as ByD have begun to operate their own ships. One of them is already in service and can move up to 7,000 electric cars on a single trip. It has not yet been confirmed whether the fire aboard the Morning Midas is related to any of the electric vehicles he transported. What is clear is that this type of incidents occur in full electric car boom. Each route that is planned is part of a learning process. And even if we still have no answers, there is a question that resonates: are we safely transporting thousands of high voltage batteries per sea? Images | US Coast Guard (1, 2, 3, 4) In Xataka | The cars are getting bigger and the squares do not grow. There are those who have a solution: the parking ‘spine’

The diamond industry promised them happy with the jewels cultivated in the laboratory. Until prices sank

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Few things better symbolize luxury than a good diamond. They shine in the shop windows of the most exclusive miles in Paris, Milan or New York, in Hands of Hollywood actresses and in The watches of the most sought -after soccer players on the planet. However, they do not run good times for precious stones. Not at least if we talk about your price. A perfect storm in which intrinsic factors are mixed and alien to the sector has shame its price until it is left, according to Some analystsin minimums that were not seen so far from the century. The big question is … What can we expect now? Prices, falling. It doesn’t matter which source is consulted. They do not run Good times For diamonds. The maximum expression of luxury, the great symbol of opulence, has been seeing how its value slides through a slope that moves it away from the dimensions that reached between 2021 and 2022, when the sector lived a “Exceptional demand” in the US market thanks to couples who had postponed their commitments or weddings for COVID-19. A few days ago Barcharta financial data platform, shared A graph which reflects the descending curve that precious stones have drawn from 2022 to place in what the signature considers “its lowest level of the century.” He Price index Paul Zimnisky for raw diamonds also show a “puncture” from the pandemic, although without even minimal record. And the panorama is similar in the graphics of Diamondse either Princescopewhich reflect the lowest values ​​from at least 2008 for natural jemas. Click on the image to go to Tweet. What show the figures? That if we talk about quotes, the diamond industry has lived better years. In February Bloomberg calculated that in a matter of two years prices had fallen almost 50% in the case of raw diamonds and 35% in polished stones. More or less for the same dates The Guardian revealed that in stores natural diamonds cost 26% less than two years ago, a considerable fall but that pales compared to the accumulated since 2020 by the created in the laboratory. Citing A Tenoris, a firm that tracks the prices of diamonds in more than 2,000 US stores, the British newspaper I pointed that at the end of last year the average price of a natural diamond of a quilate marked $ 4,997. In May 2022 it exceeded 6,800 pounds. In the case of “artificial” diamonds, $ 3.410 had passed in January from 2020 to 892 at the end of 2024. In their graphics Pricescope and Diamondse They also show falls. A perfect storm. The big question arrived at this point is … why? What motivates that price drop? The reality is that there is no single answer, but a cocktail of them, a mixture of factors that have impacted the market. Analysts point to a Change in demand After the health crisis, when prices rose thanks to the increase in postpandemic sales. Others point out the “puncture” of weddings, especially in the US, which is equivalent to less alliances and commitment rings; or even The effects of the Ukraine War in the sector. Another factor that explains the collapse is the behavior of the Chinese market, crucial for the industry. In February Bloomberg estimated that its demand had been reduced by 50% from the pandemia. And not just that. Citing experts in the sector, the agency said that, on average, the retailers of the Asian giant were returning to the wholesale market of India between 30 and 40 million dollars each month in surpluses of polished diamonds. All this in an economic context challenging For Beijing. Natural vs “artificial”. If something has really influenced the world diamond industry, beyond that we get married more or less, the covid hangover or the fall in demand in China, is the appearance of a new product in the market: the “synthetic” diamondscultivated in the laboratory and that have marked a before and after in the sector. Instead of requiring Millions of years of formation, as is the case with the mined natural jemas, a “synthetic” stone can take shape in a laboratory in a record time: a few weeks or Even hours. “Synthetic” diamonds are not exactly new. Its origins can go back to the 50s. However, in recent times they have broken into the market for several reasons. One of them is that their origins are easier to track than those of the mined jemas, which has gone “More ethical”especially in the eyes of the Millenials. Also influence its appearance and price, which becomes 70% lower to the natural stones. “They are much bigger stones,” Comment a jeweler to The Guardian. “About two or three more times. In laboratory, three carats is normal, even four or five.” Its attractiveness has caught attention Even of jewelry brands and watches specialized in luxury, in some cases with welcome in the market that exceed expectations. Of course, not everyone thinks the same. “They are synthetic, a bulk created product, without history. The price will continue to fall,” Vaticin Another jeweler. Winning weight in the market. In 2023 Five days public A graph (supporting tenoris data and the billing of 1,300 retailers of the sector) that demonstrate the growing weight of the diamonds grown in a key segment of the market: that of the US commitment rings. If at the beginning of 2021 they represented only 3.5%, in the summer of 2023 that percentage was already approaching 18%. In February The Guardian He went further and assured that synthetic diamonds already supposed 45% of the bridal jewelry market. The problem is that this growing weight has come accompanied by another word that analysts also frequently repeat: Overproduction. The analyst Paul Zimnisky was warned in March in An interview with The New York Times: “We are seeing that a small group of very large producers in China and India are increasing production with faster and better processes, and every time they do … Read more

The San José Galeon sank in 1708 with a treasure of 20,000 million. A handful of coins has revealed its destiny

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Throughout the planet it is estimated that there are close to three million Of pecios, vessels that caught in their day and now rest at the bottom of the oceans, turned into sentences of marine life. This list is included from transatlantic as The Titanic to destroyers of World War II, abandoned boats or colonial caravels. Few arouse the interest of San Joséthe galleon sunk in 1708 off the coast of Colombia with the wineries full of gold, silver and gems, a treasure that some value in almost 20,000 million of dollars. His exact whereabouts was a mystery for centuries. Now Colombian archaeologists believe Having located it without a doubt thanks to a track that confirms the opulence of his treasure: the gold coins that he transported on board. A Milmillonario Treasury. In his day the San José was an imposing galeon, a large ship of 40 meters of length12 of manga, three masts and 64 cannons built in Guipúzcoa commissioned by King Carlos II. Your mission: work on the Indian fleet. Neither its power nor its dimension avoided however that the history of San José was brief. The ship ended up sinking from the coast of Colombia in June 1708, only a few years after its launch, beaten by the cannons of a squad of British privateers during the Battle of Barúin full war of Spanish succession. The most curious thing is that the legend of San José began just then, after its shipwreck. And the reason is simple: in addition to a crew formed by hundreds of sailors, the galleon loaded with gold, silver and gems, among other treasures. There is talk of a loot of 200 tons that today would reach a value of billions of dollars. Some estimates place it in 17,000 millionothers in more than 20,000. There are also those that reduce that calculation, but without leaving the land of the thousands of millionsan imposing treasure. And where is the San José? For centuries that was the great unknown. It was known that the wreck was In the Colombian Caribbeanbut … where exactly? What were your coordinates? In 1981 A company announced to hype and saucer having found the Galeon and allegedly delivered the information to the government in exchange for keeping a part of the treasure, but the story soon complicated. In 2015 The country’s authorities claimed to have located the remains of the Spanish ship in a different place, which tightened the disputes about who has the merit of the finding and (more importantly) the rights over the treasure. The big clue: the coins. Historical discoveries often depend on small details. And underwater archeology is no exception. Although experts have been convinced that the vestiges resting in front of the Colombian coast are the remains of San José, a New research published in Antiquity He has just reaffirmed the identity of the wreck. And in a fairly peculiar way: analyzing the gold coins located in the underwater deposit, at approximately 600 meters deep To get it a Colombian team undertook Between 2022 and 2024 Several expeditions focused on the remains of the wreck. He did it With the help of a rova non -manned submarine vehicle that allowed experts to obtain high resolution photos of the coins that rest on the site. Thanks to techniques such as The photogrammetry They were also able to draw a three -dimensional reconstruction of the wreck and several models and digital replicas of the environment. And what did they discover? They found Macuquinashand coined coins and that were used for more than two centuries in the trade of the Americas. With the help of high resolution photos taken in situ – the Colombian Institute of Anthropology and History assures That no object object was extracted – experts discovered that the pieces have an average diameter of 32.5 mm, weigh 27 grams and are coined with revealing designs. On the obverse, the coins show a variant of The Jerusalem Cross (A large cross with four smaller) next to a shield with castles and lions, symbol of Castilla y León. On the back they carry the Hercules crowned columns On waves, which relates the pieces to the Lima Mint. Squeezing clues. They are not the only clues identified by archaeologists, who have identified a “L” that seems to refer to Lima, an “8” that shows the value of the currency and an “H” related to the brand of Francisco de Hurtadohe Major trial of Indies in 1707. In the central part of the coins the legend “PVA”, “Plus Ultra” is also appreciated, a wink to the maritime expansion of the Spanish monarchy. The information is completed with three digits (707) located at the bottom of the pillars, a reference to the year in which the coins were coined: 1707, just before the San José sink into the Caribbean. Why is it important? Because all these data are clues that help to better understand the site and the circumstances in which the galleon that rests there. “Unraveling the characteristics of the currencies helps to determine the age and origin of the wreck”, collect the article. “First, it establishes a temporal frame: the sinking had to occur after 1707. This, along with other tests, such as the presence of Chinese porcelain Kangxi And inscriptions in the cannons dating from 1665, suggests that the ship sank at the beginning of the XVIII. “ “Corroborate identification”. The coins also give clues on the route that must have followed the sunken galleon. “In the Viceroyalty of Peru, several gold mines were registered, mainly in Puno and Huamanga. It is likely that the material to coined the coins would be obtained from these mines and processed in the house of La Moneda de Lima, which resumed operations in 1683 and began to coined gold in 1696,” Experts reveal In your study. All those evidence, added to what historians already know about colonial history, leads them to A resounding conclusion: “The set of tests corroborates … Read more

North Korea threw his “greatest war boat,” he sank instantly and now he is trying to recover it with … balloons

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Last week a relevant event occurred in North Korea. The nation presented in society a destroyer who was going to become the largest warship in the nation, and for this he had announced the bombing and dish with all kinds of political representations. However, just touching water, The ship sank and ended sideways. Kim Jong-un did not come out of his astonishment and promised fix the ship In the short term. The space is showing that they are trying, although with mixed results. Balloon hypothesis. Satellite images over the weekend revealed the appearance of a kind of balloons Around the ship. South Korean and Western experts have speculated that these balloons could have various functions: Avoid new water leaks, prevent recognition from drones or relieve the weight that fell on the still stranded part on the dock. The objects have a form reminiscent of small airships or aerostatos, and some seemed to be equipped with stabilizing fins. Although traditional flotation structures such as those used by the United States (for example, air cameras under the helmet) were not detected, analysts believed that North Korean technical resources limit the options of rescue available. The position of the ship then, embedded between earth and sea, further aggravated the technical challenge, since any attempt to straighten it could fracture the keel and condemn the ship to its total scratch. Precarious advance. With this week’s entrance the satellite images captured by Planet Labs showed a great change. The North Korean frigate of Choi-Hyun class seems Finally straightened and now floated on its own in the port of Chongjin. This advance represented a modest achievement after public embarrassment that the accident for Kim Jong Un, who personally witnessed the disaster. Although Pyongyang had initially affirmed that the damage was minor and that the repair would take “About ten days”the complexity of the situation, the lack of adequate facilities and the little transparency of the regime generate doubts about the true state of the ship. Beyond Parallel and 38 North have confirmed that They have been completed the first rescue operationsbut they warn that it is still A long way to go before the frigate can be considered restored or ready for incorporation into the fleet. Technical details and limitations. The most recent image shows the boat (about 5,000 tons of displacement) floating in the center of the port, surrounded by other auxiliaries and with what they seem to be, again, rescue balloons and temporary ramps around them. Although the ship has recovered a vertical position, it presents a slight inclination towards port, indicating that it still water is being pumped and stabilizing the structure. They have not been able to accurately evaluate the damage to the helmet due to the limited resolution of the images, but experts Like Jennifer Junof the CSIS, insist that continuous monitoring will be key to assess Real progress of the works. Since the Hambuk shipyard in Chongjin does not have a functional dry dock, it is possible that the ship should be transferred to another installation if severe structural damage is confirmed, something that cannot be discarded yet. Political pressure and propaganda. What’s doubt, the political pressure imposed by Kim Jong una (who ordered that the ship was repaired before the next plenary session of the Central Committee at the end of June) has added an almost theatrical emergency component to recovery efforts. However, both analysts and South Korean military sources consider extremely unlikely that this period can be fulfilled. The reason? The lack of a Public Evaluation credible the state of the ship and the insistence of the regime to project efficiency at all costs contrast with the visible evidence: blue canvases covering damaged sections and the suspicion of internal deformations in the keel, which could inevitably compromise the integrity of the helmet. A touched symbol. As we countthe injured frigate is the second unit of its class, after the launch of the Choi Hyon in Apriland represents the most ambitious attempt of North Korea of ​​modernizing its naval power. Equipped with multiple weapons systems, these vessels are intended to be a symbolic response to the naval presence of South Korea and the United States in the region. However, the failure of the launch and the improvised rescue works have exposed the technical and logistics limitations of the country. As now He pointed 38 Norththe ruling was probably due to a malfunction of the launch mechanismwhich left the helmet trapped by the bow on the ground while the stern rushed into the water. The result was a stranded vessel in A highly unstable anglethe worst possible scenario for any naval rescue operation. Uncertain end. In summary, and although the regime can proclaim having made an advance by having put the frigate again afloat, the operational reality seems Much more uncertain. The lack of visual evidence of the state of the helmet, the absence of a suitable dry dock and the political pressure For fulfilling unreal terms they draw a panorama in which the ship could end up being more useful as a propaganda symbol than as a functional element of the North Korean navy. At the moment, the ship remains in a floating limbo: straightened, or almost, and without being operational. And above all, exposed to International viewdespite all attempts for cover Its rugged story and progress. Image | Sentinel-2, CSIS/BEYOND PARALLEL/MAXAR In Xataka | The ridiculous premiere of the “Greater War Ship” of North Korea has a great suspect: Kim Jong-un In Xataka | North Korea has been sending armament for months to Russia. In return, Russia is giving him what longs for her: a functional army

Between 1946 and 1990, Europe sank 200,000 radioactive barrels in the Atlantic Ocean. France prepares to recover them

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France will undertake this month of June a mission to map and study the state of the more than 200,000 drums with radioactive material that several European countries sank at the bottom of the sea. The objective: evaluate their environmental impact and study if it is viable to recover them. A practice today unthinkable. For more than four decades, between 1946 and 1990, the norm for several European countries was to pour radioactive waste of very low activity in the oceanic depths. More than 200,000 barrels loaded with gloves, laboratory materials and nuclear samples were sunk in the northeast Atlantic abyssal plains, more than 4,000 meters under the surface of the oceanan internationally prohibited custom by the 1993 London Convention. Better late than never. Although a good part of the radioactivity has disappeared thanks to the short half-life of the CESIO-134 or iron-55 isotopes, so far there has been no state-level effort to recover them. The National Center for Scientific Research in France (CNRS) will be launched at the middle of June With the nodssum missionwhich does not have as its immediate objective the recovery of the 200,000 barrels (a task of titanic proportions), but an exhaustive analysis of the containers, the behavior of the radionuces in the deep ocean and their interaction with the marine ecosystems to make a decision on which one to recover and how to recover them. A robot submarine and fishing networks. The Nodssum project will take place in two major campaigns. The first phase will be a recognition mission that will sail on June 15 and will run until July 11. The protagonist will be the ULYX Submarine Autonomous Robot of the French oceanographic fleet, capable of descending up to 6,000 meters. In its first scientific dives, Ulyx will navigate about 70 meters above the seabed to map with a high resolution Sónar the main discharge zone and identify the location of barrels. Then, it will approach up to 10 meters to photograph them. This phase also includes the initial shot of water samples, sediments and fauna, but without approaching the drums. Scientists will use nasas to capture fish and crustaceans with which to determine the effect of waste on marine life. The barrels will not move until 2026. Taking advantage of the data collected in the first phase, the second mission will use a robot with remotely operated arms, Victor or Nautile, to directly observe the barrels and take samples around it for a more detailed analysis. These data will be those used to determine if necessary, and feasible, selective recovery operations in the future. Security will be the axis of the entire project, which includes a robust radioprotection protocol supervised by the France Nuclear Safety Agency. In addition to amending past errors, the mission will be a unique opportunity to measure the long -term consequences of storing at the bottom of the Atlantic Ocean hundreds of thousands of radioactive waste. Image | CNRS, Greenpeace (1978) In Xataka | Thus, radioactive waste is “buried”: how are nuclear cemeteries inside

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