sea

Five years ago, Venice spent more than 5 billion on a system of barriers against the sea. Now look for a plan B

by

There was a time when Venice looked at the Adriatic with ambition. The sea not only shaped the city, permeating its DNA, it also propelled it until it became a naval power who fought for dominance of the Mediterranean. Today things are different. The Serennissima (turned into tourist power) observes with increasing concern the coming and going of the tides, the same ones that in 2019 submerged it under 187 cm of water, flooding 80% of the city. The reason is very simple. Everything indicates that the multimillion-dollar system that Venice was equipped with a few years ago to protect itself from the threat of high water It won’t take long for it to become obsolete. And it is not very clear what the alternative is. One figure: 18. The threat of flooding is not new in Venice. In fact, one of the worst in memory was suffered six decades ago, in November 1966when an intense storm caused the water to reach 194 cm, flooding much of the city. However, experts have been detecting worrying signs for some time. It is not just that Venice sink or the sea level rising (which too). There are increasingly clear signs that suggest that floods will become more frequent in the future. Recently, a group of researchers dedicated themselves to analyzing the “extreme” episodes suffered by the city, those in which 60% of its surface was flooded. Throughout the last century and a half, it counted 28 incidents of those characteristics. The surprising thing is that the vast majority of them (18) were concentrated during the last 23 years. One measurement: 0.42 m. Today more than half of Venice is alone between 80 and 120 cm above the average sea level and projections show that this scenario will soon worsen: in the best of cases, if we manage to drastically reduce our polluting emissions, the sea will rise 0.42m by 2100. In the worst case, it will be 1.8 m, which would greatly complicate the outlook for the Serennissima. In fact, now the high tide already leaves St. Mark’s Square only 30 cm above the water level. One name: Mose. Aware of how much is at stake in Venice, the Italian Government has long been looking for a way to protect itself from floods. The result was Mose (experimental elettromechanical module)a system made up of four barriers and 78 independent mobile gates that allow authorities to protect the Venetian lagoon from what is known as high watertides that flood the city. The objective: to temporarily isolate the Adriatic lagoon and thus protect Venice from the most dangerous tides. To achieve this, the barriers were strategically installed in the inlets of Lido, Malamocco and Chioggia. Each gate also measures 20m wide and between 18.6 and 29.6 m long. An investment: 5,000 million. It is said that the project mobilized an investment of more than 5.5 billion of euros (its execution was marred by corruption). Its work began in 2003 and after several delays it carried out a first test in October 2020, in an event led by the then Prime Minister Giuseppe Conte. A year earlier, Venice had suffered a of the worst floods that are remembered, during which the water reached 187 cm, flooding part of the entrance to the Basilica of Saint Mark. An indicator: frequency. The problem is that the authorities are turning to Mose much more often than expected. EuroWeekly assures that in less than a month, between January 28 and February 19, the system was activated 30 times. Other media report that since their inauguration at the end of 2020, the barriers have saved Venice from flooding in 154 occasions. The problem is that the use of Mose does not come free to the region, neither in economic terms nor on a social and environmental level. Setting up the enormous Mose floodgates has a direct cost, but it also has another indirect cost: by isolating the lagoon, the system alters, for example, the activity of the port sector and interrupts maritime traffic with the port of Marghera. Guardian points out that pressing Mose’s button has an economic impact of more than 200,000 euros for Venice. For this year’s Carnival alone the total bill would be around five million euros. An extra concern: the lagoon. Not everything is measured in operational cost, maritime traffic and economic impact. Altering the tides in the area also has an impact on its ecosystem and that is something that worries experts like Andrea Rinaldo, from the scientific committee of the Lagoon Authority. Especially if two fundamental data are taken into account: first, the frequency of use in recent years; second, the forecasts for sea level rise. “With one more meter, the Mose barriers would have to be closed an average of 200 times a year, which means that they would practically always be blocked,” explains Roinaldo. “When this happens, the lagoon loses its function as a transitional environment. It would become a pond.” A victim: the lagoon itself. As explains GuardianBy blocking the flow of water, the barriers encourage the growth of algae. The problem is that when these die and decompose they directly affect the quality of the water and the rest of the flora and fauna. Does that mean Mose was a mistake? Rinaldo thinks not. The changes are simply happening much faster than engineers expected, forcing authorities and technicians to think about the future in the medium and long term. At the end of the day, if Mose taught anything, it is that projects of his importance are not approved and executed overnight. One question: What to do? The great unknown. Those responsible for Mose are looking for ways to reduce its impact, but it is not an easy decision. Among other things because the Venetians themselves have become accustomed to the barriers and gates coming into operation at the slightest risk, points out Giovanni Zaroti, one of the system technicians. Rinaldo mentions the possibility of launching an international call … Read more

China has understood better than anyone where the space launch bottleneck is. Your solution: the sea

by

On April 18, China will launch a space rocket from open waters for the first time. The Dong Fang Hang Tian Gang vessel has been modified to function as a launch platform, minimizing many of the problems that terrestrial platforms currently represent. The facts. This aquatic launch platform is a vessel that measures 162 meters long and 40 meters wide. The Jielong-3 rocket will be on board31 meters, designed by the Chinese Academy of Launch Vehicle Technology for commercial flights. It will be launched from the South China Sea, marking the first time a launch has been carried out from open waters. If all goes well, China’s goal is to make it far from the last time. A huge waiting list. China has decided to launch rockets from the sea to address various problems. The first, without a doubt, is the saturation to which conventional launch platforms are currently exposed. The rise of the satellite industry, both for telecommunications as with other crazier purposeshas led to more and more launches scheduled on all launch platforms around the world. As a result, each new release must go onto a long waiting list, which can get complicated when you consider that there is usually only a few days’ release window available. It’s cheaper. Another advantage of aquatic launch pads is that they are very easy to build. To build one on dry land it is necessary to acquire a large amount of land and install all the necessary infrastructure. The result is not only complex. It is also very expensive. In the sea, on the other hand, a platform adapted to the immensity of the ocean is enough. Also safer. On the other hand, these types of offshore launch platforms are much safer than land-based ones for several reasons. To begin with, methane is increasingly being used as fuel. It is very powerful, but also very explosive. Therefore, large safety zones must be established around the launch pad. This is vital in case of an accidental explosion. In the ocean, however, it is not necessary. On the other hand, space launches cause great noise pollution for surrounding populations. If we add to all this that they could suffer the risk of falling parts, the truth is that living near a launch pad is not almost anyone’s dream. All of them are problems that are solved by launching rockets in the middle of the ocean. If there are accidents, the pieces must be removed to avoid contamination, but at least there are no populated areas that are at risk. The rocket to be launched will be a Jielong 3 Proximity to the equator. As a bonus, the ability to move barges wherever needed makes it easier for the Chinese Academy of Sciences to take its launches closer to the equator than land enclaves allow. This is very advantageous, since at this point the benefit of the Earth’s rotation can be maximized, giving greater momentum during launch. It’s not the first time, but there is a nuance. Actually, China has already launched rockets from water platforms in the past. A good example of this is Ceres-1S, which even used the same boat. Gravity-1 was also launched from a cliff. However, there is a difference. While Jielong-3 will be launched from open waters, Ceres-1 and Gravity-1 were launched near the coast, with logistics controlled from land and some of the same drawbacks that a land launch would have. A launch from open water, far from the coast, is another step forward. China continues to advance. In recent years, China has been positioning itself as a major space power. Just look at the progress it has made in lunar exploration. His plan to take humans to the Moon advanceswhile that of NASA does not stop finding impediments. Furthermore, its space station, Tiangong, continues receiving astronauts at a good pace, robotic exploration of Mars It is quite advanced and even They have found in Europe a great partner to explore solar inclemencies. Having an aquatic platform that gives agility to your throws can be another big step forward. Images | Freepik | China News Service In Xataka | China has the Moon between its eyebrows: it has now created the first chemical map of the hidden face

China is building a tunnel under the sea for its high speed. It has already reached a record depth

by

Under the seabed, dozens of meters deep, there is a work that is progressing with a minimal margin of error. It cannot be seen from the surface, but it is part of a railway infrastructure key in southern China. According to CGTNthe country has reached a new milestone in the construction of a high-speed underwater tunnel: the excavation has already reached 113 meters under the seabed. The figure is not minor, because it places the work at a point where the geological conditions and water pressure significantly increase the technical difficulty. This advance is part of a much larger infrastructure that is taking shape in the south of the country. The 116-kilometer Shenzhen-Jiangmen high-speed line is designed to connect both cities in less than an hour, integrating into the rail corridor that runs along the Chinese coast. In this way, the project has entered a particularly demanding phase, in which the tunnel under the Pearl River estuary becomes one of the most technically complex points of the entire work. A section under the sea that concentrates the greatest technical challenge At the center of this phase of the project is the underwater infrastructure that requires refinement of each step. To execute it, the work relies on a large diameter tunnel boring machine developed in China. The machine, known as “Shenjiang-1”, has kept the excavation going continuously, even during festive periods such as Qingming. It not only drills the ground, it also allows progress while the interior lining of the tunnel is being built, a system that seeks to gain efficiency in one of the most delicate points of the route. From there, the challenge stops being just mechanical and becomes conditioned by the terrain. The TBM must traverse 13 different strata, with five types of composite geology and six fault zones along the route. These types of conditions force the operation to be constantly adjusted, because each layer can respond differently to the excavation. In this context, moving forward does not depend solely on the power of the machinery, but also on maintaining control in a challenging environment. Added to this complexity of the terrain is a less visible, but equally determining factor: the pressure of the water at those depths. The tunnel is planned to reach a maximum of 116 meters below the seabeda level at which hydraulic conditions become especially demanding for the machinery and the structure itself. To operate in this environment, the system uses a sludge circuit that fulfills a double function: on the one hand, it reduces friction at the excavation face and, on the other, it transports the extracted material to the surface, where it is separated and reused in the process. While the machine advances, the tunnel is not far behind. Just behind the excavation face, the teams are assembling the prefabricated concrete segments that form the interior lining. Each one measures around two meters wide and nine are needed to complete a ring in a structure that exceeds 13 meters in diameter. This system allows excavation and construction to progress at the same time, reducing time and helping to maintain the pace of execution. The magnitude of this work is better understood when put into perspective. Official information indicates that this section extends over 13.69 kilometers and crosses several waterways at the mouth of the river, located between Dongguan and Guangzhou. It is a key piece within a line designed to improve the connection in the Guangdong-Hong Kong-Macao Greater Bay Area. Beyond the depth already achieved, the project seeks to strengthen regional connectivity and support economic integration in one of the most active areas of the country. Images | CGTN In Xataka | Singapore is literally coming into its own: reclaiming 25% of land from the sea and turning wastewater into drinking water

Do you think we’ve had a cold winter? Arctic sea ice has things to tell you

by

It’s easy to look out the window on a January morning, see the frost on the car, feel the icy wind on your face and think: “What a winter we’re having.” Our perception of the weather is often terribly local; However, while we shelter ourselves to combat the seasonal coldthe global thermometer tells a very different story. And if we want to know how “cold” this winter has really been, the best place to ask is not our street, but the top of the world, that is, the Arctic. A technical tie. Every year, during the dark and frigid months of the northern winter, the Arctic Ocean freezes, expanding its ice sheet until it reaches its maximum annual extent. Something that normally occurs between February and March. but this year control data of this ice expansion have pointed out that the winter limit of Arctic sea ice was reached on March 15, 2026 with an extension that reached 14.29 million square kilometers. This is a number that in isolation may seem like a large amount of ice has formed, but the reality is that 2026 has tied statistically with the historical minimum recorded in 2025. It’s a problem. Although this year’s extent is nominally lower by just 0.02 million km² compared to last year, the NSIDC considers any fluctuation within a margin of 40,000 km² a “technical tie”. In other words: we have never had two winters with so little ice in the Arctic since satellite records have existed since 1979. It’s a problem. To understand why we should worry, we have to look back. Here climatologists usually use the average of the period 1981-2010 as a base reference, and if we compare the maximum of 2026 with that historical average, the reality is that we are missing a piece of ice the size of 1.3 million square kilometers. We are talking about a reduction of between 8% and 10% of the frozen surface, and to put it in perspective, it is as if a block of ice equivalent to the surface of Spain, France and Germany combined had disappeared. Something that confirms a trend that already points to a loss of this maximum limit of 12% per decade since the end of the 70s, since the ice is not recovering, but is systematically retreating. It’s not just quantity. The drama of the Arctic is not only read in two dimensions, but also in three, since thickness is essential in this situation. And to measure it the mission comes into play ICESat-2 from NASA, which has already ‘seen’ how much of the current ice, especially in the Barents Sea and the Sea of ​​Okhotsk, It’s much finer than in past decades. Thinner ice is bad news, since it means it is much more fragile and fractures sooner in spring storms and, more critically, melts much faster in summer. Its consequences. This last point is fundamental, since seeing how the winter maximum falls is bad news, since the structural weakness of that ice guarantees that, when summer arrives, the thaw will be more aggressive. And if we continue advancing in this chain of events, we find in the end that the dark ocean will be able to absorb a greater amount of solar heat, which will heat the waters even more and make it difficult for ice to form in the following winter. In the end we are seeing a textbook vicious cycle. Images | Cassie Matias In Xataka | China has turned the Arctic into its own “Panama Canal.” And that explains the US obsession with Greenland

CATL is the largest battery manufacturer in the world and has a new goal: electrify the entire sea

by

CATL, the Chinese giant that dominates the global battery market for electric vehicles, it has become entrenched to move towards a new front: the electrification of maritime transport. It makes more sense than it seems, but it is still a great technical challenge. Although the company is not caught by surprise. Below these lines we tell you all the details. What you are already doing. The company, which controls 37% of the global market for batteries for electric cars and 22% of the energy storage market in electrical networks and data centers, has been working in the naval sector since 2017. It has so far deployed its battery systems on about 900 vessels, although mainly on small ships operating near the Chinese coast, in ports or on rivers. Its subsidiary dedicated specifically to powering ships already exists, and this year it plans to more than double the team’s staff, reaching around 500 people, according to confirmed Su Yi, the head of that division, told the Financial Times. Why now. As the media shares, the maritime sector is responsible for 3% of global carbon emissions, and the International Maritime Organization has set itself a goal halve those emissions by 2050. But there is another more recent catalyst that has made many companies reconsider: the recent escalation of war between the United States and Israel against Iran and the temporary closure of the Strait of Hormuz. The war in the Middle East has once again highlighted the fragility of energy supply chains and CATL has a good margin of maneuver there. According to counted To FT Neil Beveridge, an analyst at Bernstein specializing in energy in China, the long-term consequence of this type of situation will be an acceleration of the “global mega-migrant towards electrification.” CATL shares on the Shenzhen stock exchange have risen about 13% since the conflict with Iran broke out. The challenges. Electrifying boats is not like electrifying cars, up to this point I think we are all clear. But seriously, batteries have a much lower energy density than traditional fuels, making them impractical for long-distance ocean crossings. The middle shared the study by the Mærsk Mc-Kinney Møller Center for Zero Carbon Navigation, in which they concluded that the most promising approach in the short term is hybrid: combining electric propulsion with combustion engines. Added to this are extra risks that come from the marine environment itself: greater exposure to humidity and salinity, much more difficult evacuation conditions in the event of a fire, and the need for more demanding maintenance than in any car. Replicate the truck business model. CATL does not want to limit itself to selling batteries, as it wants to build an entire infrastructure around it, just as share in FT. It already operates in China a network of battery exchange points for trucks on highways, and now intends to take that same model to the sea. The idea is that ship operators can change their batteries in port without having to charge them, which would also eliminate that cost from the ship’s acquisition price. The company is working with municipalities and ports to develop this ecosystem from scratch; Cities like Guangzhou, one of China’s major shipbuilding centers, already offer subsidies for electric-powered vessels, according to share the middle. A personal story. There is a rather curious detail in all this. And just as account FT, Robin Zeng, founder of CATL, studied marine engineering at university before switching to electronics. “Naval engineering was his original discipline and passion,” Su Yi explained to the outlet. It has its advantages, because over time this discipline could end up becoming the next great industrial transformation of your company. Financial muscle. CATL closed 2025 with a net profit of 72.2 billion yuan (about 10.4 billion dollars), 42% more than the previous year, driven mainly by demand for energy storage. From this position of financial strength, the company has the muscle to invest long-term in a sector where margins are still uncertain. We’ll see how the company ends up doing. Cover image | Wikipedia and Elias In Xataka | In 2022, Europe forced energy companies to swallow the cost of the gas crisis. Now she’s willing to do the same.

has reclaimed 25% of land from the sea and converts wastewater into drinking water

by

There is a country in the world that, when it runs out of space, manufactures more. And when it doesn’t have water, it recycles it infinitely. It’s not science fiction: it’s Singapore, a city-state that surpasses the six million inhabitants concentrated on an island that was barely 580 square kilometers and that today it occupies 736 square kilometers. A growth of almost 25% in just over half a century. It is not ambition, but necessity: it does not have enough land or its own rivers or aquifers, so it has had to cook everything for itself. Since its independence from the United Kingdom, it has not only increased its surface area: it has also built one of the most sophisticated water management systems on the planet, capable of converting wastewater into drinking water. of superior quality to standards of the World Health Organization. Singapore’s territorial resilience. Singapore has understood that its land and water (scarcity) problems are not independent, so it is solving them jointly and in a long-term plan (its sewage system is literally designed to last 100 years). It is the urban resilience applied to territorial development in its maximum expression, that is, the capacity of a territory to face climate, demographic and economic change through its infrastructure. A concept promoted by organizations such as the United Nations Office for Disaster Risk Reduction of which Singapore is today the most advanced student. A living laboratory in real time. If those southern geometric shapes don’t seem natural, it’s because they aren’t. Google Earth Context. The quick response to why is Singapore doing all this? It is because it lacks land and water, but reality is based on three essential axes that invite urgency: Geography. Singapore is a small island (more than New York) with a brutal population density, it does not have mountains that function as a natural reservoir or large rivers or aquifers. The rain is abundantbut collecting it in such a small field is a challenge. Strategic dependence. Historically, it has imported water from Malaysia through different agreements (the last one expires in 2061) but that represents a strategic vulnerability of the first order. Also they have imported sand from neighboring countries such as Indonesia, Vietnam and Cambodia. Climate change. Singapore is especially vulnerable to the threat of sea level rise as 30% of the territory is less than 5 meters above mean sea level. How to gain land. We enter first-class public works engineering. The traditional method consists of dredging sand from the seabed, transporting it to where it is required and filling the hole. The problem is that Singapore has run out of sand to dredge and no countries to sell it to it. As own governmentcountries such as Malaysia, Indonesia and Malaysia have banned sand exports to Singapore over the years citing environmental reasons. The second method is the dutch poldera construction that consists of setting up a dam to gain land, so that the water is then pumped outside and the soil is kept dry permanently with a drainage and pumping system, so that the land created remains below sea level. Less sand is needed, but it requires sophisticated and permanent hydraulic engineering. In any case, gaining land is increasingly expensive, complex and more delicate from an environmental point of view. Polder operation diagram. Dutch Water Sector Megaprojects to gain land. It is enough to look at a satellite map of the south of the country to see geometric shapes that do not exist in nature and that are geographical proof of their projects. And more specifically, a glimpse of some of the most impressive: Pulau Tekong. The best example of a polder is this project started in 2008 and completed in September 2025 from the hand of the Dutch Deltaresinvolved the recovery of 810 hectares of land located 1.2 meters below sea level. Jurong Island It is today a petrochemical hub, an industrial estate that was born from the merger of seven islands: Pulau Merlimau, Pulau Ayer Chawan, Pulau Ayer Merbau, Pulau Seraya, Pulau Sakra, Pulau Pesek and Pulau Pesek Kecil. Long Island It is his most ambitious and futuristic project. It will join three strips of land in the east (from Marina East to Tanah Merah) to gain 20 kilometers of coastline and about 800 hectares. How to gain water. Singapore’s water strategy is an absolute global benchmark and is carried out by the National Water Agency. Its strategy is articulated around four sources of supply (its four national taps): water from the local basin, imported water, desalination and NE water (from NEWater). The idea is simple but effective: diversify supply sources as much as possible so that, no matter what happens, the city’s supply is not compromised. And that no drop of water leaves the cycle without being reused. The first two consist of the local capture of rainwater in its network of 17 reservoirs and the agreement with the State of Johor (Malaysia), which began in 1962 and expires in 2061. For desalination they use reverse osmosis through membranes and have five plants in operation. But he tap More interesting is the NEWater, capable of covering 40% of the total demand of the country. How do they do it? With a three-stage treatment consisting of microfiltration, reverse osmosis and disinfection. The resulting water is so pure that it is used for industrial and cooling purposes. Megaprojects to gain water. Although we have already outlined the main lines of Singapore’s water strategy, there are truly impressive specific projects: DTSS (the deep tunnel sewage system): is a huge underground network for wastewater management 206 km long that is centralized in three recovery plants in Changi, Kranji and Tuas. The recovered wastewater is what is then passed to NEWater. Marina Barrage. A project that serves to get an idea of ​​the Singapore mentality: it is a reservoir built in the center of the city thanks to a 350-meter dam. It combines three functions: producing drinking water, keeping possible floods at bay … Read more

resort to the waves of the sea

by

If we take a look at the weight of renewable energies in energy generation (for example, in Europe), we are going to find that some, such as wind and solar, are the ones that call the shots while others have a testimonial contribution: this is the case of wave drivebetter known as wave energy. Yes, the resource is there to take advantage of (and in some places like the Cantabrian coast to give and give away), but it is one thing to surf and another to obtain energy. Because the waves that reach the buoy this morning have nothing to do with those that do so in the afternoon: another height, another rhythm, another direction… it is part of the charm of surfing but it is also a nightmare to get electricity. The wave works, but it is unpredictable and not constant, which reduces efficiency. So Takahito Iida, a researcher at the Department of Naval Architecture and Ocean Engineering at Osaka University, has come up with a solution to that problem that he has published in the Journal of Fluid Mechanics: a rotating steering wheel. The invention. The device is called GWEC (Gyroscopic Wave Energy Converter). The idea in essence is a rotating flywheel inside a floating buoy that allows you to extract maximum energy from the waves regardless of their frequency. It does not follow the movement of the waves, but rather converts it into a perpendicular rotation that drives a generator. The trick is to adjust the rotation speed of the steering wheel in real time: this way the system adapts to the sea instead of waiting for the sea to adapt to the ideal conditions of the device. Why is it important. Because wave energy continues to be the eternal promise of energy and the oceans They cover 71% of the Earthaccumulating a large amount of energy. All previous systems failed in something: they are optimized for the resonant frequency, a single and specific one. At that moment it reaches its maximum efficiency of 50%, the maximum that physics allows. Iida’s GWEC is capable of maintaining it across the entire frequency band. Context. The time to publish the paper could not be better: the price of oil exceeds 100 dollars the barrel and Japan 95% matters its own in the Middle East, so the search for alternatives is urgent. The basic idea is not new, the novelty is knowing how to control it so that it performs at its maximum regardless of the sea. In fact, the concept was patented in 1981 by engineers Laithwaite and Salter and prototypes have been tested since then in Japan, Spain and Italy. What no one had done until now is a complete theoretical analysis that explains how to “tune” the system in any wave condition. How do you do it. Iida develops for the first time the complete equations of the entire system, including the waves, the platform and the gyroscope, and also identifies the optimal control parameters (the stiffness of the generator, its damping and the speed of the flywheel). Likewise, it shows that with the system well adjusted, the system can reach the theoretical physical limit of energy absorption: exactly half of the energy carried by each wave. Why half? A wave arriving at a symmetrical body is divided equally between symmetrical and asymmetrical components. A device with only one type of movement can only capture the asymmetric component. Be careful, it’s not that more can’t be absorbed, but it would be necessary to have asymmetric geometries (such as the salter duck) or more complex systems. Yes, but. Iida has tested his device and equations on a laboratory scale, where practice has been adjusted to theory, but it is still a device under controlled conditions. The declared next step is tests with a physical model in the wave channel of Osaka University Additionally, there are other limitations such as it only works with small waves (if the waves grow, the physics is no longer linear), which reduces its efficiency. The author is clear: the valid range of the amplitude is too small for real use. Similarly, mechanical losses have not yet been quantified. In Xataka | Something is happening in the oceans for which we have no convincing explanation: the waves are disappearing In Xataka | When an earthquake hit Kamchatka, tens of thousands of people in Japan did the same: climb onto the roofs Cover | Jeremy Bishop and David Edelstein

It turns out that there is a Soviet submarine at the bottom of the Norwegian Sea releasing radiation for 40 years

by

On April 7, 1989, the Soviet nuclear submarine K-278 Komsomolets sank in the Norwegian Sea after an uncontrolled fire fruit probably short circuit in the electrical panels of compartment 7, which led to a massive and uncontrollable deflagration because the atmosphere was critically enriched with oxygen due to failures in the air regeneration system. Of the 69 people on board, only 27 survived. It wasn’t just any submarine: it had a double titanium helmet that allowed him descend to unreachable depths for his rivals of the time. Its cutting-edge technology hid a dangerous core: a nuclear reactor and two plutonium warheads that have since lain at the bottom of the sea, 180 kilometers southwest of Bear Island, in the Svalbard archipelago. And according to the most complete study carried out to date, published a few days ago in the scientific journal PNASthe Komsomolets remains an active source of radioactive contamination in the Arctic. The discovery. In 2019, a Norwegian research team went down with the Ægir 6000 underwater robot to thoroughly inspect the submarine using cutting-edge technology. As they approached the ventilation tube they found a visibly distorted column of water, as if it were smoke, as you can see in the video immediately after this block. It is a leak with intermittent behavior. They took samples and the results were overwhelming: concentrations of Cesium-137 800,000 times the normal radiation of seawater in the area and Strontium-90 400,000 times. Both isotopes are direct products of nuclear reactor fission. The analysis shows that the radiation comes from the propulsion system (the nuclear reactor) and that the reactor fuel is in the process of corrosion with the environment. Why is it important. The good news is that this radioactive leak does not come from the nuclear warheads: two torpedoes with atomic warheads. For now, that threat is under control: the Soviets sealed the torpedo compartment with titanium plates in the early 1990s and judging by analysis, the sealing continues to work because they have not detected weapons-grade plutonium in the marine environment. The bad news is the reactor. It does not explode or disappear, but simply the zirconium cylinders that protect the uranium and plutonium are corroding, leaking these isotopes into the sea in a slow and invisible leak that is diluted in the ocean. Fortunately, samples taken in relatively close areas show that dilution is rapid, as they return values ​​close to normal. In fact, the hull is full of sponges, corals and anemones and its samples contain low traces of cesium-137, but without detectable damage. Context. Man-made radioactivity in the oceans has three main sources according to the International Atomic Energy Agency: the atmospheric nuclear tests of the 60s and 70s, the Chernobyl accident and the authorized discharges from the Sellafield and La Hague reprocessing plants, in the United Kingdom and France respectively. The sunken nuclear submarines, where the Komsomolets would enter, have a marginal contribution. Their importance is more qualitative than quantitative: they are point sources, localized and that tend to worsen over time. After the Chernobyl disaster in 1986, the Soviet Union came under great international pressure. When the Komsomolets sank three years later, Moscow organized inspection missions with MIR submersibles. When he confirmed that the warheads had been in contact with sea water, he acted: in 1994, with the economy in free fall and western funds involvedRussian technicians they sealed the cracks of the torpedo compartment with titanium plates. Since 2007, Norway has undertaken regular monitoring of the wreck as part of its nuclear safety responsibilities in the Arctic. Current risk status. For now the nuclear warheads are contained, their sealing works and there are no signs of weapons-grade plutonium in the water. The reactor is the active problem now: the fuel is corroding, the emissions are real, and the research team does not understand why they are intermittent or what the rate is. Any attempt to recover or physically manipulate the submarine would probably be more dangerous than leaving it where it is, since if the radioactive materials reached the atmosphere, the contamination could reach land with worse consequences than today. . A nuclear laboratory under the sea. The research team has two goals ahead: to understand why the leak is intermittent and whether that corrosion rate is accelerating over time. Inadvertently, the Komsomolets is now a natural laboratory to study what happens to submerged nuclear reactors in the long term. Information that is not trivial, given the number of nuclear devices that sleep on the seabed. In Xataka | Russia’s most advanced nuclear submarine was a secret. Until Ukraine has revealed everything, including its failures In Xataka | The Soviet Union needed to save millions of people from hunger so something was invented: the art of making sausages Cover | Karina Victoria

Throwing concrete into the sea is usually a disaster or cause for conflict. The United Kingdom is using it to revive an ecosystem

by

When huge blocks of concrete are thrown to the bottom of the sea, we can think that whoever is doing it is looking for a territorial conflict or even to ruin the ecosystem, as It was already seen in Gibraltar in 2013 in order to prevent fishing. However, on the coast of the United Kingdom, this same action of throw concrete blocks It has become the spearhead of one of the most ambitious bioengineering and ecological restoration projects in Europe, despite being contradictory. The objective. The objective of throwing these blocks is to bring reefs back to life of native North Sea oysters, lost more than a century ago due to overfishing, pollution and the destruction of their habitat. Heavy engineering. At first glance, it seems simple to take some concrete blocks and throw them over the side of a boat. But in reality the 20 blocks recently deployed off the coast of Tyne and Wear are actually pieces of green high-tech. And it’s no wonder, because have been developed ARC Marine under the name Reef Cubes and made with a special material called “Marine Crete”. Furthermore, they are not small at all, because each of these cubes weighs six tons and measures one and a half meters high. Why this weight? This initiative promoted by the Zoological Society of London (ZSL), the Wild Oysters project and Groundwork, leaves nothing to chance, since the fact of launching these heavy masses of concrete is explained by the British climate. In the previous phases of this project, the team encountered devastating storms that destroyed all restoration attempts. That is why these six-tonne masses ensure that the violent ocean currents and waves of the North Sea do not move the structures even one centimeter so that they can develop their final objective. Its usefulness. The magic actually happens on the surface of the block, as these cubes are not entirely smooth, but are designed with complex rough textures and artificial pores that perfectly mimic natural marine surfaces. These automatically become the perfect anchorage for life to thrive and an ideal refuge for fish and crustaceans. The role of oysters In addition to the roughness, 4,000 native European oysters have been placed inside each of these 20 immense cubes thanks to the efforts of 190 local volunteers. And it makes all the sense in the world, because beyond their great gastronomic value, oysters They are the great “purifiers” of the ocean. To give us an idea, a single adult oyster is capable of filtering up to 200 liters of water per day. In this way, when they feed they eliminate pollutants, nitrogen and excess nutrients, radically improving the quality of coastal water and allowing sunlight to penetrate deeper, which in turn stimulates the growth of marine flora. In short, these blocks act as a new ‘home’ for the animals that live on the seabed, but also as a way to clean their environment. It already gave results. The robustness of using thousands of tonnes of concrete on the seabed has already been tested in Scotland with great success, and now this project is just the beginning of what is to come. That is why, while these artificial reefs begin to filter millions of liters of water daily in the north, other projects are taking note to scale the idea to titanic proportions. In Norfolk, initiatives such as Oyster Heaven and Norfolk Seaweed are already planning the deployment of 40,000 clay “Mother Reefs” by the end of 2026. Their goal is to house 4 million juvenile oysters, which would officially be crowned the largest restored reef in all of Europe. In this way, throwing blocks into the sea has gone from being a technique to create conflicts between regions to being able to recover part of an ecosystem. Images | Robert Katzki Nicolas Arnold In Xataka | The “green belt” of the Earth had been stable for centuries: now it is moving towards the northern hemisphere in a worrying way

Mitsubishi built a remote, car-free city in the middle of the sea with one goal: mining coal

by

About 15 kilometers off the coast of Nagasaki, in the East China Sea, there is a small island that houses blocks of concrete and semi-ruined buildings, surrounded by a retaining wall that protects them from the Pacific. The island is called Hashimaalthough it is also known as “Gunkanjima”which in Japanese means “battleship island.” and its history It is fascinating and dark in equal parts.. An island that was born from coal. All infrastructure was built for one reason: coal. The mineral was detected on the seabed beneath the island around 1810, but its systematic exploitation did not begin until 1887. In 1890, the Mitsubishi Goshi Kaisha company purchased the island and took control of the underwater mines. Extracting coal from the bottom of the sea was extraordinarily complicated, as the miners worked in tunnels that went up to a kilometer below the surface, with temperatures of 30 degrees and very high humidity. Between 1891 and 1974, the island produced some 15.7 million tons of coal. A decision that changed everything. Moving workers daily from Nagasaki was expensive and inefficient, which is why Mitsubishi made the decision to build an entire city on the island. In 1916, the company erected the first concrete building armed of large dimensions in the history of Japan, and it was precisely on this same island. These types of buildings were the only way for the buildings to withstand the typhoons that hit the region every autumn. A compressed city. During the following decades, Hashima grew upwards because he could not grow sideways. The island measures just 480 meters long and 160 meters wide. And yet, at its peak, in 1959, It housed 5,259 peoplemaking it the most densely populated place on the planet at that time. On that small piece of land there were apartments, schools, a hospital, shops, a cinema, public baths, a swimming pool, rooftop gardens, a pachinko parlor and even a cemetery. Of course, there were no cars, since there was neither space for them nor did it make much sense. a hidden face. Hashima’s story has, however, a deep shadow that for decades tried to ignore. From the 1930s until the end of World War II, Mitsubishi used forced labor at its facilities on the island. There, both Korean conscript civilians and Chinese prisoners of war were forced to work in extreme conditions. According to an academic article published on Tandfonline, around 1,000 Koreans were taken to Hashima between 1939 and 1945. Estimates of the death toll vary. On the one hand, in the book “Life in Gunkanjima 1952-1970: Report of the investigation into the Hashima homes”, by academic Uzō Nishiyama, the death toll is estimated at 137; other non-Japanese sources raise that figure to more than 1,300. The workers descended into the mines during extreme hours, and any resistance was punished brutally. They were not workers, they were slaves, and escape was practically impossible, since the nearest coast was more than 18 kilometers away by open swim. Abandonment. In the 1960s, oil began to displace coal as an energy source in Japan. Mines across the country were closing one after another. Hashima’s was no exception. Mitsubishi officially closed the mine in January 1974. and the residents left the island on April 20 of that same year. The exodus was so rapid that many left behind furniture, clothing, photographs and all kinds of personal belongings. In a matter of weeks, a city of more than five thousand people was turned into a ghost scene. For the next thirty years, Hashima remained closed to the public and was slowly devoured by typhoons and sea salt. movie set. In 2002, Swedish filmmaker Thomas Nordanstad visited the island accompanied by Doutoku Sakamoto, a man who had grown up there as a child, and filmed a short documentary. Years later, Nordanstad met Daniel Craig in Stockholm, while he was filming ‘The men who didn’t love women‘. He told him the story of Hashima. According to collect world, Nordanstad thought for a time that the actor wanted to buy the rights to the documentary, but that was not the case. Two years later it was released skyfall (2012). In the film, the abandoned island serves as the lair of the villain Raoul Silva, played by Javier Bardem. The producers traveled to Hashima to consider filming there, but concluded that the buildings were too unstable and dangerous. Therefore, they ended up building a replica at Pinewood Studios in the United Kingdom. The exterior images of the island that appear in the film are the only ones shot on location. World Heritage with controversy. In 2015, the island It was declared a World Heritage Site by UNESCO, within the category “Sites of Japan’s Meiji Industrial Revolution”. However, this designation came accompanied by diplomatic problems. South Korea initially objected because Japan did not recognize the use of forced labor on the island. In the end they reached an agreement: Japan agreed to include that part of the story in its materials, but they didn’t do their part. In 2021, the UNESCO Committee issued a resolution in which they expressed regret that Japan had not provided sufficient information on forced laborers. In fact, the Industrial Heritage Information Center, opened in Tokyo in 2020 to lend credibility to that narrative, was criticized for including testimonies that denied the existence of slavery conditions on the island. As of today, the debate has not yet been closed. A tourist destination with scars. Since 2009, Hashima can be visited in small groups organized from the port of Nagasaki. The tour lasts approximately one hour and is strictly delimited for safety reasons. In fact, 95% of the island remains restricted to visitors. Images | Wikimedia Commons In Xataka | The most extreme symbol of the touristification of Madrid are the TukTuk. And there is already an initiative to ban them

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.