ships

The United States has found how to protect its most vulnerable ships on the high seas: with escort drones

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The planet’s oceans and seas are anything but a pond of oil, and not precisely because of the climate: the Black Sea with the war between Russia and Ukrainethe Baltic Sea with hybrid warfare and ghost fleets, Strait of Hormuz tensions through which 20% of the world’s oil passes or the Red Sea crisiswith Houthi drones and missiles. And those are just some of the hot spots that cause logistics and merchant vessels to face serious problems in carrying out their functions. The possibility of sending the navy as a companion for those routes where the atmosphere is heated is obviously not an option. So the US Defense Advanced Research Projects Agency (DARPA) has contracted to a company to solve it with an autonomous escort system with drones. Context. If the Strait of Hormuz is a strategic point for international trade, the Bab el-Mandeb Strait is not far behind: 12% of world maritime trade passes through it, according to the Middle East Research Center. But since 2023, passing through there is a minefield, which has led to thousands of boats (according to Wikipedia citing Pentagon sources) follow an alternative route that involves going around all of Africa passing through the Cape of Good Hope. That’s 20,000 extra kilometers, ten more days of travel and the consequent expense in fuel. This specific case is not a mere example: it is what has led DARPA to make the decision to count on Raytheon to unclog this bottleneck as soon as possible, as explains the company’s president of Advanced Technology, Colin Whelan. Why is it important. Because 80% of world trade circulates by sea and there are a series of straits that are critical and that, in the event of conflict, act as bottlenecks due to their vulnerability. And the effects are immediate in the form of delays in supplies and prices. The protection of merchant ships to date required a naval escort in a slow, expensive operation and for which there are not enough troops to allocate them to that mission. What Pulling Guard proposes is autonomous protection without requiring extra crew or structural modifications. What is Raytheon? That company is not any: Raytheon is the arms division of the RTX group, the largest aerospace and defense company in the world, with 180,000 workers and $88 billion in turnover in 2025. With more than a century behind it and headquartered in Virginia, it has missiles such as the Patriot or the Tomahawk on its resume. It is one of the Pentagon’s Big Five contractors and is a regular in DARPA contracting. What is Pulling Guard. Pulling Guard is the system developed by Raytheon, a semi-autonomous platform towed by the ship it protects. From this, a drone operates with electro-optical and infrared sensors to detect potential threats and transmit information in real time to remote operators on the ground or on board. The latter are in charge of making decisions without the crew exposing themselves. It has two phases: in the first it is an advanced surveillance system and in the second it integrates weapons. Pulling Guard is neither a passive shield nor a preventive warning system: it is, in short, a light autonomous combat unit attached to a civilian ship. What we still don’t know. Beyond technical unknowns such as the budget, the phase schedule or the type of integrated weapons, this proposal raises two tricky questions: international law and gray areas. Without going any further, from issues such as what rules of engagement apply to the remote operator from the ground authorizing fire, who is legally responsible for the attack or what happens if the system acts in the waters of a third state. Not to mention something more mundane like flag registrations or insurance companies. Or something even more basic: does the ship lose its civilian status by carrying this system? In Xataka | The US Navy already knows how to fool enemy radars: drones that create ghost fleets In Xataka | The US is preparing a new radar for Greenland with one objective: to monitor every movement of Russia and China in the Arctic Cover | Raytheo

Lockheed has created an underwater drone that clings to ships like a lamprey. And when released, it launches torpedoes

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The lamprey is a fish that has survived 360 million years thanks to a simple strategy: sticking to its prey to suck its blood. Lockheed Martin has taken that idea literally to name its new weapon, and the analogy is quite literal. The new thing from Lockheed is called Lamprey Multi-Mission Autonomous Undersea Vehicle (MMAUV). It is an underwater drone just over 7 meters long, capable of traveling attached to an allied ship or submarine with a lamprey-like system. While attached to the host ship, it can recharge its batteries using its built-in hydrogen generator. Stealth or attack The Lamprey MMAUV does practically everything, although it is primarily designed for covert missions. It can remain on the seabed, monitoring the enemy without being detected thanks to its acoustic signature profile. practically invisible when sonar. When the time comes to act, the Lamprey can do almost anything: it deploys decoys to confuse the opponent, it is equipped with anti-submarine torpedoes and, if it rises to the surface, it can also launch aerial drones. What makes the Lamprey especially striking is that it concentrates in a single system capabilities that until now were distributed across different platforms: surveillance, anti-submarine warfare, deception, attack and aerial reconnaissance. It can operate in a swarm coordinating with other unmanned systems. And it can do so autonomously, making decisions without direct human intervention. Autonomous submarines The Lamprey will not be the United States’ first unmanned underwater vehicle. There are antecedents like Boeing Orca submarinewith the difference that it cost eight years and 885 million dollars to develop it, all so that today it is not clear if it will end up becoming a program in the US Navy. The Lamprey has been funded internally, which Lockheed vice president Paul Lemmo said has allowed them to “iterate at lightning speed and deliver to the Navy a truly multi-purpose weapon that detects, disrupts, deceives and attacks on its own.” Furthermore, he presumes that Its cost is significantly lower than that of other manned platforms. But the United States is not the only power exploring unmanned vehicles. China has been developing its own fleet of underwater drones for some time and at the military parade in September 2025 presented the AJX002an unmanned underwater vehicle between 18 and 20 meters capable of operating autonomously, laying mines and networking with other attack systems. In Xataka | The US wants to give up bringing the most valuable samples collected on Mars. Lockheed promises to do it for less than half Image | Lockheed

A third of the planet’s ships depend on a single Norwegian company. And they have chosen Alicante for their global expansion

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In the world of shipping, there is a silent giant whose technology is responsible for ensuring that a third of the world’s fleet is not lost at ocean or collided in port. This is Kongsberg, the Norwegian conglomerate controlled mostly by its State, which has turned the province of Alicante into an indispensable piece of its global chess board. Today, more than 30,000 ships they are capable of plowing the seas thanks to systems that are managed, maintained and repaired from offices located between La Vila Joiosa and the NOBO business center in the capital of Alicante. A strategic divorce to conquer the stock market. The news that has shaken the foundations of the industry this year is the segregation of the matrix. According to the company itselfKongsberg Gruppen ASA has decided to split into two independent entities to gain agility: on the one hand, the Defense and “Discovery” division (fishing and research); and on the other, Kongsberg Maritime, the jewel in the crown dedicated to navigation systems, which will begin trading separately on the Oslo Stock Exchange on April 23, 2026. This financial independence is backed by solid figures on Spanish soil. According to the newspaper The Informationthe Spanish subsidiary invoiced a total of 31.7 million euros in 2024, with a profit of more than five million. It is not surprising that Lisa Edvardsen Haugan, future CEO of the new independent company, claim that they are “unitarily positioned for value creation in the global maritime sector.” Why Alicante and not Vigo or Algeciras? The story of how a Nordic power ended up installing its nerve center in the province of Alicante has a component that is as human as it is strategic. In 1995, the company was looking for a headquarters in Spain. Although ports like Vigo or Barcelona seemed logical options, the executive in charge of the expansion opted for the coast of Alicante. The reason was the existence of a historical and consolidated colony of Norwegians in municipalities such as La Vila Joiosa or Altea. However, what began as a small delegation for the fishing sector—under the name Simrad Spain— has mutated into something much more ambitious. After the purchase of the maritime division of Rolls-Royce, the structure became too small. Today, the move of Kongsberg Maritime to the NOBO business center in the capital of Alicante responds to a need to attract talent. Miguel Ángel González, general director in Spain, points out that this change seeks to increase the attractiveness of the firm to retain engineers and software developers, in addition to reducing emissions due to staff travel by 30%. The brain of the autonomous boat. Alicante is not a simple administrative office; It is one of the only three resource hubs that the group has on the planet, along with Poland and Norway itself, capable of serving ships around the world thanks to its strategic position between the Atlantic and the Mediterranean. As explained by the company itselfnaval autonomy is not new — they have been developing Dynamic Positioning Systems (DPS) for 40 years that allow a ship to remain stationary at an exact point in the ocean without using anchors — but now the technology has reached a “critical mass.” Yara Birkeland: The world now look in amazement to the world’s first fully electric, autonomous and zero-emission container ship, developed by Kongsberg together with YARA. Reach Remote: This is a series of unmanned surface vessels (USV) that are controlled from a remote center. According to senior designer Erik Leendersthis allows a single captain to control several ships at once from dry land. The “Jewel in the Crown”: The DPS system is what allows that Sasemar (Maritime Rescue) oil platforms or rescue ships operate with extreme safety on the high seas. The horizon. The future of navigation involves electric motors that generate your own energy with the rotation of the propellers. To manage this complex flow of data, the firm Kognifai has launchedan Artificial Intelligence platform that optimizes ship operations. Although the technology is ready, the company’s technical report warns that the biggest current challenge is not engineering, but legislation. As the firm warnswe are in “uncharted territory” and the IMO still needs to define the rules for these ships without humans. What was born in 1995 as a fishing office in La Vila has become in 2026 the command post from which Norway and Alicante dictate the rules of the future of global trade by sea. Image | Kongsberg Xataka | The ships of the oil “ghost fleet” turn off their GPS to avoid being detected. Malaysia is going to hunt them with drones

The ships of the oil “ghost fleet” turn off their GPS to avoid being detected. Malaysia is going to hunt them with drones

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In the crystal clear waters of Southeast Asia, where the Strait of Malacca meets the South China Sea, a war is being fought that does not appear in conventional military reports. There are no trenches, but there are rusty helmets that turn off their GPS signal to disappear from international radars. This is the kingdom of the “ghost fleet”, an ecosystem of lawless ships that, according to the latest researchhas found its safe harbor in Malaysia, doubling its activity in just twelve months. However, the time for impunity appears to be running out: from the use of artificial intelligence to the deployment of naval drones, technology is beginning to illuminate the darkest corners of the ocean. The black market boom. The situation on the east coast of Malaysia has ceased to be an open secret and has become a global security problem. According to the specialized media Seatrade Maritime“ship-to-ship” (STS) oil transfers have recently doubled, going from just seven weekly operations to peaks of fifteen in just one year. This increase responds to an infrastructure designed to circumvent the sanctions imposed on Russia, Iran and Venezuela, using Malaysian waters as a gigantic clandestine service station before the crude oil continues on its way, mainly to China. Analyst Charlie Brown, of the organization UANIhas managed to capture a disturbing reality through satellite images and direct photos. In mid-January 2026, some 60 vessels linked to Iranian oil and another 30 with Russian and Venezuelan cargoes were waiting at anchor in Malaysia’s Exclusive Economic Zone. These ships not only operate outside the law, but they do so under deplorable technical conditions. Images distributed by UANI show tankers with false names broadbrushed on their hulls and flags of convenience hidden under tarps to deceive authorities. The metamorphosis of the threat. What began as a purely economic strategy to keep Moscow’s revenue flowing has mutated into something far more dangerous for European security. As the chronicles of my colleague Miguel Jorge relate in XatakaRussia has converted part of this fleet into covert hybrid warfare platforms. It’s not just about moving barrels; Now these ships incorporate “technicians” who, under a civilian guise, are usually special forces veterans or mercenaries linked to the Wagner group. These agents wield authority that often exceeds that of the ship’s captain and have been accused of photographing military installations and monitoring underwater cables in EU and NATO waters. An example of this tension was experienced with the oil tanker Boracaywhich after embarking Russian technicians in the Baltic, was intercepted by the French navy off Brittany after suspicious drones were detected flying over critical infrastructure in Copenhagen. The ghost fleet is today, in essence, an extension of the Kremlin’s security apparatus sailing with impunity under the flags of countries like Gabon or Gambia. A new fragmented energy order. From the academic level, the Elcano Royal Institute’s analysis highlights that this phenomenon is the symptom of a “deglobalization” of the gas and oil market. In your reportresearcher Gonzalo Escribano explains that international value chains, previously based on efficiency and transparency, are being replaced by “geoeconometrically armored” circuits. Europe finds itself at a crossroads: although it seeks to disassociate itself from Russian energy, the persistence of these black markets complicates strategic autonomy. This fragmentation has even reached the LNG (Liquefied Natural Gas) market. According to Bloombergsanctioned Russian gas transfers have been documented in Malaysian waters, a technically much more complex operation than crude oil. The ship Pearlmanaged by an opaque company based in a Dubai hotel, is the face of this new network that desperately seeks buyers in Asia for the gas that Europe no longer wants. The technological response: AI and drones to the rescue. Faced with a fleet that “turns off” the real world by hacking GPS signals (spoofing) and the shutdown of transponders, the response is being purely technological. The middle CNBC highlights thatof the ships loaded with Iranian crude in 2025, 96% made dark transfers and 77% falsified their location. To combat this “blackout”, Ukraine has shown the way with an innovation that has made conventional fleets obsolete: the use of artificial intelligence in naval drones. The drones Be Baby have multiplied its capabilities thanks to AI, allowing precision attacks from thousands of kilometers away. In a recent operation near the Turkish coast, these drones hit Russian ghost fleet tankers, specifically targeting their rudders and propulsion systems. The objective is not to sink them, which would cause an ecological disaster of catastrophic dimensions, but to render them useless and turn them into an unbearable economic burden for those who operate them. This “precision offensive” is forcing insurers and shipping companies to reconsider the risk of collaborating with Moscow, raising the costs of war for the Kremlin. The dilemma of safety and the environment. The proliferation of elderly ships, without liability insurance and with dubious maintenance, is an environmental time bomb. Lars Barstad, CEO of the operator Frontline, warned in the Financial Times that organizations such as the International Maritime Organization (IMO) appear to be “sleeping at the wheel”. Barstad notes that it is only a matter of time before a major disaster occurs, as these ships operate outside of any regulatory framework. Meanwhile, diplomatic pressure increases. The US has begun a campaign of aggressive seizures, such as that of the ship Sailor (before Bella 1), which was boarded by the US Coast Guard in North Atlantic waters after a chase from the Caribbean. This “gunboat diplomacy” of the 21st century, analyzed by the Atlantic Councilposes immense legal challenges: once a steel giant full of crude oil is seized, the maintenance and storage costs are astronomical. The end of the shadow. The current geopolitical dashboard report shows that Malaysia, Spain or the waters of the Caribbean are just scenes of a larger battle for visibility. The ghost fleet survives in the shadow of legal ambiguity, but the advance of artificial intelligence and constant satellite monitoring are tightening the fence. As the analysis concludes from my partnerthis is not a frontal … Read more

China’s new obsession is to prevent the US from confiscating its ships

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When we think about boarding, it is inevitable that a scene from “Pirates of the Caribbean” comes to mind that takes us to past times and fiction, but nothing is further from reality. We have recently seen how American special forces carried out a raid on a cargo ship traveling from China to Iran at the end of last year in the Indian Ocean and another at the beginning of this year, this time in the Atlantic and with Marinera as a goalan oil tanker flying the Russian flag. It is not an action movie, it is the current maritime geopolitical reality. From the sanction to the boarding. That with Trump the United States’ policy towards the world had changed is no longer a surprise: his modus operandi at sea is another example of his proactive policy. At least seven ships have already been confiscated of the ghost fleet that transports Venezuelan oil, in addition to the Marinera oil tanker and the cargo ship in the Indian Ocean. In the latter case, the commandos confiscated “dual-use” components (military and civilian) before allowing the ship to continue on its course. The United States has clearly moved from paper sanctions to action. The boarding of an oil tanker off the coast of Venezuela bound for the Asian country was branded by China as a serious violation of international law, as declared its Ministry of Foreign Affairs. The United States is putting its fist on the table. For China this is not a mere isolated event. According to analysts from Nanjing University quoted by the South China Morning Post The Trump Administration has one objective: to reaffirm American hegemony on the high seas, putting essential routes such as the Strait of Malacca in check. An open wound: Yinhe’s trauma. For China, this is a true déjà vu that takes them directly back to 1993, when the United States paralyzed the Chinese cargo ship Yinhe, causing it to deviate from its route for a search in search of chemical weapons that finally they did not exist. in China it was considered a deliberate provocation and put a reality on the table: they needed a powerful navy capable of escorting their ships beyond Malacca, otherwise the part of the economy that depends on the sea would be hostage to the decisions of the United States. M.Minderhoud – own work based on PD map, Public domain What is it about Malacca that is essential for China?. Just take a look at the map: the Strait of Malacca is the maritime gateway that links China to the world. Much of its energy and commerce passes through that enclave. If the United States normalizes the seizure of ships in the Indian Ocean before they reach the strait, it will be able to choke off China’s supply before cargo can access its safe waters without having to launch a single missile. Malacca is the weakest link. Because the Strait of Malacca is a maritime line of communication historical: this report from a 20o6 chinese report It says that more than 80% of Chinese oil exports transited through the Strait of Malacca. Today, this dependence remains a critical problem for which China still has no solution: 80% of China’s $390 billion in annual energy imports still passes through that 2.7-kilometer-wide strait at its narrowest part, according to data from the Observer Research Foundation report for September 2025. By DoD – Image:China Report 2006 China’s plan: escorts and an eye for an eye. Professor Li Lingqun of Nanjing University explains for SCMP a possible response, which involves “providing naval escorts for commercial vessels to deter such actions. (…)The rapid development of China’s naval capabilities today allows the rapid deployment of these means.” The United States is already aware that China is ready to deploy escorts beyond the Gulf of Adam. From Beijing, the brand new new Type 076 amphibious assault ship says hello EITHER the Sichuanthe largest amphibious assault ship in the world. China’s response to what the South China Morning Post qualifies as state piracy It would not be limited to diplomacy, but would also be military. As analysts detail, China has the legal precedent of the United States boarding to replicate this same action or intensive inspections at sea, including the Taiwan Strait. You already have your coast guard ready for do offshore inspections. This China of 2026 is not the one of 1993. And we have already seen it in the trade and tariff war: in the form of tariff counterattacks in response to Trump or as a pressure measure with its rare earth elementsa market where has total hegemony. On the other hand, it is worth remembering that in the roadmap China is modernizing its military capabilities with 2035 as the deadline. In Xataka | China has revealed a new naval military strategy: civilian ships that can become missile launchers In Xataka | Satellite images have revealed that China has gathered its most important aircraft carriers. And that can only mean one thing Cover | rhk111

Civilian ships that can be converted into missile launchers

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For decades, large freighters have been the most recognizable symbol of globalization, platforms designed to move goods and not much else. In recent years, however, some images are beginning to suggest that this separation between civil transport and military capacity is no longer as clear as it seemed. Photographs are circulating of a merchant ship modified in an unusual way, with containers that do not seem intended for consumer goods. Images come from Weibothe equivalent of X in China. They show a medium-sized freighter that does not respond to a standard configuration, with containers placed in an unusual way and equipment visible on deck. There is no official confirmation about the vessel or the exact time the photographs were taken. The entire analysis is based, therefore, on what can be directly observed in these images. Sensors and defense on deck. On the freighter you can see containers used as supports to install equipment, As Newsweek points out. On the front there is a rotating phased-array radar placed on three containers, and on the opposite side there is a second installation covered by a dome, attributable to communications or another sensor. Also noteworthy is the presence of visible self-defense elements in the bow, such as a point defense system and decoy launchers, which reinforces the idea of ​​a setup designed to operate exposed. Beyond the sensors, the element that completely redefines the ship is the presence of vertical launchers integrated into containers. There are several modules installed in a regular arrangement, five wide by three deep, and each with four launch tubes. On paper, that adds up to a total of 60 vertical cells. How far does what we know go? Beyond what is visible, the practical scope of this configuration is unknown. The robustness of the mounts, the possible coverage limitations due to the ship’s own superstructure and the absence of information on an integrated combat system limit any conclusion. Just because something can be physically installed does not mean that it can be used effectively in an operational environment. Click to see the original publication in X A sign within a broader modernization. These images fit with a context in which China has been expanding and diversifying its military capabilities in multiple ways. In aviation, it has officially incorporated the J-20Sthe two-seat variant of the J-20 with drone control capabilities, and prototypes attributed to the programs have appeared J-36 and J-50. In the naval field, the commission of the Fujian aircraft carrier (Type 003)the advance of the Type 055 destroyers and the appearance of new amphibious classes such as the Type 076 They draw a coherent background. None of this makes the freighter a definitive test of strategy, but it helps to understand why such a solution is not foreign to the general direction that Beijing follows. The unknowns surrounding this freighter remain open and will probably not be resolved in the short term. Regardless of whether it is an experiment, a model or something more advanced, these images put a concrete possibility on the table: that civil platforms can be adapted to concentrate launch capacity and operate with their own sensors. Images | Screenshot Weibo and X In Xataka | Satellite images have revealed that China has gathered its most important aircraft carriers. And that can only mean one thing

NASA has had its ships exposed to hackers for three years. An AI discovered it in just four days

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If there is a place where they should be open to any type of communication, it should be in a space agency. And it is no longer just a cinematic issue (although it has gone to great lengths to delve into that topic in the cinema), it is that communications are critical: from things as mundane as explaining that all processes are going well, to anomalies, to the specific future of a mission. Getting your hands on the communications of the National Aeronautics and Space Administration has to be a real treat and not only to boycott the American entity, but also to access confidential information or even to develop conspiracy theories that dismantle that man will reach the moon. Well, as incredible as it may seem, hacking NASA has been easier than you might think. Three years exposed and billions of dollars at stake And it hasn’t just been a little while: communications between Earth and NASA spacecraft have suffered a critical vulnerability for three years against possible computer attacks. Nor was it trivial: that breach in security could have allowed attackers to take over space missions like the agency’s rovers on Mars. The consequence would not have been cheap either: it poses a threat to billions of dollars in space infrastructure and the performance of these missions. Vulnerabilities are usually detected when it is too late or thanks to the action of researchers, although in this case it was the work of artificial intelligence, more specifically a cybersecurity algorithm integrated into AISLE security software, whose objective is to protect communications between spacecraft and terrestrial systems. This vulnerability had gone unnoticed by human eyes in multiple code reviews throughout that time. However, this autonomous AI-based analyzer detected it and helped correct it in four days, account the team of the Californian startup. As detailed, the fault was in the authentication system and to take advantage of it you only needed to have operator credentials. A little social engineering such as phishing or infecting computers to obtain usernames and passwords of NASA workers would be enough to make this possible. From here, something as common as authentication would become a weapon to, for example, inject commands that are executed with full privileges to access the system. The consequences could be fatal: from intercepting data to hijacking a ship. The only “good” thing about this vulnerability is that it was an essential requirement to execute it on the system locally, which obviously reduces the risk compared to remote. The integration of systems with AI in collaboration with humans is the order of the day and although in this case it has been the machine that has brought out the colors for the team of people, it is worth remembering that with the fall of half the internet because of Amazon servers, the responsibility fell on automation: It was the operators who had to intervene to fix it manually. In Xataka | NASA finds ‘space gum’ and glucose on Bennu: we now have the missing ingredient to explain the origin of life In Xataka | NASA invites you to send your name to the Moon for free. Behind it there is something more than a simple symbolic gesture Cover | Photo of NASA Hubble Space Telescope in Unsplash

In 1919 the Germans decided to sink their entire fleet in the North Sea. The steel from those ships ended up in space

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At 11:20 in the morning of June 21, 1919, Admiral von Reuter’s ship began to signal to the rest of the German ships in Scapa Flow Bay, England. The taps and water intakes were opened, the pipes were destroyed, the portholes were dismantled: no one noticed anything. Until around midday, the Friederich Der Grosse began to list to starboard. It was already late, the German flag was flying from the 74 masts. Scapa Flow. The image tells the story of Scapa Flowthe sinking of the German fleet immediately after World War I. While the Allies negotiated the terms of the Armistice with Germany, the fleet was held captive and stationed off the British coast. Von Reuter feared that the Allies would divide up the ships, so he decided to sink it completely, at any cost. The British naval ships that were on maneuvers arrived at 2:30 p.m. and were only able to save one ship. The last to sink was the battlecruiser Hindenburg. Nine Germans were killed, 16 were wounded, 1,774 were detained. 52 ships were sunk on June 21 at Scapa Flow. But they are no longer there: they are on the Moon, Jupiter and beyond the orbit of Pluto. steel is steel. A tough guy, with bad temper and few words. But in 1945 (or a little before), everything changed. We didn’t realize it at first, but we quickly discovered that although all steels are equal, there are some steels that are more equal than others. I’m not going around the bush: what happened in ’45 was the atomic bomb, the device of the Devil that made us change geological era. The problem. Since the first atomic bombs exploded on the Earth’s surface, the air contains traces of radioactive elements. They are there, dissolved in it, but the amount is so small that they are harmless. Unless for some strange reason you have to blow in enormous amounts of air in the manufacturing process of some material. It’s almost useless to us. That is, all steel manufactured after the explosion of the first atomic bomb is radioactive. Very little, almost nothing. But enough so that some medical, physical or astronomical instruments do not work correctly. For example, radioactivity monitoring systems used by spacecraft. He tells it David Bodanis in “E = mc². Biography of the most famous equation in the world“, a book that, although it has become somewhat outdated, is still a delight. You may have heard the story, but it is a good story. Steel = expensive. In the book, Bodanis explains that, faced with this problem, uncontaminated steel became very expensive. Above all, because before ’45 we did not make steel in quantities so industrial as now. I imagine dozens of NASA engineers rummaging through their family’s cutlery so they can send reliable machines into space. Until someone remembered Kaiser Wilhelm’s ships. The peculiarity of Scapa Flow. There are sunken ships in many places, but there are not many shallow inlets with 52 sunken ships in their waters. Not all of them were there, but a few were enough for us to manufacture the equipment that the Apollo mission left on the lunar surface, that which the Galileo probe took to Jupiter, and that which the Pioneer probe is taking even further. The evil, the sea. In Xataka | Quantum find in Cambridge points to solar ‘Holy Grail’: single-material solar panels In Xataka | The Atacama salt flat is the key on which the electric car industry pivots. And it’s starting to dry

Seeking to reduce emissions, ships are turning to cutting-edge technology. Punta in the year 3000 BC, specifically

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Ships long ago stopped sailing with ten guns per side. They don’t do it under full sail either, although there are a couple of companies determined to change that. The thing about the sails, not the cannons, since we have examples of great ships sailing with sails of the 21st century (and cannons are now electromagnetic). Are a bet to row against emissions of the maritime industry, and the truth is that the technology sounds good for the biggest ships that star almost all world trade. The banner is the Pyxis Ocean, an 81,000-ton ship that has been circling the oceans of half the world, showing the viability of returning wind-powered ships to the sea. And the industry is taking note: a few weeks ago the first oil tanker with sails began sailing with promising figures. Ships with state-of-the-art sails to decarbonize the oceans The maritime industry has a major challenge ahead: reducing its emissions to achieve decarbonization goals. We look at hydrogen, to methanol already electrification as ways to achieve those objectives, but the Pyxis Ocean is proving that candles can play a role in all of this too. Owned by the Mitsubishi Corporation, it is a ‘bulk carrier’. In Spanish, a bulk ship focused on the transportation of bulk cargoes such as cereals or minerals. Along with the container ship already the Ro-Roare essential ships in the global trade chainand the fact that it has sails does not prevent it from being a ship of considerable dimensions. 229 meters in length and 32 meters in width, typical for this type of boat. What is not so common are its two huge sails in the front and middle part. Each one is 37.5 meters high and 20 meters wide, and they work as you expect: taking advantage of the force of the wind to propel the boat. However, they do not ‘inflate’ like traditional sailboats. Named WindWingsare a rigid structure of steel and fiberglass that have more to do with the wings of an airplane than with conventional sails. They take advantage of wind energy, adapting in real time and automatically to maximize efficiency in different wind conditions. It works autonomously and does not require additional energy or personnel to handle it. When the Pyxis departed, not everyone was convinced the system would work, qualifying it as “a risky bet.” Two years later, we have some conclusions further. Under favorable conditions, the ship’s two WindWings are estimated to have reduced main engine power consumption by 32% per nautical mile. During the six-month testing process, the ship achieved savings of about three tons of fuel per dayand after those six months, the Pyxis Ocean continues sailing. Mitsubishi is not responsible for these sails, a credit that belongs to BAR Technologiesand the success of the pilot test has led to them expanding the sail catalog with more 20 and 24 meter models aimed at both smaller ships and ships for the chemical industry. The estimate is that each sail saves 0.7 tons of fuel per day and can be easily installed on both new and veteran boats, whenever adaptation work is done. Beyond the curiosity and interest of BAR Technologies in promoting this, it seems that the industry is considering it as an option to both electrification and traditional fossil fuel systems. In June of this year, the Brands Hatcha Union Maritime tanker that has three WindWings and departed from Rotterdam last September. It is estimated that more than a third of its propulsion was thanks to the wind, avoiding 13 tons of CO₂ per WindWing per day. The company has ordered sails for a further 34 new vessels and BAR Technologies has received another order for new LR2 tankers due to be launched in 2027. When the technology was introduced, John Cooper, director of BAR Technologies, commented that “by 2025, half of new ships will be powered by wind.” It is evident that their estimates have not been metbut the good results are encouraging the International Windship Association to calculate that there will be more than 100 large ships with the system by the end of this year and, by 2050, up to 40,000 systems installed. In the end, as has happened more than once, we look again to a technology from the past to achieve objectives in the present. We will see if sails are that agent that once again transforms maritime navigation on a global level, since neither BAR Technologies is alone in this nor are WindWings the only ones. next generation sails that are in development. Images | WindWaves In Xataka | It’s not a ship, it’s a floating “Empire State”: the ONE crush surpassing the record of containers on board

China has always dreamed of a “Polar Silk Road” so that its ships reach Europe sooner. It is already a reality

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Monday was an important day in Felixstoweone of the largest container ports in the United Kingdom. Towards the end of the afternoon, their workers saw the silhouette of the Istanbul Bridgea container ship loaded with lithium batteries and parts for the photovoltaic industry. In itself, the appearance of the Istambul did not represent anything new, the curious thing was where it came from or (more precisely) where it arrived: with its arrival at the docks of Felixstowe the ship completed a historic voyage of 20 days through the Arctic Ocean. Its journey to the British coast has allowed China to take a key step in achieving one of his big dreams: a ‘Polar Silk Road’ with Europe. What has happened? That China has achieved a milestone in maritime trade. Perhaps more symbolic than decisive, but still important. Late on Monday the container ship Istanbul Bridge arrived in the United Kingdom after a trip that had started 20 days before in Ningbo-Zhoushana very important port hub on the coast of the East China Sea. So far nothing strange. The key is that the Istanbul Bridge did not reach Felixtowe in the usual way, after detouring south to cross the Suez Canal and advance through the Mediterranean and the Atlantic towards Europe. No. He did it on the voyage that took the ship through northern waters, through the icy Arctic Ocean and the North Sea. AND that is relevant. Why is it important? The Istanbul, a ship with capacity for 4900 containers standard (TEU), 299 meters in length and flag of liberia (although in reality it has operated bound to the Chinese Sea Legend and Haijie Shipping) it is not the first ship that sails along what is known as the Northern Sea Route, but its voyage has had a special meaning. As remember CNNthe first ships loaded with containers began sailing through the Arctic more than a decade ago, but it is normal for them to do so on special and specific trips. The Istanbul Bridge has another approach. Since his departure from Ningbo-Zhoushan has been presented as proof that the northern route can be used as “a traditional line service”, with commercial stops. “It’s something we haven’t seen in the Arctic until now,” recognize Malte Humper, from the Arctic Institute. The ship took 20 days to complete its journey between China and the United Kingdom loaded with about 4,000 containers and its objective, beyond Felixstowe, is to unload merchandise in other ports in Germany, Poland and the Netherlands. As required According to the Chinese agency Xinhua, the ship was mainly transporting lithium-ion batteries and parts for the photovoltaic industry, goods that are sensitive to heat and in which delivery times are a strategic factor. And why this interest? Because the ultimate objective is not to stop at the feat of the Istanbul Bridge, but to promote the trade route known as “China-Europe Arctic Express”, an itinerary that connects first-class ports such as Ningbo, Shanghai, Qingdao, Dalian, Felixtowe, Rotterdam, Hamburg and Ganks. In fact even Ningbo Customs has referred to the expedition as “the official opening of the first China-Europe Arctic Express container route.” State broadcaster CCTV it is very clear in fact when referring to the voyage of the ship. In his opinion, “it represents the maiden voyage of the first Arctic express container route between China and Europe and demonstrates the commercial viability of the Northwest Passage.” High North News precise that at least for now the route will be seasonal and the shipping company Haijie Shipping plans a single sailing in 2025 (the navigation window is still limited and lasts a few months), but the company seems to have noted the interest of manufacturers and shipping platforms. e-commerce. Is it that interesting? Yes. And it is because its main advantage is speed. The container ship has taken only 20 days to complete its journey, two more than those initially planned. The reason for the delay was a storm passing through the Norwegian Sea that forced him to slow down. Despite this, it represents a notable time saving on China-Europe trips when compared to other much more established alternatives in the sector. As remember Xinhuathe China-Europe Express Railway requires 25 days of travel, transporting goods through the Suez Canal route requires 40 and doing so through the Cape of Good Hope 50. “Trade between China and the European Union has remained strong despite the volatility of the global trade landscape and having a third route, in addition to the traditional shipping corridors and the China-Europe rail service, will bring stability and inject new vitality into bilateral trade,” highlights Cui Hongjianfrom the China Institute of International Studies in Global Times. The Asian newspaper (linked to the Government) does not leave much room for doubt in its report on the Istanbul Bridge: “It represents an emerging international shipping artery of great value to optimize the global supply chain.” Why right now? For several reasons. The main one, because the Arctic of 2025 is not the same as the one of three, four or five decades ago. And it probably won’t be the same in the future either. As climate change progresses and ice fractures and melts, the Arctic is gaining interest as a navigable space. Nikkei assures that its loss has caused the number of ships accessing Arctic waters to have increased by nearly 37% while the total distance traveled has doubled. All in the last 10 years, according to the data managed by WWF. More factors come into play, the reinforced interest that the European market has gained for China in the midst of a tariff war with the United States or the challenges that maritime traffic has encountered in other latitudes, such as the Suez Canala key logistics point that has demonstrated its vulnerability. The northern route also offers extra advantages, such as considerable time savings for shipments destined for Christmas shopping in Europe and low temperatures. Are they all advantages? At all. Perhaps the Arctic has changed, … Read more

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