ships

Give the keys of their war ships to Spain

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While the shipyards in Ferrol continue to take giant steps to have the frigate of F110 class In the delivery planned by 2028, several hundred kilometers from there, in the surroundings of Cádiz, we also begin to work on the facilities of Navantia, who seems to move forward with a firm step to be in the world showcase as a reference construction company. It is no small thing: United Kingdom has given him the keys to the future of his Navy. A historical precedent. Yes, for the first time in recent history, a British war ship will be built largely outside the islands, with Spain as the main destination of manufacturing. The decision responds to the Harland & Wolff shipyards In Belfast, famous for having lifted the Titanicthey are not yet prepared to face a contract of 1.6 billion pounds Awarded in 2022. The agreement, which from the beginning raised suspicion for the participation of Navantia, breaks with the tradition that the ships of the Royal Navy are built in the United Kingdom or in British territories, revealing Weaknesses of the country’s military industrial base. The role of Navantia. The Spanish state company confirmed that most of the construction of the first logistical support ship of the Royal Navy will be carried out in its Cádiz shipyardsleaving Harland & Wolff only the construction of the bow at its Appleor headquarters, in England. The centerpiece of the helmet, which should be manufactured in Belfast, will be executed in Spain along with the rest of the ship, which has aroused criticism of analysts That they warn that, if this precedent is consolidated, the three units could end up building in their entirety outside the United Kingdom. However, Navantia insists in which the plan is “realistic” and maintains that the three ships should be finally assembled in Belfast if everything follows its course, with delivery planned in 2032. The workers leaving the Harland & Wolff shipyard in 1911. In the background you can see the Titanic bow Industrial crisis and foreign investment. The truth is that Belfast’s inability to enter production up to at least 2026 has forced the initial plan. Navantia He has committed 115 million pounds in the modernization of the British shipyards, of which 90 will be used specifically to the support ship project. The Spanish company He defends that this investment will provide Harland & Wolff for the necessary capacities to compete in future British naval contracts, such as the six amphibious assault ships and versatile support (MRSS) that the Navy contemplates acquire in the coming years. However, critical voices They point out thatalthough the British taxpayer pays a premium to sustain local shipyards, a substantial part of the added value is transferred to Spain. Political controversy. No doubt, the agreement has divided opinions in the United Kingdom. Some accuse the Ministry of Defense of to have been deceived With the promise that the ships would be “made in Britain”, while unions like GMB and Unite have avoided ruling at the moment. From Norirlandea politics, the reaction It has been pragmatic: The delay in Belfast is labeled, but it is accepted that having modernized facilities will allow competence of equal conditions in the future. For its part, Navantia Underline which is incorporating apprentices in the region and ensures the support of local workers. The tradition of “Brisionh Build.” To understand the climate that is breathed with the news in the United Kingdom we must go back in time. Since the end of the 19th century already throughout the 20th century, the Royal Navy defended An unwavering principle: His warships had to be built on British soil, both for reasons of national security and to keep alive that strategic industrial fabric that was Pride of the country. During The Victorian erashipyards such as Portsmouth, Devonport, Barrow-in-Furness or Belfast Harland & Wolff themselves became Naval power symbolscapable of producing battles, carriers and world reference submarines. Even in the moments of greater industrial globalization, London insisted In that the construction of combat ships should remain under national control, convinced that a war ship built abroad would be vulnerable to sovereignty commitments, industrial espionage or technological dependence. The empire and autonomy. The United Kingdom maintained this policy even in times of economic difficulty. After World War II, when the imperial decline and the energy crises of the seventies eroded the British economy, it continued to bet on the local construction of frigates, destroyers and aircraft carrier. The programs Invincible and Type 42developed between the seventies and eighty, they were built entirely in British shipyards, although at a high cost and with notable delays. London justified those expenses as an investment in Strategic autonomy: Ensure that, before a crisis, it did not depend on foreign suppliers to maintain the operation of their Navy. National pride. In this context, Harland & Wolff In Belfast it occupied a symbolic place: not only and as we said, for having built the Titanic, but for being one of the large industrial centers in the United Kingdom. Your declineaccompanied by mass closures and loss of jobs, was seen as a symptom of the loss of British naval power. For decades, successive British governments sought formulas to keep them alive through military contracts, aware that a shipyard who dies rarely resurrects. Hence, the news that a British warship was built mostly in Spain is perceived as a breakdown of a historical tradition and a symbolically painful concession. Implications for the “British” defense. The three support ships that Today they are news (classified as warships since its conception in 2020) They are intended to provide ammunition, fuel and supplies to the British fleet in prolonged operations. Its strategic importance is considerable, at a time when Royal Navy seeks reinforce your ability expeditionary and guarantee logistics autonomy in high intensity scenarios. Therefore, that much of its construction (time will say if the majority) is carried out in Spain reflects both the limitations of the British military naval industry and the growing … Read more

Europe has done everything possible to prevent China from flooding us with its electric cars. The Byd solution: ships from Thailand

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The cheapest Chinese cars are a danger to the European industry. At least that is what our regulators consider who claim that if tariffs are not imposed, they will be competing in our soil. To solve it, they lifted commercial barriers that had to balance the situation. The Byd solution: Do not send your cars from China. The tariffs. So many things have happened in the last year that it seems that Chinese manufacturers have been paying for exporting their electric cars to Europe. However, it is a measure that It only applies since October 30, 2024. Shortly before, the European Union was applying the calls “Compensatory Rights” But everything ended up being defined as fixed tariffs a few months later. Those tariffs, however, are variable. Any importation of cars from the European Union pays 10%. To that money an additional rate was added depending on the brand because, according to European regulators, not all Chinese companies have received the same state favors. SAIC, who is a company of the Chinese state and did not want to collaborate with the investigations, has to add another 35.3% to the 10% flat rate. Byd, however, was the company that collaborated the most and that, in European eyes, less favor treatment has received. However, it was punished with additional 17%. Its impact. The impact of the measure has been obvious. Chinese electric cars are costing them to enter the market. Although it is its natural environment, the urban electric car still having a relatively high price. Especially if we understand that in many cases it can function as the only car since Outside the city can be eternalized. There, the Chinese electric car had the price of the price in its favor. If their offer was much cheaper than that of the rivals could gain a good part of the market. However, Registrations tell us that it has been absent. Even in a country like Spain that has the price as the main purchase value, there is only one Chinese car among the 10 best -selling electric (Byd Atto 3 in eighth position). Consequently, where China has really hurt so far it has been with the vehicles with combustion engines. There, the country does have a lot to win since European plug -in hybrids still have a high price but the Chinese offer Much more space and equipment at a much lower cost. Well, wait. There has been much talk about how Chinese manufacturers want to skip these commercial barriers. At the moment we know that Byd is raising a plant in Hungary and that he has chosen Türkiye as next destination. The plan seemed clear: development and assembly of the most expensive cars in Hungary (with greater margin of benefits) and production in Türkiye of the cheapest and most complicated cars to amortize. The strategy in fact was supported shortly after if we take into account that the European Union would have transferred Chery that his intention to Use Nissan’s factories in Barcelona and just use them to make the last parts soldier (cars arrive almost mounted on containers As if they were great pieces of a puzzle) It was insufficient. If you want to skip tariffs, Europe wants real investment. The Dolphin Surf. But all these byd plans point in the medium term. Before the company has to continue making its way on the market and wanted to make a dent with its fetish car: the Byd Dolphin Surf. This car that in China is known as Seagull It is clear about its appeal: hypercompetitive price, good performance and finishes far superior to competition. The car is a supervent in China to the point that they have managed to place in the market One million units in 27 months. There the car It is sold with the eye of God active. That is, it can circulate completely autonomously in fast roads … Although its price is just 9,000 euros to change. In Europe we could expect a much higher price but, yes, in Spain adding the aid of the MOVES III PLAN And the brand discount, it is possible to buy it for just 11,000 euros. A hypercompetitive price that already has the customer response (second best -selling electric car in July). Supported by Dolphin. Next to Dolphin Surf, the other electric car in which Byd has great hopes is the Byd Dolphinthe older brother of surfing. If surfing can harm markets such as Spanish, still reluctant to buy smaller electric ones if they do not have a great price, Dolphin is perfect for countries with greater purchasing power such as the United Kingdom or Germany. If we observe sales in Europeclearly Byd is on the rise and for them it is essential that these two models be hugged by the public if they want to be relevant actors in the industry. From Thailand to Europe. So, strengthened the brand in the first European markets, the company wanted to continue winning European market. After a dubitative start, has made structural changes in the direction and In July he already managed to overcome Tesla in sales And in market share although, yes, we must remember that byd sells plug -in hybrids. He is aware that the Dolphin Surf Byd is key and that he can do a lot of harm with his most affordable proposal. For that it is important to bring everyone who can and has found the way: send them from Thailand. This is stated Carnewschinawho say that the company is jumping European tariffs because the car is manufactured and sent from this country. And the tariffs? Tariff tariffs come from Thailand is 10%, the usual For all those brought from the outside. The only thing that is required is that the car has at least 40% of local components so it is not as simple as manufacturing in China and assembling the latest pieces in Thailand and then sending it. This practice, for example, It is the one … Read more

A Spaniard has patented a mast that transforms wind and waves into electricity. His invention challenges diesel in ships

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A mast shaken by the wind, the waves pushing without rest: usual scenes in any maritime journey. The interesting thing is that the same movement can serve to generate electricity. A canary who is one step away from being an engineer has designed a system that converts the strength of the ocean into usable energy, with the ambition to reduce the dependence of the diesel in the ships. It is an idea that takes the everyday of the sea and makes it a concrete technical proposal, simple enough to intrigue and ambitious enough to demand validation in the sea. “In the end it is a three -dimensional generator,” Juan Francisco Sarmiento Medina said in an advance of the Podcast of the Stier Groupand described the mechanism with simple images: “Let’s imagine that my arm is the mast. When the wind comes in front, it clashes, as the mast of a flag, and begins to oscillate. The keel works as a piston of a combustion engine (…) then movement occurs in the x, y y y z axes, all under Faraday’s law,” he explained. That narration of the inventor itself forms the technical spine of the project. What exactly is the e-mast. In its LinkedIn account the project appears as E-MAST (Energy Mast System) and is presented as a technology that transforms the structural vibration of the mast into clean electrical energy. According to the textthe system integrates an encapsulated rotor without exposed parts, linear generators and piezoelectric elements to convert oscillations into electricity, and can direct part of the induced air under the keel in the form of microburbujas. The advantages of the inventor are clear: “Without diesel engines, or maintenance. The owner of the boat, as there are no mechanical parts that have to be maintained with oil or that are broken, also reduces costs in that sense,” He pointed to El Español. The inventor also underlines the operational silence due to the absence of external propellers and the total structural integration into existing masts. These benefits, in any case, will require trials to measure power, autonomy and acoustic signature. Of production patent. The applications of applications published by the author encompasses autonomous marine surveillance, oceanographic research, defense and ecological navigation platforms in protected areas. According to Sarmiento Medina, the e-mast is protected by two patents, ES202430338 and ES202430339, with a favorable report according to the promoter. According to the newspaper La Provinciathe promoter figure around half a million euros international protection and development and has conversations with shipyards in France and the Netherlands to explore production. The sea still has the last word. Sarmiento says that he is a neighbor of Las Palmas de Gran Canaria and recognizes that part of his learning and opportunities come from the Stier Group, which has supported his training. This local support, added to the intellectual protection that it declares in its public profile, has allowed to convert a daily element of any ship at the base of an ambitious technological proposal. Now the most difficult part remains: validate the system in the sea. But the idea has already demonstrated something important: that there is still margin to imagine new things, even in an environment as old as navigation. Images | Juan Francisco Sarmiento Medina In Xataka | A “Roomba” to clean rivers: the ship that the three throats has launched in China

Pirates have turned the Red Sea into hell for ships around the world. With an exception: the Chinese

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The Red Sea right now is the main commercial route around the world and millions European industries depend on it to be able to receive products from the Asian continent. But in recent months, it has become one of the most dangerous seas on the planet, taking months blocked by the attack of pirates. With an exception. Chinese ships can go through these waters and nothing happens to them. They are even protected. The Red Sea as a forbidden area. Since the Hutí Militia de Yemen, with the support of Iran, will start an assault campaign at the end of 2023 In retaliation for the situation in Gaza, this area has become a dangerous area. Sunk charges, attacked crews and a climate of total insecurity that forced giants such as Master or Hapag-Lloyd to deviate through the horn of Africa. Something that implies Add to the navigation plan between 14 and 18 days. Something that also represents a higher cost. China’s ships have ‘white letter’. Something that has been observed since April, and that has reported the maritime intelligence firm Lloyd’s List Intelligence, is that Nothing happens to Chinese ships. In this way, they have seen how fourte The insurmountable rorowhich sailed from China and crossed the Bab el-Mandeb Strait and the Red Sea for Europe, did not have to give a detour. The most interesting thing is the content they had inside: Chinese brands electric vehicles such as Byd or Mg. This is a pattern that clearly shows that there is an agreement behind. A tactical pact that is worth gold. Neither Beijing, nor Tehran, nor the hutis leaders have issued an official statement, but the evidence and geopolitical context draw a mutual interest agreement. The hutis, which They declare to attack ships with Israeli linksAmericans or British, seem to have received a clear instruction: ships that come from China have the free passage. The key to this immunity lies in China’s powerful influence on Iranthe main economic and military support of the hutis. China is the biggest Iranian oil buyer, a commercial relationship that is a lifeguard for the Persian economy. In exchange for this support, Beijing exercises a ability to persuasion in the region that no other power can match. Analysts like Daniel Nash, from the consultant Veson Nautical, Point out that “China has found a way of dealing with the huti rebels backed by Iran, and they have been told that their ships will not be attacked.” This “salvoconduct” not only applies to Chinese flag ships, but also to those of other nationalities chartered by Chinese manufacturers to transport their vehicles. Meanwhile, other Chinese ships that do not wear cars continue to opt for the African route to avoid risks. The secret weapon against European tariffs. For Chinese manufacturers, this shortcut is much more than simple logistics savings; It is a strategic weapon to be able to conquer the European market. Right now, the European Union, in an attempt to protect its own industry, has imposed tariffs of up to 35% To Chinese electric vehicles, claiming that they benefit from unfair state subsidies. Although now They study withdraw them. However, the savings of the Red Sea route helps to compensate for the impact of tariffs, causing the final price to consumers to remain very attractive. The competitors have felt the consequences. Brands like Tesla, Volvo, Suzuki or even suppliers like Michelin They have suffered strikes in their European factories As a result of deliveries in deliveries because ships have to give a greater rodeo. In this way, brands settled in Europe have to pay consequences, while China can overcome them without problems. Floating cities for the conquest of Europe. Far from being a temporary solution, China is betting strongly on this route. Chinese shipyards work in full performance To deliver to Byd and SAIC new ships to wear their vehicles. And it is that these ships such as the “Byd Explorer No.1” or the “Anji Ansheng” of Saic are authentic floating cities with capacity for more than 7,000 vehicles, designed to optimize mass transport through sea. Chinese cars begin to be an important alternative. In the case of Spain, Sales of Chinese electric cars They don’t stop growing with the Saic group at the head and next to Grupo Chery with their Omoda and Byd, which has also opted for hybrid cars. This way, China is flooding European with its cars as It is being seen in enrollments. And partly it is for this type of strategies. In Xataka | There are those who believe that being rich is a sufficient requirement to have a Ferrari. The most important thing is something else: Ferrari fell well

ships and bombers with anyone behind the wheel

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The eldest war laboratory Of modern contests, the war in Ukraine, has turned drones into The fundamental piece of any offensive of both sides. Everything revolves around these armies of swarms to which it has been adding updates of all types (and times). Hence the unusual has become a rule. However, the last developments are a scoop that nobody saw coming. Evolution without humans. Ukraine has made a significant technical leap in his asymmetric war campaign by using, for the first time, Bombarder drones thrown from vessels Not surface manned (USVS), a kind of small aircraft carriers To attack key Russian facilities in Crimea. This new tactic represents a remarkable operational sophistication with respect to its first naval suicidal drones, turning these floating platforms into capable versatile systems, not only of direct attack, but also of launching multiple air attacks against strategic objectives. He most recent attackcarried out the night from July 1 to 2, 2025, destroyed three fundamental components of the long -range radar system NEBO-Messential piece in Russian defensive architecture on the Crimean Peninsula and the North -Western Black Sea. The Ukrainian Ministry of Defense described it as a “brilliant and high precision” operation, backed by A video which shows how aerial drones take off from the bow of the USVs and release several pumps with surgical impact. Operational advantages. The use of Bombarder drones From the sea it confers decisive tactical advantages. Unlike FPV previously launchedwhich require direct impact to destroy the objective, these new vehicles can attack multiple whites by mission and carry heavier ammunition. In addition, they maintain better connectivity in prolonged distances as they are not forced to descend to the ground, which allows them to operate more flexibility. Its control is mediated by satellite links (possibly via Starlink) installed in the USVs, which also act as retransmission nodes and launch platforms. This decentralized and mobile architecture complicates the work of detection, monitoring and neutralization by the Russian defenses. Russian reaction. Russian forces, aware of this evolution, have begun to observe with concern these attacks, as evidenced by the Russian military channel Two Majors. They recognize that a single Naval drone managed to approach and display multiple UAVS With load release systems, executing consecutive attacks on Russian defensive positions. Although They claim to have destroyed Subsequently, the Atacious Naval drone with air support, there is no visual tests that confirm it. The Russian reaction has focused more on request resources additional to counteract these threats that in denying its effectiveness. In any case, the incident underlines Ukraine’s ability to introduce innovations that alter tactical balance despite their resources limitations, generating psychological pressure, material wear and logistical disorder on the opposite side. NEBO-M SYSTEM NEBO-M and its tactical value. The target of this operation, the NEBO-M SYSTEMHe was not chosen at random. It is a last generation mobile radar complex introduced by Russia in 2017, designed for Detect poaching airplanesballistic missiles and aerial threats at distances greater than 600 km. The system includes The RLM-M (Three -dimensional VHF radar mounted on 8×8 truck) and The RLM-D (An Aesa radar also on mobile platform), both valued in tens of millions of dollars. These radars feed the S-300 and S-400 systems With objective acquisition data, and its location at the western tip of Crimea is vital to maintain a defensive shield on the region and access to the northwest of the Black Sea. No doubt, its neutralization opens a direct gap on that shield, facilitating the passage of long -range missiles as The Shadow Storm and Scalp-EGas well as the incursion of Kamikaze dronessignificantly weakening the Russian ability to detect and respond to attacks. Ambush and new front. In addition, in recent days another unprecedented scene occurred: the First known attack With a submersible first person drone, marking a milestone. In published images by The Northern Battalion Eagle of the 151.ª Motorized Brigade shows a river crossing in the Járkov region (previously destroyed and then improvised by the Russian forces with trunks) being achieved by an immersed explosive device. The sequence begins With a fixed intake underwater, where the FPV drone is hidden next to one end of the passage. Then, an explosion shakes the structure, destroying the crossing and confirming the effective use of the new underwater vehicle. The Shrike Special Edition. Forbes counted that, although the attack may seem anecdotal (three trunks are not a strategic objective) the real value resides in the successful use of the Shrike Special Edition, an improved version of the Ukrainian Shrike DRON FPVdesigned to operate in aquatic environments. Presented in February with the ability to land on water, dive and re -take off, the shrke was conceived as A ambush dronecapable of hiding in ponds, channels or lakes, patiently waiting for their prey. The recent attack shows that its possibilities They go further: It can destroy whites at flush or below the water level. This opens a new operating field, where air or land surveillance loses efficiency and the threat can come from the bottom of a river or a flooding area. From the suicide drone to the floating hunter. Plus: These episodes are part of a tactical progression Ukrainian that began with naval suicidal drones designed to exploit the impact, continued with the incorporation of FPV drones embarked and improvised anti -aircraft platforms, and has now led to a combined system that joins aerial and (Sub) Maritime in a reusable and coordinated way. As We count In May, Ukraine had already demonstrated the potential of its USVs when a version of the Magura V7 Armed with air-air-aim missiles AIM-9x knocked down two fighters Russians Su-30 on the Black Sea, and in December before another version (the Magura V5) he folded A MI-8 helicopter With a Missile R-73. These background reveal that the nation has managed to transform what was initially a limited deterrence tool in a multipurpose of new generation offensive platforms. New deterrence. In summary, if the twentieth century was dominated by nuclear aircraft carriers and … Read more

The oil ships are changing route to avoid the Ormuz Strait. Who will pay the detour: We

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Hostilities between Israel and Iran have reached a new peak of tension. The impact has not been expected: The price of oil rises and all looks point to the Ormuz Strait. Through that narrow step it circulates almost a fifth of the world crude, and although it has not been blocked, the tension is already altering routes, more than transportation and raising the pressure on the global energy market. A global bottleneck. The Ormuz Strait connects the Persian Gulf with the Gulf of Oman and the Arabic Sea, and is under the control of Iran. Only in 2024, more than 1.4 million barrels daily on ships were transported. According to Bloombergalso manages about 27% of the global oil liquefied gas flow (LPG). A partial or total obstruction It would directly affect energy powers such as China and India, as well as Iran, which has the third largest oil reserve on the planet. An unprecedented climb. Amid the registration of the conflict, many shipowners have begun to avoid the area or demand much higher risk premiums to cross it. According to Financial Timesthe result has been a vertiginous rise in charter prices. According to Clarksons Research figures cited by the British media, the daily rate to rent a VLCC (Vary Large Crude Carrier) that transports 2 million barrels of crude oil from the Gulf to China jumped from $ 19,998 to $ 47,609 in just a week. And not only oil transport has been increased: tank ships that transfer refined products, such as gasoline and diesel, have also doubled their rates, reaching more than $ 51,000 daily on that same route. The gas feels the impact. The tension has caused a slight fall in maritime traffic in the area, and some countries have begun to take precautions. Catar, through his state company Qatarenergy – the world’s largest exporter in the world – officially recommended to its vessels, care to cross the Strait, being the first measure known by an energy producer of the Gulf, According to Bloomberg. The tension is intensified. Iran, under international sanctionsuse a “ghost fleet”: ships that operate outside the international regulatory system, without valid insurance or security certifications. This not only represents a legal risk, but also operational. On June 17, Petrolero Front Eagle, of the Norwegian Frontline company, collided with one of these ships just after leaving the Gulf, According to Reuters. That same day, two other oil tankers collided and even caught fire, while two others were approached by Iranian vessels, which led to a “maximum alert” in the area. According to Richard Fulford-Smith, director of the firm Eden Ocean, cited by the Financial Timessome oil buyers are opting for suppliers other than Iran who use regulated vessels. This is pushing the demand towards the legitimate fleet and further increases the global rates. And now what? Uncertainty has already pushed some companies to redirect their routes outside the Persian Gulf, despite the additional cost. China and India could increase their purchases to suppliers such as Saudi Arabia or Russia, which do not depend on the Strait. So, some vessels are demanding higher risk premiums to cross the area, while others prefer to avoid it completely. For its part, United States has begun to reinforce its military presence. Can there be a real closure? Although there has been no official closure of the Strait, the tension has raised the fears that it may occur. Oxford Economics has recently warned In Bloomberg that the price of the Brent barrel could reach $ 130 if a total blockade occurs. And the most worrying: an eventual risk premium could be maintained even after a reopening. For now, the flows continue, but with greater caution and an increasingly dense naval presence. Energy risk. The Ormuz Strait is still open, but fear of a block is more present than ever. For now, the flow of crude and gas continues, although conditioned by a conflict that threatens to spread. The tension has not paralyzed trade, but has more expensive. And that, in the energy market, is enough to light alarms. Image | Pexels Xataka | A fear has taken over the world oil industry: the closure of the Ormuz Strait by Iran

China has ships the size of buildings that sail on mountains. All thanks to the largest elevators in the world

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China is the cradle of record mega -structures. They build in all dimensions (they have unnoticing skyscrapers in the world and deeper oil well) and, on many occasions, they are extremely complicated works, such as the Gaoligongshan tunnel or that of Huajiang Great Canyon Bridge. Something that also abounds in China are pharaonic dams, being the Three throats The biggest in the world. And something that these dams need are elevators, but not for people: for ships. And the elevator systems of both dams are so imposing that they allow ships of up to 3,000 tons to “sail” through the sky. The classic solution. There are dams and prey. When one of these structures is built, the river navigation flow. Sometimes, it doesn’t matter too much because that river was not a key communication route for trade, but other times it is necessary to devise a solution to have a prey without interfering in the activity of the ships. The solution is the one used in channels like Panama or Suez: huge and sealed cameras that are filled with water when a ship enters so that it can overcome the unevenness and continue its path. Or vice versa when you want to “go down.” The problem is that it is a system that requires a lot of time and transit is resent. And the revolution. The solution to this? Elevator systems such as those we use daily, but for ships. A close example is that of the Falkirk wheel in Scotlanda rotating elevator with a combined capacity of 600 tons that allows the barges of the channel to follow its course. Each of the drawers has the capacity for two ships up to 20 meters in length and seeing it in operation is most curious because it is like a fair attraction: Now, as we say: 20 meters of length is the maximum and 600 tons is not so much weight. They are the dimensions for passenger ships that navigate a channel, but China needed the Commercial ship traffic He did not stop at two of his great dams. And the solution they found is the one we used to see in the country’s constructions: bombastic elevators. Before the elevator (in the most focused part), in the dam of the three throats there was only one system of locks The three throats. The three throats dam is imposing in every way. Located on the Yangtsé River, it has an installed power of 22,500 MW for hydroelectric energyhas a height of about 185 meters and a total length of 2,335 meters. It is the Great Chinese Aquatic Wall. To maintain an annual traffic of almost 30,000 ships, including Cruises and Portenerosomething had to be done, and in 2016 they finished the Huge elevator. It is a vertical elevator that is how we imagine that it should be an elevator for ships: a huge bathtub of 120 meters long and 18 wide, tens of steel cables and a powerful pulley system that have the ability to displace ships up to 3,000 tons. The total lifting weight, including chamber and water, is 15,500 tons. It covers 113 meters high and, three hours of total journey, it is passed to about 40 minutes. It is something that is sought to expand to increase the movement capacity of 18 ships daily to a larger amount and here you have it in operation: That of the Goupitan dam. Now, although imposing due to its dimensions and load capacity, its design is more functional than aesthetic. However, the elevator system of the Goupitan dam It is another song. Located on the WU River, which is a tributary of Yangtsé, has a length of 430 meters and a height of 232 meters. It stands out not so much for its installed energy capacity of 3,000 MW, but for its channel -shaped elevators system. Unlike the three throats, to save the unevenness caused by the dam, engineers devised a system of three vertical elevators connected by channels. The maximum boat capacity is 500 tons and the camera is much smaller (40 x 12 meters), but the relevant is the total height of those 199 meters that save the ships. And the times? About two hours in total for the entire route, but its design channel design reduces bottlenecks. Tourist point. The system of channels and elevators of the Goupitan dam ended in 2021 and was a technical headache by connecting several small elevators with each other, as well as a system of channels that, in some case, surrounds one of the mountains. It was a way to demonstrate the technical capacities of the country, but it has also become a tourist point that goes viral in networks due to how attractive it is to see a ship sailing on the mountains. And, although the elevator of the three throats can be boring, it is also a tourist claim, with cruises that include the elevator on your route. Australia, heat what you go out. But, if something is teaching us the Battle of the towers between Saudi Arabia and Arab Emirateswe are in a constant search to overcome ourselves when we talk about megaconstructions, and it is already under construction that will be the new largest stocks for ships in the world, at least by weight: the Darwin Ship Lift Facity. It will be in Australia and it will be an elevator 103 meters long, 26 wide and capacity for vessels of up to 5,500 tons. It is designed to serve fishing vehicles, cruises, border defense, energy and container. Now, the distance to save is just … six meters. Much less impressive than the other great elevators that are worldwide because it will be a maintenance platform, not something to save a height between two sections of a river. Images | Google Maps, Fredlyfish4, Le Grand PortaGederIVATIVE In Xataka | NASA has made the calculations: China can slow down the earth with a filling of the three throats

the mother of all the ships ro-ro

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The oceans are full of monsters. Of steel monsters, specifically, such as huge containers and Ro-Ro ships. These ships, also known as ‘Roll on-Roll off’, are giant parkings that serve to move large amounts of vehicles between countries. The SAIC company is one of the most powerful in the Chinese automotive industry and MG ownersone of the best -selling brands in Spain. And, just one year after the inaugural trip of His previous Megabarcothey have a new Trojan horse to continue flooding Europe with their cars. It’s called Anji Ansheng, and it’s a mole with space for up to 9,500 MG cars. Need. The Chinese manufacturers They have been expanding to other territories for years, but it has been more recently when large firms have begun to invade external markets. Europe is one of the most sweet customers of these companies (despite tariffs), but also We have Latin America in the equation. Although some Chinese brands already begin to harvest the fruits of your strategy of Factories abroadmost continue to export large volumes from China. In the case of SAIC, in 2024 they reached the brand of more than 5.5 million vehicles distributed in external markets And, during the SShanghai International Auto Alon This year, they announced the beginning of phase 3.0 of their strategy to launch 17 new models abroad. That implies that they need to carry many, many cars by boat from their Factories in China And Thailand, and that is where his new ro-ro comes into play. New Saic Anji. Baptized Like Anji Ansheng, we are talking about a monster that has become the world’s largest bake. That honor was the Changsha Byd 219 meters in length, 37.7 meters wide and capacity for 9,200 cars. The Anji Ansheng exceeds everything with a 228 -meter length, a 37.8 -meter sleeve and a whopping 9,500 cars. These dimensions and, above all, their capacity, leave the anhi sincerity and its capacity for 7,600 cars in the background. The ANSHENG is currently making its inaugural trip to Europe with several thousand MG in its interior parking colossal, with the aim of exceeding 243,400 cars sold in Europe by the company during 2024. One more. Within how imposing the new ship is, it is a piece in the SAIC strategy for Continue exporting cars. The company has 35 ships focused on that vehicle transport, among which there are 11 river ships to carry cars from interior factories to large international ports, 9 ocean ships for national trade and 15 for foreign trade. The plans are expansionists and, facing next year, Saic wants to have 22 ships for foreign trade to reinforce routes in Western Europe and the Mediterranean, but also to prop up markets such as Southeast Asia, Australia, New Zealand, the Middle East, South America and Mexico. There they will have to compete against the national cheap cars. And the competition? It is not far behind, of course. Like Arab Emirates and Saudi Arabia they are immersed in the Battle of skyscrapersSaic and Byd are involved in the battle to see who creates a larger car transport ship. As we say, Byd with his Changsha was the one who was at the head of this particular competition, but although Saic has created a larger ship, the strategy of his great Chinese rival also takes into account the size of his fleet. Because Changsha is the Shenzhen twin, and the idea is that three other twin ships are added to the fleet throughout the coming months, thus counting with five really huge ships that will have the capacity to Place more than 67,000 cars Out of China. Your goal? Being not only the brand that sells the most in China, but to overcome Chery and Saic, and precisely having a fleet of your own ships is one of the keys to these companies. One of the byd beasts They do not depend on paying rent for ships, it is cheaper to send cars outside their borders and it is the mode of, Despite tariffscontinue to maintain a constant flow of vehicles in the foreign market at very competitive prices. And it only remains to land the rest of the brands. Xiaomi included. Images | Byd, Saic In Xataka | Europe has focused on stopping Chinese electric cars. The true threat is in its cars with combustion engines

Before the lack of steel, the ships of World War II began to be built with an unusual material: concrete

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Close your eyes and think about the main material of a ship. Quite possibly Wood is the first Let it come to mind, and it is normal: we have millennia sailing in wooden ships, and we continue to do so. But it is also logical that the steel that dominated the XX and XX shipsand the Current marine monstersit is around ideas. And most likely you have not thought of another material: the concrete. But yes, for 150 years we were creating concrete ships, and far from crazy, it was the most logical idea. And even used in the first and Second World War. A Frenchman. A good day from the mid -nineteenth century, a French man named Joseph-Louis Lambot It occurred to him to build a boat. Not anyone: one of reinforced concrete. There was a problem: in 1848, they had no idea what reinforced concrete was. This material, basically, is the mixture between concrete and steel. Both combine to create something with much greater structural resistance and has been since their invention the basis of the most imposing, dams and almost any construction of the last century. Well, it was Joseph-Louis that came up with the two materials. At least, I know attribute The invention of reinforced concrete to this man. As always, there is controversy with the dates, with whom he patented the reinforced concrete, who built the first slab, etc. But well: Lambot wanted to prove his invention and built a small boat less than four meters with the aim of exhibiting it in the Universal Exhibition of Paris of 1855. Enough advantages. Basically, the interior was wire mesh covered by cement and Lambot’s idea was to completely replace the wood. The invention liked it, but it really did not attract the attention of ship manufacturers. Some barges were created for European channels, but little else. Everything changed when the Italian engineer Carlo Gabellini built the Liguria in 1896. It is the one we consider as the first reinforced concrete ship designed to navigate on the high seas. And, really, it made sense to create reinforced concrete ships. It is a material that has great corrosion resistance, so the marine environment does not damage the helmet, reducing maintenance (that also has it) and extending its useful life. It offered good thermal insulation, so perishable resources could be transported in better conditions and there were no fire problems. The Namsenfjord In the absence of bread … A few years later, the construction of these concrete ships expanded and other countries began to build, especially freighters. But of course, we are in 1914 and that means something happened: the World War I. And beyond the advantages of concrete against other materials, the world was forced to create concrete ships for a very simple reason: There was no steel. The militarization and industrialization of the belligerent forces caused a situation of Steel shortage. The ships were important, since the naval supremacy It has always been a determining factor in a conflict, but with the steel necessary for a destroyer you could create many other things. And the problem is that they had to continue building ships because there were resources to move worldwide. World War I. The revolution came with the Namsenfjorda Norwegian ship that, in 1917, showed that self -propelled concrete ships could be made. It was 26 meters in length and weighed a whopping 400 tons and most importantly: the United States saw that there was a potential in these ships beyond serving as charges propelled by an auxiliary ship. Thus, they created the Emergency Fleet Corporation program with the aim of producing 24 concrete ships. It was a failure: those who completed themselves, did it after the war, so it had to be allocated in other things. One was the SS FAithwhich was going to serve in the war, but in the end it remained to be used in transport work in the United States. It was thrown in 1919, it was in service until in 1921 it was sold to Cuba and had a length of 97.54 meters. A year after Faith, the SS Selmaa huge reinforced concrete mole of 129.54 meters in length that was launched just the day when Germany signed the Treaty of Versaillesending the First World War. It ended up using as a oil tanker in the Gulf of Mexico. With candles and a secondary support motor Demolish disadvantages. With the finished war, interest in the construction of concrete ships deflated. It still had advantages, because building them was much cheaper than making them in steel or iron, but if we mentioned a series of advantages, it is important to know the disadvantages (which exceed them, and by far). To match the resistance of a steel helmet, the concrete is thicker, which has several limitations. On the one hand, it weighs more, so it also has a major draft, the displacement of the ship is slower and more fuel is needed. That is thicker implies that there is less interior space for load, since the useful volume is reduced. That weight makes engines must be more powerful and that fuel tanks are also greater, so the investment in this part is greater. The dike to build it must also be monstrous because you cannot weld parts, such as steel, and then there is resistance to impacts. Second World War. The metal breaks, yes, but it has a greater elasticity than the concrete. This material, however, is much more fragile to impacts. A collision causes a crack in the helmet, and this on a ship that weighs so much is a conviction. That is why, after the great war, the concrete ship project was abandoned, leaving its construction practically limited to the loading barges, but then World War II arrived, and the steel needs of the previous one were repeated. However, the US program was not as ambitious as the one that began 20 years before and yes, concrete ships were … Read more

The house is getting so expensive that in the United Kingdom there are already people opting for a plan B: living in ships

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In the United Kingdom there are hundreds of people who do not live in houses, buildings or urbanizations. Nor do they have neighbors. Not at least in the conventional sense. In a country that has seen how housing It was more expensive until it turns Privatethere are those who choose to reside in river channels and rivers. They do it aboard barges of several meters that, although they are not cheap and carry their own costs, remain much more affordable than The apartments Of the big cities. And there are reasons to think that over the years your number It has been increasing. Living between ducks and fish. Sounds romantic, but that is the lifestyle for which thousands of British who reside aboard barges have opted. And there are some data that suggest that their number has increased over the last years. A few months ago The Economist public An article in which he remembers that the last census of Canals and Rivers Trust (CRT) shows that at least 2022 there were 35,000 vessels With a license to operate in 3,200 km of river routes distributed by England and Wales, a third more than in the last two decades. The case of London. Moreover, in London, where the “navigators” stand out between 25 and 34 years, their number has almost doubled in a matter of a decade. In Your report The Economist It does not specify how many of these barges are used as the main residence, but slides that it is probably a good part. In 2021 The Guardian I was A little further And he pointed out that Canals and Rivers Trust surveys show that, at least at that time, the proportion of people who lived aboard their vessels was 25% at the national level (in 2011 they were somewhat less, 15%), although the percentage would be higher in London. Is there more data? Yes. And although the figures vary depending on the source that is always consulting in the same direction. Although the British who have decided to change conventional apartments and houses for barges continue to represent a minority, in February Sky News placed their number in about 15,000. And growing. According to Boats.com the number would be even superior. Your data They estimate the census of permanent residents in barges docked in the rivers, channels and coasts of the United Kingdom in around 30,000 people. Price issue. The big question is … why? Why change the comforts of an apartment in the center of Bristol, Manchester or London for a boat moored to a channel? Analysts answer those questions with Several keysbut there is one that is usually repeated: the price. A narrow barcaza and in good condition with which to move along the country’s river paths can cost near 50,000 pounds. It is a considerable figure (of course there are much cheaper), but that is far from what an apartment costs on the United Kingdom metropolis. Reviewing figures. According to official data, in January the average price of a home in the country was 268,500 pounds. If we talk about London, that reference is triggered until the 600,000 tires are touched through a house in a room, which makes the British capital one of the most expensive cities on the planet to become a owner, based on The data of Global Property Guide. In 2023 the London mayor spoke directly about “housing crisis” and crossed out “scandal” that there were dozens of houses and unused floors. Is it cheap to live on a ship? Depends. Yes, if you compare the cost of buying a barge with that of acquiring an apartment in London. But that does not mean that changing the streets, urbanizations and blocks through the channels is available to all pockets. First because their owners pay navigation licenses. Second, because a boat has certain expenses rigged. Recently the tenant of a United Kingdom barge confessed To the Sky News chain that spends around 4,500 pounds annually in invoices, including insurance, hubs, coal, fuel and navigation permits. If you want to keep your home in good condition every three or four years you must also get it out of the water and paint the helmet, which costs you approximately 1,200 pounds. Money … And something else. Although money is a key factor, it is not the only one that explains that in the United Kingdom there are thousands of people passing (at least) most of the year aboard boats. At stake they enter otherssuch as the influence of pandemic, the rise of teleworking, the interest in traveling along the British coasts or a simple issue of taste, either as a permanent or temporal vital option. After all, in life aboard a barge, not all are idyllic moments. “I wanted so much a ship that I didn’t care to live without shower, wearing a cube as toilet the first months or running cold,” Elizabeth Earle recallsfreelance writer and illustrator who chose to leave the comforts of an apartment to live in a barge. Now reside in a centenary floating house of about 20 meters. “I have no one to bother me and if I want to leave this place I can do it tomorrow. You are always covered with bruises and soot, and there is a lot of mud, but you also think ‘go, I can make fire’ and load 25 kg of coal.” An option with challenges. Navigation, maintenance or supply are not the only challenges facing the tenants of the barges. Elizabeth does not pay mooring as such, but that has its ‘face B’: when opting for the “Continuous Cruiser” Your floating house must change location from time to time. In a similar situation you can see the rest of British navigators who have no right (or paid) permanent moorings and are forced to move between squares along the same river, or beyond, every 14 days. “We pay a license that does not equals a rent, but rather to the municipal … Read more

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