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30% of heavy trucks sold in China are already electric, in Europe only 4%

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China has been dominating with an iron fist for years the electric car race. Now it is opening a second front: heavy trucks. Just like they count Since Semafor, in 2025, almost three out of every ten heavy trucks sold in the country were electric or new energy. In Europe, the figure does not reach 5%. And the most striking thing is not the difference, but the speed at which that gap is closing. An unprecedented leap in a very short time. In 2021, new energy trucks barely accounted for 0.7% of heavy vehicle sales in China. In 2024, they were already 12.9%. Just like share the average, in 2025, almost 30%. That pace of adoption, according to Zhao Pei, a postdoctoral researcher at MIT, “leaves the rest of the world in the dust.” In Europe the figure remains around 4%, and in California, which is supposed to be the region of the United States where there is the greatest adoption of electric trucks, annual sales are counted in hundreds of units, according to the analysis firm Rystad Energy. lTrucks are more difficult to electrify. Heavy vehicles are the backbone of any country’s domestic trade, but electrifying them is much more complex than doing the same with a car. Their energy needs are enormous and the size of the batteries can reduce the charging capacity. Furthermore, there is still a lot of distrust of technology in the freight transportation sector. “They are a completely different game from passenger cars when it comes to electrification,” counted Mao Shiyue, researcher at the International Council on Clean Transportation. Politics and prices as catalysts. Since 2020, China’s central government forced factories in key sectors (steel, cement, energy) to incorporate a percentage of new energy trucks or face production restrictions on days of high pollution. Added to this were very generous subsidies to replace diesel trucks with electric ones. The result: a huge domestic market, highly integrated supply chains and fierce internal competition that has accelerated innovation. Today, the cost per kilometer of an electric truck in China is approximately one-third that of its diesel equivalent, they shared from the middle. Although the purchase price is double, the difference is amortized in about two years. The infrastructure that makes it possible. China has also deployed an entire network for its electric trucks to operate. To achieve this, they have been working for some time on what they call their “green corridors”, specific charging networks for heavy vehicles along highways. One of the largest, built by Qiyuan Green Power, connects Tianjin port with the Gansu industrial region across 2,200 kilometers and 27 stations. For its part, CATL, the world’s largest battery manufacturer for electric vehicles, it has developed a battery exchange technology that allows a dead battery to be replaced with a charged one in just five minutes, and already has more than 300 operational stations in the country. The weak point: long distance. Not everything is resolved. Trucks operating short, fixed routes have led the transition, but long-distance trucks, which can travel up to 1,000 kilometers a day, remain a challenge. The autonomy and capacity of current batteries are not always sufficient for these routes. And just as share From Semafor, a typical 49-ton heavy truck can travel between 200 and 300 kilometers on a load, enough to operate in ports and urban areas, but far from what long-distance interregional routes need. Now they arrive in Europe, and cheaper. More than half a dozen Chinese manufacturers plan to enter the European heavy truck market in 2026. According to account Reuters, among them stand out BYD, Farizon (Geely), Sany (which is currently the best-selling electric truck brand in China), Sinotruk and the startups Windrose and SuperPanther. The middle share that newly arrived manufacturers plan to set prices up to 30% below the European average, which is around 320,000 euros. Even so, that triples the cost of a conventional diesel truck, whose average in the EU is around 100,000 euros. Unstoppable speed. Phil Dunne, of the consultancy Grant Thornton Stax, counted Reuters that the European sector takes on average seven years to complete a development cycle for a new truck. Windrose, a startup founded in 2022, took three years to develop its Global E700 model, obtain approval to sell it in China, Europe and the United States, and prepare it to enter production. Its price in Europe will be 250,000 euros. “The speed at which the Chinese have come up with good products has surprised everyone,” Dunne said. Code red. Volvo, Daimler Trucks, Iveco, MAN and Scania dominate the European market and have the advantage of built-up trust among their customers. But they are aware of the risk. Volvo Group CEO Martin Lundstedt described Chinese manufacturers as “fast, innovative, determined and committed”. In parallel, associations such as ACEA and E-Mobility Europe they press the European Commission to accelerate support measures with lower tolls for electric trucks, fleet electrification mandates and subsidies tied to European production. What is at stake. China is the world’s largest importer of fossil fuels, has the most extensive road network on the planet and road transport represents almost three quarters of its volume total merchandise. If the electrification of its trucks advances at the planned pace, Rystad Energy calculate that China’s demand for diesel could fall by 20% from current levels before 2030. “We have one or two years to get ahead of ourselves. Or the Chinese will eat our toast,” counted Chris Heron, Secretary General of E-Mobility Europe. Cover image | aboodi vesakaran and Sany Group In Xataka | China has been boasting about its driverless robotaxis for years. Until more than 100 have stood at once in Wuhan

Canada now allows Chinese cars to be sold and the US believes they have opened the door to the wolf

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Canada is about to become the gateway of chinese manufacturers of electric cars to North America. BYD, Geely and Chery They have been preparing their landing for months in the country, and from Washington they are watching with great suspicion. What has happened? In January, Mark Carney’s Government closed a trade agreement with China that reduced tariffs on Chinese electric vehicles from 100% to 6.1%, in exchange for Beijing lowering tariffs on Canadian agricultural products such as rapeseed or lobsters. The agreement allows the entry of up to 49,000 Chinese electric cars per year, with the possibility of scaling up to 70,000 in five years. March 1, Ottawa opened the application process of import permits. Tensions. This decision comes amid trade tensions with the United States under the Trump administration, which has imposed tariffs on both Canada and China. “We take the world as it is, not as we would like it to be,” counted at that time Carney, with the intention of diversifying its alliances. Who arrives and how. According to the DSMA advisory firm, which is mediating between Chinese manufacturers and Canadian dealers, three brands lead the race: BYD, Geely and Chery. The three are working in parallel on the approval of vehicles, the construction of distribution networks and agreements with local financial partners. Jason Zhao, director of Asian market development at DSMA, estimates that the first cars could arrive at the end of 2026. It would look like this: BYD wants to open 20 dealerships in a year, starting in the Toronto area and then expanding to Vancouver, Montreal and Calgary, according to explained to The Globe and Mail Farid Ahmad, CEO of Dealer Solutions Mergers & Acquisitions. The brand is also studying the possibility of building its own production plant in the country, although, according to declared to Bloomberg a few weeks ago its executive vice president Stella Li, “no decision has been made yet.” Geely expects to soon receive certification from Canadian authorities for its vehicles, according to confirmed to Bloomberg Andy An, CEO of Zhejiang Geely Holding. The company already has some presence in North America through Volvo and Polestar, but Zeekr would be its first Chinese brand to reach the Canadian market. Cherry is hiring in Canada and has already registered several of its brands, including Omoda, Jaecoo and Exeed. In statements collected According to Automotive News Canada, the company stated that it is “evaluating avenues for future development, including alliances with local players,” although without confirming dates. The problem of times. Just because there is a trade agreement does not mean that the cars will arrive tomorrow. Stephen Beatty, industry consultant and former executive at Toyota Canada, counted to Automotive News Canada that, if starting from scratch, the homologation process can take “a year or more.” And the brands best positioned to be the first through the door are Tesla (which had already prepared its Shanghai factory to export to Canada in 2023) and Volvo and Polestar, which already operate in the Canadian market under a Chinese umbrella. Washington’s reaction. Jamieson Greer, United States Trade Representative, qualified the agreement “problematic” and warned that Canada might regret it. The issue raises concern in Washington, since if Chinese manufacturers manage to establish themselves in Canada, the US market (the great long-term objective) will be much closer. “The obvious end goal is all of North America,” counted Tu Le, managing director of Sino Auto Insights, in the middle. Between the lines. The United States maintains very high tariffs on Chinese cars and a ban on connectivity technology for Chinese-made vehicles, which has blocked any mass entry into its market. Canada, by opening its door, not only irritates Washington because of the direct commercial impact (about 49,000 cars are barely 3% of the Canadian market), but for what it represents: a precedent and a bridgehead. BYD, in fact, has already publicly ruled out trying to enter the US in the short term. Stella Li, speaking to Bloomberg, described the American market as a “complicated environment” and said that the brand is focused on other markets where it can replicate its successful model in Brazil. And now what. According to DSMA, large dealer groups in Canada they are divided: Half are actively looking to close an agreement with a Chinese brand, the other half are waiting to see how the situation evolves. The medium and small ones, on the other hand, are “all” interested, according to Zhao. Longer term, both DSMA and Sino Auto Insights estimate that between 15 and 20 Chinese manufacturers will end up operating in Canada. Cover image | Tom Carnegie and BYD In Xataka | What happens if you are in a self-driving taxi and someone wants to get into the car and attack you? Waymo’s response is not encouraging

For the first time, BYD has sold more cars outside of China than inside. It’s very bad news for them.

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Pursue your dreams… outside of China. Beyond Your Dreams are the words hidden behind the acronym BYD. The acronym of the company that sold the most electric cars in the world in 2025. A company that seemed to have meteoric progress but that has stagnated with a local market that is slowing down at a dizzying pace. So much so that it has already sold more cars outside of China than inside. A well-thought-out strategy that arrives ahead of time. A milestone?. The month of February was the first in which BYD has sold more vehicles outside China than in its own market. It is a conditional milestone, since sales in China of the entire market have plummeted and, of course, have hit the country’s largest car manufacturer hard. A general trend. Although in 2025 car sales in China once again set a record with 34.4 million cars sold (a growth of 9.4%, according to the Chinese Association of Automobile Manufacturers) in figures collected by the media 36krthe market has been experiencing a slowdown for months. In February, car sales in the country fell 15% compared to the same month in 2025, they point out in Reuters. But the problem is worse among individuals, where sales have fallen by 34% as a result of the Chinese New Year festivities and the withdrawal of some purchasing aid. The latter has had a direct impact on sales of “new energy” cars (plug-in hybrids and electric). According to data collected by CNEVPostIn January, 596,000 cars of this type were purchased, compared to 744,052 units in the same month of 2025. A drop of 22.1% that worsened in February, with 464,000 units sold compared to 686,000 units the previous year. It is a year-on-year drop of 32%. The BYD case. This general decline in sales, with more worrying figures among new energy vehicles, has had a direct impact on BYD. Last January, BYD sold 210,051 new energy cars when in the same period of 2025 it placed 300,538 units on the market. In February, the figures were worse with 190,190 units sold compared to last year’s 322,846 units, reported in CNEVPost. That is, so far this year, its sales have fallen by 30% in January and 41% in February, extending a trend of low sales that has been going on since September of last year. BYD sales have not grown in China since June 2025. In July and August they achieved a technical tie in the year-on-year comparison but, since then, they have lost in all one-year comparisons. These falls have caused Geely to surpass BYD in sales in the first two months of the year. Between January and February, Geely has sold 476,327 units, just 1% more than in the same period of the previous year. There are just over 76,000 units than BYD (400,241 vehicles between January and February) thanks to a larger product portfolio and less dependence on “new energy” vehicles. This has avoided a fall due to the withdrawal of state aid, they state in SCMP. More outside than inside. As we said, BYD’s sales have plummeted in China but its exports have skyrocketed abroad. This has meant that the company has sold, for the first time, more cars outside its borders than within its borders, they point out in Electrive. Two factors explain it 41% decrease in sales in China compared to February 2025 Increase in exports of 50.1% compared to February 2025 The company has managed to consolidate sustained growth in its exports. They point out in CarNewsChina which with February now adds up to four consecutive months exporting more than 100,000 units. This has caused them to place outside their borders this month 100,600 units of the 190,190 units which have sold all over the world. That is, more than 50% of its sales have been delivered outside of China. a mirror. BYD has become the best example of what the Chinese market is all about. The country lives in a whirlwind of launches and a suffocating price war. BYD itself, with its new launches at ultra-competitive prices, has caused their own cars become obsolete with months on the market, gathering dust in dealerships. The rest of the companies have also played to lower prices to keep up the pace and release news at a frenetic pace, but that produces some anxiety in the client that sees how what is new today can be left behind very soon. Bad news in a country like China that has been trying for years to promote domestic consumption to put its economy into higher gear. But, in addition, the State has withdrawn some aid to the purchase of electric cars, the most important column in the industry. This has its consequences in the drop in sales among individuals. Before time. That BYD intended to expand outside China was no secret. In fact, his plans happened because half of global sales will be consolidated outside of China in 2030. The expansion plan with the factory Hungarythat of Türkiye and, it is rumored, another in Europe is part of it, without forgetting the Thailand and Brazil. The question is to know if this surprise of sales abroad has arrived too soon and the only thing it confirms is the slowdown that the brand will have to deal with in China. If you want to consolidate yourself as one of the largest global manufacturers (there was talk of reaching 5.5 million units in 2025 but finally they stayed below the 5 million border) it is essential that they expand borders and not depend solely on the internal market. European manufacturers can give BYD some examples of what happens if you base the bulk of your strategy on selling in China. Photo | BYD In Xataka | The year of Chinese consolidation in Spain: MG, Omoda and BYD close a spectacular 2025 and are among the best sellers

A century ago Denmark built an island to defend its capital. Now it is full of tourists and is sold for ten million

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The world has started 2026 slope of an island linked to the Kingdom of Denmark, but Greenland is not the only island dependent on Copenhagen that makes headlines. In it Øresund Strait There is a small Danish island that in recent weeks has also sparked interest due to its history, status and (above all) ownership. His name is Flakfortet and in this case, unlike Greenland, there would be no problem with Donald Trump controlling it. Of course, first you would need to go through the cash register and pay 10 million euros. The reason: Flakfortet is actually an old military fortification built on an artificial island and in private hands that has just gone up for sale. What has happened? that the Danish real estate market has incorporated an unconventional piece: a maritime fort built on an artificial island. That’s what they advertise on their page. Lintrup & Norgarta Danish firm specialized in real estate that for a few weeks advertise the sale of the Flakfortet fortress, located in the Øresund Strait. The property is offered for 74.5 million of Danish crowns, equivalent to about 10 million dollars. “The island has modern facilities and historic structures and is visited by thousands of people each year,” highlights the agency. The announcement has attracted the attention of media outlets such as the German newspaper Bildthe specialized medium Yacht or the Danish public broadcaster TV2which specifies that the complex reaches 30,000 square meters (m2) and there are around 10,000 built. Among its facilities, the island includes a large marina and a heliport. But what is Flakfortet? A vestige of the First World War. And a huge and picturesque reminder of the turbulent start of the 20th century. Flakfortet is a maritime fortress built on Saltholmrevan artificial island built from tons and tons of stone, concrete and sand in the Saltholm Strait. In fact, it is located between saltholm island and Copenhagen. Flakfortet was not the result of a whim or megalomania. It was promoted at the beginning of the 20th century, after the Defense Agreement of 1909 with which an attempt was made to improve the fortifications (land and sea) that protect Copenhagen from enemy attacks. To be more exact, his works were developed between 1910 and 1916. And what was it used for? The idea was to shield neighboring Copenhagen by sea. Hence, Flakfortet was projected as a true fort, capable of hosting around half a thousand soldiers and equipped with powerful cannons. Danmarks Nationalleksikon remember which in its day was equipped with howitzers, half a dozen cannons and anti-aircraft artillery. However, its role during the two great conflagrations of the last century was rather modest. In fact, the outbreak of the First World War in 1914, with the project still uncompleted, frustrated the plans to equip it with modern howitzers. In the 40s it was occupied by the Wehrmacht and in the 50s it returned to Danish hands, although without much success. At the end of that same decade it closed as a naval anti-aircraft fort and during part of the 1960s it hosted the HAWK 541 Squadron of the Danish Air Force. Over time it was rented to the Copenhagen Sailing Union and was converted into a marina in the 1970s. And in recent decades? His military past is behind him. After the Danish army decided to abandon the fort the weapons were dismantled and the casemates abandoned. As the 20th century progressed, the soldiers gave way to sailors who arrived aboard sailboats, tourists and history lovers fascinated by the fortification’s past. The next major chapter of his chronicle was written in 2021, when Denmark sold the island to Malmökranen AB, a Swedish company that acquired it for around 400,000 euros. It may not seem like a lot of money, but the company had to invest significantly more to remodel the facilities and modernize its services, which includes a restaurant, a desalination plant that supplies the island with drinking water, and generators. These improvements, added to a ferry service that connected the island with Copenhagen and the interest aroused by the fort’s military past, explain why Flakfortet attracted up to 50,000 visitors in high season. Good business, right? If we ask Malmökranen right now, the business seems to involve more the sale of the island than its direct management. And it’s not something new. In 2015 the complex already looked for a buyer without much success. More than a decade later, its owners have decided to try again, asking for even more money for facilities that have a port and heliport. The agency in charge of the sale wait that the island will attract the interest of specialized investment firms or millionaires looking for a “secluded and quiet” property. Nor do they rule out that the Danish State itself decides to recover Flakfortet because it considers it “a critical infrastructure” and its location. If it is finally an individual who takes over its reins, they should keep in mind that they cannot do whatever they want with the old fort: since 2002 It is considered a historical monument, so any significant work must have the OK of Heritage. The island must also remain open to the public. Images | Wikipedia and Google Earth In Xataka | China has been dumping tons of sand into the ocean for 12 years. And now we are seeing islands emerging in the middle of nowhere

The DGT sold us a “reasonable period without sanctions” for the V-16 beacons. The fines are already coming

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Unwritten agreements have a problem: nothing is written. It seems silly but it is more than obvious. When there is talk of a “reasonable period” or “being flexible” but nothing is signed, the truth is that there are reasons to be suspicious. Because nothing and no one prevents breaking that supposed agreement with which all parties agree. Or if not, tell those who have been fined for not having the V-16 beacons. They are already fining. This is what they assure from Pyramid Consulting. This consultancy, specialized in appealing traffic fines, already indicates that its offices have received a penalty because a driver did not have the V-16 light to signal a dangerous situation. The penalty is 80 euros, as we already had in Xatakaand it reads that the reason for the sanction is “not having the corresponding V-16 regulatory sign installed on the vehicle.” The penalty was imposed on January 6, Three Kings’ Day, and the gift will be a financial penalty of 40 euros if the driver accepts prompt payment. “A reasonable period”. Penalizing a driver on January 6, 2026 for not having a V-16 beacon raises blisters among drivers. And Fernando Grande-Marlaska, Minister of the Interior, and Pere Navarro, director of the DGT, were faced with a pool full of contradictions and decided to jump into it headlong. In December 2025, faced with the prospect that drivers were not going to have the V-16 beacon on time, the DGT already announced that there would be no extensions in the application of the measure because, in their words, there would be no point in delaying it to the summer of 2026 since the situation would be exactly the same. Of course, they indicated that they had considered delaying it. However, that same month of December, the director of the DGT himself indicated that agents “will be flexible” so fines were not expected, at least, in the first days. They talked about “consolidating this issue” without having to deal with a barrage of fines. On January 8, Grande-Marlaska defended that the beacon was not tax collection, that “information would take precedence over the sanction” and that fines would not be imposed. a “reasonable” period of time. By then, Pyramid Consulting’s client had already been sanctioned. They think they are right. From the consultancy they assure that they are going to appeal the fine. The reasons they allege are that articles 9 and 103 of the Spanish Constitution specify that the Administration must guarantee the legal security of citizens. And they point out that the Administration’s actions must comply with and be: Foreseeable Transparent Consistent Adjusted to good faith They assure that Grande-Marlaska’s statements, in which it was suggested that the agents would not sanction “in a reasonable period of time,” invalidates the sanction and generates legal uncertainty for the citizen since a safeguard message is sent that in the end has not been fulfilled. The contradictions. The problem here is that those responsible for the Ministry of the Interior and the DGT sent messages that contradicted what is stated in the law. Both assured that there would be no fine for not having the beacon and not using it but, at the same time, they neither offered a specific time period nor was any type of order approved in which this was reflected. This left it up to the agents how to act. And if they considered that a car was not correctly signaling its position, there were sufficient reasons to sanction it, according to the approved regulations. And although the DGT’s public message was in the direction of not fining, the agents themselves have recognized that they have no order to act in this way. Photo | DGT and Pyramid Consulting In Xataka | The V-16 beacon has many problems: the manufacturer turning off its servers and leaving you offline is not one of them

For centuries Germany has boasted the oldest abbey beer in the world. The alcohol crisis has forced it to be sold

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Germany is the birthplace of Oktoberfest, the lagerthe saint Hildegard of Bingen and hundreds and hundreds of artisanal wineries dedicated to beer. The refreshing amber liquid is not at its best there, however. As the young lose interest for the drink and consumption falls per national beer capita, Germany finds itself with news like the one that has shaken the sector at the beginning of 2026: the oldest monastic brewery in the world, a 976-year-old icon, just sold suffocated by the economic context. It seems like a simple sale, but it says a lot about the industry. What has happened? That Germany is preparing for one of those business transactions that, due to their enormous symbolic value, transcend the pages of the salmon press to tell us about the cultural and social changes of a country. The Bavarian brewer Schneider Weisse has just reached an agreement to acquire the Bischofshof and Weltenburger brands, linked to Bischofshof GmbH & Co. Said like this, it could seem like a simple commercial procedure, material for the German BORME, but the agreement implies that Schneider Weisse takes charge of the brewery of the Weltenburg Abbey and that is something out of the ordinary. The reason? The brewing history of the monastery dates back to 1050, which is why it is considered the abbey brewery. oldestalthough if we talk about beer in general there is another previous one in Weihenstephan (Freising), brewed since 1040. What have they agreed? The truth is that not too many details have emerged. For example, the companies have not wanted to disclose how much the operation will cost. What yes have slipped is that the agreement will become effective in January 2027 and that Scheneider Weisse will continue to operate the Weltenburg Abbey Brewery. Not only that. He will also take over the logistics part of the Bischofshof, which includes 21 employees. Part of the business, located in Regensburg, will close at the end of this year and the idea is that in the medium term the production of the different brands will be concentrated in the headquarters that Schneider Weisse already has in Kelheim and the Weltenburg Abbey. Are they important companies? At least they are companies with a reputation. Although Weltenburg Abbey beer stands out on the world stage for its long history, which can date back to 1050, in reality the three names involved in the agreement have a long tradition. The Bischofshof brewery was founded mid 17th century in Regensburg and has been in charge of the production of Weltenburg since 1973. As for the house Schneider Weissebased in Kelheim, was also launched more than a century and a half ago, in 1872. “Our goal is to create a portfolio of traditional brands. We combine our brewing tradition of more than 150 years with the almost 380 years of history of the Bischofshof brand and the brewing tradition of the oldest monastic brewery in the world, dating back to 1050,” celebrates Georg SchneiderCEO of Schneider Weisse. “This creates a range of beers steeped in history and tradition, a unique offering from a single global supplier.” Why is it important? Weltenburg is relevant enough for any operation that affects him to generate interest, but if this operation has raised expectations (even beyond Germany) is because of its context. The companies acknowledge that the maneuver attempts to adapt to “the continued weakness” of the German beer market. “The reality is that, on our own and despite all our efforts and the measures adopted in recent months, it was no longer economically viable to continue operating the brands,” recognizes Till Hedrichthe general director of the firm Bischofshof and Weltenburger. “The evolution of the market has marked us too much.” Hedrich has also defended that the operation with Schneider, a firm based in Kelheim (Bavaria) is the most advantageous for the secular Abadian winery. “The looming threat of a total closure or dismantling by an investor with no connection to the region or its history can be avoided with the ‘Bavarian solution’ being implemented with Schneider Weisse.” Has the market changed that much? It seems so. From the collective itself is spoken of a “drastic drop in sales” of German breweries in the country. The BR24 program remember that in the last ten years alone, the German beer industry has lost almost 14 million hectoliters, almost 14% of its sales. And although the complete picture is somewhat more complex (the latest data from the Bavarian sector they are not bad), the overall trend is far from ideal for the industry in its own home. If at the beginning of the 80s the per capita consumption In the country it was around 145.9 liters of beer, right now it is below 90. Is there more data? Yes. Two years ago the Berlin journalist Nicholas Potter I slipped an interesting one in Guardian. “The decline can be seen at the Oktoberfest itself. In 2019, 6.3 million visitors drank 7.3 million liters. Last year attendance was about 7.2 million people, a record number, but they consumed only 6.5 million liters.” As a backdrop, the fall in consumption, the increase of the production of non-alcoholic beer and the loss of interest of members of generation Z for beer or wine. In April the Deursche Welle channel contributed another brushstroke that completes the picture. It is not only that the consumption of German beer has fallen in the country itself, it is that sales abroad have not evolved as the industry would like. According to Destatis data, 1,450 million liters of German beer were exported in 2024, significantly below the 1,540 in 2014. Images | Bernt Rostad (Flickr) 1 and 2 and Frank Mago (Flickr) In Xataka | If the alcohol sector thought it had a problem with Gen Z, it is because it did not see its stock: 22,000 million in bottles that no one wants

how the industry sold us empty calories in exchange for destroying our satiety

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There was a time when buying whole milk or “full fat” yogurt was considered nutritionally reckless. Dietary guidelines, obsessed with reducing saturated fat, for decades pushed consumers toward pale, liquid, skimmed versions of what was once a staple food. Eating “light” became synonymous with eating well. However, the narrative starts to crack. The story of María Branyas, the woman who lived to be 117 years old and who consumed several full-fat yogurts a day, is just the tip of the iceberg of a deeper change of outlook. The researchers who studied his case warn that yogurt alone does not explain his longevity – genetics, lifestyle and environment come into the equation – but it could play a relevant role in the balance of his intestinal microbiota. The focus, today, is no longer just on the calories we subtract, but on how much processing we add along the way. The processing error. For more than half a century, health authorities encouraged limiting red meat and fatty dairy products, warning that its saturated fats They raised LDL cholesterol and, therefore, the risk of heart disease. This premise fueled a massive industry of “light” and “0%” products. However, the problem was not the cow. As Dr. Montse Prados Pérez explainsmember of the Spanish Society of Endocrinology and Nutrition (SEEN), when natural fat is removed from a food, its texture, flavor and nutritional profile are altered. To compensate for this loss of flavor, many manufacturers turn to sugars, starches, sweeteners or additives. The result is a product with less fat, yes, but also more processed, less satiating and potentially harmful to the intestinal microbiota and appetite regulation mechanisms. Added to this phenomenon is a possible metabolic rebound effect. Nutritionist Laura Isabel Arranz warns that Sweeteners, common in low-fat yogurts, send a sweet signal to the brain without providing real energy. This discordance can confuse the metabolism and favor a more “saving” response, preparing the body to more efficiently store the energy that arrives later. Why doesn’t whole fat act the same? There is a technical irony in the dairy aisle: we take the skimmed jar to maintain the line, but we forget that for the body to use it, it needs precisely the fat that has just been removed. Vitamins such as A or D They are fat soluble; Without that natural fatty vehicle, absorption is a chimera. In the end, trying to enrich a 0% yogurt is like trying to make a car run by pouring gasoline into it. The industry adds the nutrient, but has removed the mechanism to make it work. All this is explained by the “dairy matrix”. Unlike other fats, milk fat occurs naturally wrapped in a complex structure. known as dairy fat globule membrane (MFGM), rich in phospholipids and bioactive proteins. This biological “envelope” is essential because it appears to positively modulate the way our body processes cholesterol. In fact, recent research published in The American Journal of Clinical Nutrition have observed that the consumption of yogurt and cheese maintains a neutral—and even potentially beneficial— relationship with cardiovascular health, unlike what would be expected if only their saturated fat content were analyzed in isolation. Whole yogurt and metabolic risk. The evidence is also beginning to materialize in clinical trials. a study published in 2025 compared the consumption of full-fat yogurt (3.25% fat) versus skimmed yogurt in adults with prediabetes. After three weeks, those who consumed full-fat yogurt showed a significant reduction in blood triglycerides compared to the group that consumed nonfat yogurt. Although it is a short-term study and in a specific population, its results add to an increasingly consistent scientific literature. Along these lines, cardiologist Dariush Mozaffarian, director of the Food Is Medicine Institute at Tufts University, maintains that dairy fats are not intrinsically harmful and that there is “ample evidence” of the benefits of fermented dairy products. For its part, natural yogurt and kefir provide satiety, promote intestinal health and help avoid the subsequent consumption of empty calories. Back to real food. The conclusion for the consumer begins to be clear: the fear should not be in natural fat, but in artificial processing. The new dietary guidelines in the United States already reflect this paradigm shift by insisting, for the first time explicitly, on the need to prioritize real foods and avoid ultra-processed foods loaded with sugars, sodium and additives. This does not mean that full-fat dairy products should be consumed without limit or that they are suitable for all profiles. Institutions like Harvard remember that dairy fat It is still mostly saturated and that moderation continues to be key, especially in people with cardiovascular disease or familial hypercholesterolemia. But outside of those clinical contexts, as Dr. Prados Pérez summarizesfull-fat natural yogurt makes sense again: it is more satiating, preserves its original matrix and requires less industrial intervention. In the end, perhaps the secret was not in reformulating foods in a laboratory, but in something much simpler: opening a natural yogurt and eating it as it always was. Image | freepik Xataka | The woman who lived to be 117 had a favorite yogurt: a yogurt that thousands of people are now searching for

The Spanish business that Vodafone sold as ballast is now worth three times as much. Zegona has shown that the problem was the owner

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according to further Populi Voicea medium with a good track record in telecom exclusives, Telefónica has started talks with Zegona to acquire Vodafone Spain. The negotiations are recent (just a few weeks) and it was Movistar who picked up the phone first. Telefónica wants to close the operation in the first half of 2026. The rumors come from months ago. The problem is that arrive late, and that has a price. A little more than two years ago, Zegona bought Vodafone Spain for about 5,000 million euros. Vodafone (the British parent) was selling a problematic asset: It was the third operator in a market of four. He was caught between the scale of Telefónica and the agility of the low-cost He inherited a network that required constant investment. And he also inherited a tarnished reputation after years of complaints. For the British group, Spain was a drain of money and effort. For Zegona, a poorly managed gold mine. And in just two years, the fund has proven that he was right: Has returned to its shareholders 1.4 billion euros in dividends (28% of what was paid by Vodafone Spain). Has reduced the number of shares in circulation by 69%. And yet its current capitalization is around 3.6 billion. For fund shareholders, the return has been spectacular: The stock went from 345p when they bought Vodafone (less than 100 when they announced their intentions) to over 1,565p now. It has multiplied by 4.5 in two years. Vodafone Spain generates around 4.5 billion annual revenues and, with more focused management than before and without the bureaucracy of a global giant, it has become a profitable operation that Zegona can continue to exploit… or sell to the highest bidder. Telefónica is now negotiating from a weak position. It needs the operation (Marc Murtra has repeated that Movistar must lead the consolidation of the Spanish market) and the market knows it. An ERE of 4,500 people has just closed. And while Telefónica prepared the house to add more furniture, its price has fallen 27% since the end of October. Zegona, however, its value has skyrocketed. The price of this indecision is between 2,000 and 7,000 million extra euros. regarding what the purchase of Vodafone Spain would have cost in 2023. Zegona is in no hurry. It can wait, it can squeeze, it can even stay as it is. Telefónica now cannot afford that luxury because buying Vodafone Spain is not an expansionist move, it is an almost defensive necessity: needs critical mass before Europe forces further consolidation where Movistar is the main course, not the diner. But when negotiating is a necessity and the other side knows it, the price stops being a variable and becomes a toll. If the operation crystallizes, it will create a giant with more than 45% of the Spanish market, great cost savings by eliminating duplications (headquarters, networks, contracts…) and intense regulatory scrutiny from Brussels. Although not as brutal as it would have been with Vestager because Ribera has another look. Telefónica knows it and so does Zegona. The difference is that one is late and the other can afford to wait. That changes everything in a negotiation. In Xataka | The great dilemma of Spanish telecos: either they become giants or China swallows them Featured image | Vodafone, Telephone

Mexico City began a battle against the last of its markets that sold live animals. And he just won it

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Mexico City says goodbye to a historical image: the stalls dedicated to the sale of live animals in the Sonora Marketa complex of almost seven decades located southeast of the historic center of the capital. Since January 1, CDMX applies a restriction to this type of commerce, which in practice means that stalls with cages of chickens, ducks, sheep pigeons or fish tanks will no longer be seen in the square. The veto also extends to the marketing of dogs or cats. The authorities of the capital warn that the measure aims to mark a before and after in the sector: “There will no longer be the sale of animals in the public markets of Mexico City and the example begins with the Sonora Market.” New times, new approach. “As of today, the Sonora Market begins a new stage, leaving behind the sale of animals and moving towards a model that respects the law and protects sentient beings,” claimed on Thursday the head of Government of CDMX, Clara Brugada. According to the data managed by the Venustiano Carranza district, where the Sonora Market is located, there were 84 locations (out of a total of 400) dedicated to the sale of living creatures. The idea is that they will now refocus their positions towards other areas, such as the marketing of pet accessories and food or herbalism. Precisely for this purpose, the authorities have committed to giving them financial support: about 50,000 pesos (2,400 euros) to each affected person. Why that decision? What matters, but (at least in this case) when matters even more. The decision comes after a court order that responds to a request from the animal rights group. ‘He goes for his rights’ and calls into question the sale of live animals in the capital’s markets. However, the controversy around Sonora goes back much further: in 2021 a fire which affected several locations and has already attracted interest in the situation of their animals. Complaints on the subject can also be traced years back and they explain the ruling that now forces part of the market to refocus. Those who ignore it and continue selling animals risk closing their stores or even losing their concession. Among the affected merchants there are those who consider the measure “unfair.” “We live in a country with double standards: everyone eats chicken, but criticizes those who sell it,” laments in The Country a saleswoman. Why is it important? First, for its impact in Sonora. Second, because the CDMX Government wanted to present the measure as a turning point, a change that will go beyond the venue and extend to other similar spaces. “It is a historic day in which we tell Mexico City that there will be no sale of animals in public markets. And the example is set by Sonora,” claimed on Thursday Brugada. “We are an animalistic city.” The truth is that the Sonora Market has been particularly controversial. In December the Efe agency cited to an animal rights organization that claims to have documented the presence of mutilated dogs, with ailments or even painted to pass them off as exclusive breeds. The agency assures that it is not unusual for animals to be purchased in markets that are then dedicated to unorthodox uses, such as rituals, target shooting or bait. Click on the image to go to the tweet. What does the law say? The legislation already restricts the sale of live animals, as the deputy recalled Manuel Talayero during a speech in the Congress of Mexico City in September, when was banned the exhibition of pets in cages. “Removing animals from display cases is one more step to tell society that they are not things. This initiative is a step to end something that is already in the law: the prohibition on the sale of live animals in markets.” The Animal Protection and Welfare Law of CDMX, reformed in 2023, makes clear the prohibition of “selling live animals in public markets” or places that do not meet certain minimums, which include guaranteeing “good sanitary conditions” and facilities that prevent the spread of pests. Businesses also need a permit to raise and sell pets. Are there exceptions? In case there were doubts about the role of venues like Sonora, in a resolution In November, the Supreme Court of Justice (SCJN) clarified that “the exception to the general rule of allowing the sale of live animals in places that comply with the regulations does not extend to public markets.” The Chronicler was echoed yesterday that the Court declared that the CDMX congress has jurisdiction to legislate on issues related to animal protection. Images | Sasha India (Flickr), Thomas_H_foto (Flickr) and Carlos Adampol Galindo (Flickr) In Xataka | If the question is how to protect bees and other insects, in Peru they are clear: recognizing their legal rights

The V16 beacon sold by Carrefour drops even further in price. It is made in Spain and comes with its own app

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Although there are many V16 beacons that allow us to comply with DGT regulations, personally there are only two that I would buy for what they offer: the Help Flash IoT+ and the LEDOne. In both cases because of their number in candles and because they connect to their respective apps. Of course, the latter is now more attractive to me than the first, since Carrefour has lowered its price to 29.99 euros. The price could vary. We earn commission from these links A beacon with a good number of candles This LEDOne brand beacon We have been able to find it on sale in recent months in stores like Amazon, Carrefour or PcComponentes. We saw one of its highest prices before the end of 2025 and it reached 49.95 euros, so if you still do not have one of these beacons or are looking for an additional one, it may be interesting. The LEDOne is a connected V16 beacon that visually stands out for its format, very different from what we usually see in other brands. Includes a base that raises the beacon itselfa point that may be interesting when placing it in different vehicles. Regarding its technical sheet, the LEDOne offers, according to the brand itself, 120 effective candleswhich is interesting in order to have better visibility than with the minimum required by the DGT itself. Besides, has its own app to call emergency services and insurance, something that not all beacons offer. You may also be interested Xiaomi Portable Electric Air Compressor 2 – Portable air compressor (0.2 10.3 bar/3-150 psi, 6 modes, 2000mAh battery, 14.4Wh, USB-C charging, LED display), black (ES Version) The price could vary. We earn commission from these links OTTOCAST Mini Pot 2026, 2 in 1 wireless adapter for CarPlay and Android Auto, Compatible iOS 10+/Android 11+ and Cars with Carplay Since 2016, Plug & Play, USB-A/Type C, OTA Update, Black The price could vary. We earn commission from these links Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Image | LEDOne In Xataka | Safety, organization and entertainment gadgets and accessories for cars on long trips In Xataka | Clarifying all the mess that the DGT has on its hands: the V-16 light, the V-27 signal and the emergency triangles

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