sold

We’ve been sold melatonin as the ultimate harmless sleep supplement. Science does not think the same

by

By taking a walk through any pharmacy, supermarket or online store, it is easy to find melatonin as the definitive solution to sleep problems and with the great claim of being something totally natural that our body secretes. Pills, drops, infusions or even gummies are some of the presentations in which we find a product that for many should not be available to everyone and that, in their opinion, It should be regulated like any other medicine. The alarm voice. The scientific community and regulatory bodies They are starting to sound the alarm and the central idea is clear: melatonin is not as harmless as it is often promoted and, according to experts, it should be treated with the same rigor as a medication, and not as a simple vitamin supplement. The labels. One of the biggest problems with melatonin, especially in countries like the United States where it is regulated as a dietary supplement, is the lack of strict control over its production. Here a study published in 2017 put a worrying fact on the table when seeing that there are a great variability between what the labels say and what the bottle actually contains. And when analyzing multiple brands, researchers found products that contained from 83% less melatonin than declared, to an alarming 478% more. And if that were not enough, the study detected the presence of serotonin in several of these supplements, which is a neurotransmitter that is regulated. It’s not something magical. Marketing has positioned melatonin as a universal solution for sleep that can be consumed without almost any type of control or limit. But here the different reviews conclude that its benefits are modest, without having a powerful hypnotic effect, but rather that its real usefulness lies in adjusting specific circadian rhythm disorders such as jet lag, so use should be selective and not routine. Furthermore, it is not without risks. One of the most striking is the incompatibility that taking melatonin may have. with anticoagulant medicationswhich requires medical supervision. This is something that a priori is not known to patients as they do not go to the doctor for a prescription and have melatonin available on a supermarket shelf. The silent danger. The rise of melatonin in gummy form has brought with it very serious collateral damage, since children may see it as a candy, which has led to an increase in visits to the emergency room in the United States due to excessive consumption of melatonin. In Spain, The approach taken is more strict, since drug regulatory agencies evaluate the safety of this substance in the key of medicinealthough you can buy it almost without any type of control when going to any supermarket. The positive part here is that the highest concentrations of melatonin can only be prescribed by a doctor in consultation so that the pharmacy can make a master preparation, considering it as just another medication, which is what is requested internationally. Images | James Yarema Slaapwijsheid.nl In Xataka | Someone has said that melatonin damages the heart. The reality, according to science, is that we can be calm

Mexico wanted to end telephone anonymity. SIMs are already being sold with someone else’s identity on the black market

by

He Mexican government made the decision to end the anonymity of cell lines and thus put an end to telephone extortion. The goal is for each number to be linked to a person by June 30; after that date, all unregistered lines will be disconnected. The problem is that on the black market there is already a way to circumvent this rule. What is happening. They tell it in Xataka Mexico following a newspaper investigation Millennium. In the historic center of CDMX anyone can buy a SIM card already activated under the identity of another person, without having to leave their personal data. It costs 200 pesos and can be done in minutes. He modus operandi. The official process To register a mobile line, you must provide your identification document or passport and perform biometric identification using a selfie video. The sellers of these SIMs take a photo of the barcode on the card and send it via WhatsApp. In a few moments, the fraudulent registration is done and they even offer a guarantee if there is a problem. All for 200 pesos: 100 pesos for the SIM and 100 pesos for the procedure. A striking detail is that the majority of SIMs sold with this method are from Movistar. Deepfakes. Although it is not clear how registration is carried out, it has already been confirmed that the identification system is not infallible. As reported in The Countrythe system cannot distinguish between a real person or a deepfake made with AI, so registration can be done on behalf of anyone simply by having their data and a photo. False lines have even been registered using the senator’s data Gerardo Fernández Norona. Fear of identity theft. There is another problem with line logging related to trust. Many citizens flee from the registry for fear that their personal data will end up on the black market. It is not an unfounded fear, it is something that already happened in a previous attempt to create a database with mobile phones in 2008. The initiative was called Renaut and ended up being eliminated in 2011 after complete databases were leaked and sold on the black market. Later, in 2022, the Supreme Court invalidated another attempt because it considered it violated the right to privacy. Massive line losses. This distrust has had an impact on telephone companies’ numbers. Many prepaid users have preferred to let their lines die rather than comply with this obligation. Taking into account that in Mexico more than 80% of the market is prepaid, this translates into massive line losses. In the first quarter of the year, AT&T Mexico lost a whopping 577,000 lines, while Telcel lost 483,000. With contract users there is not so much resistance since when signing with the operator the personal data has already been delivered. An unreal goal. The government is putting pressure with advertising campaigns to get registration done before the deadline, but it does not seem realistic that they will achieve it. As of May 19, there were registered 49.5 million lineswhich represents 30.7% of the total, which is about 160 million lines. As we said, if the plan continues as planned, all lines that have not been registered before June 30 will be disconnected. Image | PublicDomainPicturesedited In Xataka | Not content with flooding your email, spam and scams are now arriving in your mailbox.

We have all suspected that our cell phone is listening to us. The company that sold this technology has just recognized that it was a lie

by

There are many people who are convinced that cell phones listen to everything we say. We have all had the same disturbing feeling when we see an ad for something we recently talked about with a friend or family member, but have never searched for on the internet. The most solid proof that they really listen to us was a leak from a company that sold a technology called “active listening” and it did exactly what you’re thinking. Well, it was all a big lie. what has happened. They count in Wired that the US Federal Trade Commission (FCT) has fined Cox Media Group $880,000 for deceiving its customers with its active listening technology. They have also fined two other companies, MindSift and 101 Digital Networks, $25,000 each. In total, $930,000 will be used to compensate businesses that were affected by this deception. What they sold. Cox Media Group claimed that its technology could capture conversations from cell phones, smart speakers, televisions and other devices. Then, using AI, they segmented the advertising based on what people said and also based on their location, which they also claimed to be able to obtain. Their excuse was that users had already agreed to be recorded by accepting the terms of service. The company didn’t have many scruples, just look at the slogan they used to sell the product: “Is it scary? Sure. Is it great for marketing? Without a doubt.” What it really was. According to the FCT, it was all a hoax. They were not able to listen through all those devices, nor could they know the location of people. What they did was buy generic email lists from data brokers and resold them for a price much higher than their real value. The FCT also notes that agreeing to generic terms of service does not constitute explicit consent to something as invasive as these recordings. Why it is important. We are surrounded by technology that has the potential to spy on us with microphones, not only mobile phones but speakers, headphones and even smart watches. Today has not been proven that cell phones listen to everything we say, but it is a very widespread belief and these companies decided not only to feed the conspiracy theory, but also to profit from it. The answer. When the cake was revealed, Cox Media Group attempted to place the blame on an unknown third-party vendor. Speaking to Wired, a company spokesperson said that “Our local marketing team relied on marketing materials provided by a third-party vendor about their product. We quickly removed the materials and stopped use of the product.” All three defendant companies admitted fault and agreed not to make false statements about their products in the future. Image | Xataka with Gemini In Xataka | Yes, the V16 beacons transmit your position in the event of an accident. No, the DGT cannot “spy” on you with them

OpenAI employees who sold their shares

by

In October of last year, OpenAI closed a secondary share sale which raised its valuation to 500,000 million dollars (Today it is already worth 852,000 million). This allowed employees to sell their shares, becoming multimillionaires even before the IPO. 6.6 billion. It is the total amount of the operation in which more than 600 employees, both current and former employees, benefited. In previous similar operations, OpenAI limited the maximum per person to 10 million, but in this case, due to high demand from investors, they decided to triple it to 30 million. Of all of them, 75 employees reached the maximum number, becoming multimillionaires in one fell swoop. The AI ​​winners. Uncertainty about the future profitability of AI continues to loom large, but that is not affecting workers in the most important AI laboratories. The case of the secondary sale of OpenAI is just one example of how AI engineers have become the biggest winners of this boom. Last summer, Meta offered up to $100 million to competing engineers and NVIDIA paid 900 million by an employee. Tender offers. The usual thing when you started to work in a startup is that you received a low salary and a lot of shares, but you had to wait for the IPO to be able to make cash. This made many employees rich only on paper, but without real liquidity. A tender offer allows employees to get paid much sooner, allowing them to sell stakes to private investors. They count in the Wall Street Journal That this mechanism, which was previously a one-time thing, has become a central piece in Silicon Valley achieves a double effect: in addition to turning employees into millionaires in advance and thus retaining them to stay in the company, it helps to consolidate stratospheric valuations, causing each new operation to set a higher reference price for OpenAI shares. The local impact. The rain of millions had an almost immediate consequence on the real estate market in San Franciscowhich is seeing prices rise even more. In February of this year the rents had increased by 14% compared to the same period in 2025 and the purchase prices of apartments and single-family homes rose by 12 and 23% respectively. At the same time, the sale of homes valued above $5 million has increased by 220%. The AI ​​gap. In the end, the AI ​​boom is not only redefining which companies rule Silicon Valley (and the world), but also who can afford to live there. The combination of exorbitant valuations, tender offers billionaires and a stressed real estate market is turning AI engineers into a new urban aristocracy that, in practice, is redefining what it means to have a “good salary.” The income that a few years ago guaranteed access to the best neighborhoods is no longer enough today. Image | Xataka with Gemini In Xataka | Companies are turning their workers who know how to use AI into “stars”: the new labor gap

The ambitious adaptation of a literary classic with 70 million copies sold comes to Prime Video

by

In 1993, Meryl Streep, Jeremy Irons and Antonio Banderas starred in the first adaptation of ‘The spirit house‘but Isabel Allende’s novel did not turn out very well, because the film left its Latin identity behind. Thirty-three years later, Prime Video premieres the first television adaptation in Spanish of the work, filmed entirely in Chile, with an Ibero-American creative team and Allende herself acting as executive producer. Published in 1982, the novel has sold more than 70 million copies worldwide and is considered a classic of 20th century Latin American literature. The Amazon adaptation was conceived by Francisca Alegría and Fernanda Urrejola, who co-wrote the pilot, who were later joined by Andrés Wood, director of ‘Machuca’ and the series ‘News of a Kidnapping’, who directed four of the eight episodes and served as co-showrunner. Isabel Allende herself and Eva Longoria are on the list of executive producers, in a proposal where Wood recognizes a very extensive female presence. The series follows the Trueba family through several decades of the 20th century in an unnamed South American country (although it is unmistakably Chile) undergoing profound political and social upheavals. At the center is Esteban, an ambitious, authoritarian and violent patriarch who builds his fortune by subjugating the peasants who work on his hacienda, Las Tres Marías. In front of him, Clara del Valle, a woman with supernatural gifts, who is gifted with clairvoyance and communicates with spirits, and whose sensitivity contrasts with the brutality of Esteban, whom she ends up marrying. The story unfolds through three generations of women, each facing power in their own way. The series is part of Prime Video’s commitment to Latin American content: according to data from Parrot Analyticsstreaming originals in Spanish and Portuguese grew 266% between 2020 and 2024, outpacing the growth rate of content in any other language. For this series, the platform is betting on a staggered premiere, with three first episodes available from this Wednesday, April 29, two new ones on May 6 and the three on May 13. It is a formula that Prime Video has used with other productions to keep the conversation active for several weeks, unlike the Netflix model. In Xataka | A porn video club in Valladolid in 1998: Prime Video gets naked with ‘Cochinas’

In November, Spain is supposed to force stores to charge an amount for each bottle and can sold. It is supposed

by

Something ticks inside every yellow recycling bin and the noise perfectly reaches newsrooms across the country. Hence the articles, pieces and reports that They say that “starting in November the stores will charge” for each plastic bottle. The good news is that yes, the law says that. The bad news is that where the ticking does not reach is the power centers of Madrid capital. What’s happening? Indeed, the Waste Law of 2022 obliges Spain to have a Deposit, Return and Return System (SDDR) for plastic bottles, cans and beverage bricks operational as of November 22, 2026. And the reason is simple: the country had to recycle 70% of everything introduced into the market by 2023 and we did not achieve it. Faced with this possibility, the legislator was clear: the current system had to be abandoned and the packaging return system adopted (the one that charges a deposit for each container and returns it later). Portugal found itself in a similar situation and just introduced the European system. So? What is the problem? The truth is that we have no shortage of problems. To begin with, measuring how we really recycle. For years, stakeholders claimed that recycling rates were close to 80%; However, in 2024, the General Subdirectorate of Waste prepared a report relating to the calculation of the separate collection of SUP bottles for beverages that lowered that figure to 41.3% (well below the 70% required). The second problem is regulation. Following the Law, in May 2025, four organizations (Ecoembes, AECOC, Procircular and CorePET) They asked the Community of Madrid that authorized them as Collective Systems of Extended Producer Responsibility in charge of managing the SDDR. The Community is the competent one since the organizations have their headquarters there. And then? Then nothing. Madrid legally had six months to resolve the request; but it granted itself an extension of another six months that would end next month. However, the Ministry of the Environment has already explained that they have no intention of doing anything because of the “legal uncertainty (that it entails), since adequate and sufficient regulations have not been developed at the state level.” MITECO, for its part, responds that there is no insecurity and that they are not going to do anything more. Meanwhile, the clock keeps ticking. Nobody knows anything. While the CAM runs out of its extension, there are less than seven months left before we begin to break the Law and all scenarios are on the table: from a quick solution to a blockade that delayed everything two or three more years (most likely). What is out of the question is that there is no political will to implement this and nothing suggests that this will change. If you had to bet and taking into account that Spain is the country with the most cases of infractions for not transposing community regulationsit would be surprising if the SDDR started in November of this year. Image | James Lo In Xataka | Europe decided to regulate how garbage should be disposed of. We will pay it with a new mandatory rate in 2025

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

by

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

by

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.

by

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

by

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

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.