speed

The lynx in Spain is growing at such a speed that it has appeared in an unexpected place: Euskadi

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An Alava rancher checked his photo-trapping camera last December. He was looking for genets, badgers or wild cats on the plot he has in Campezo. And he found biological gold. The unmistakable brushed ears and sideburns make it clear: the video in question It shows for a few seconds the presence of a lynx in the middle of the night. A tourist from the south. The Hontza Natura Elkartea association spread the image and the environmentalist offices raised their eyebrows: something like this had not happened in more than a hundred years. The boreal lynx inhabited the Aitzkorri-Aratz mountain ranges, the Gorbea massif or Valdegovía at the beginning of the twentieth century. But this is different, it is a Lynx pardinuspure and simple Iberian lynx. The same one that is being tried to reintroduce in the Valencian Community. And he wears a radio transmitter collar. Apparently, it comes directly from the south of the Iberian Peninsula, crossing half of Spain without a train ticket – it is not in vain that they can travel up to twenty-five kilometers a day. Hence, this presence in Álava marks a brutal biological milestone… and opens a crack in the debate on the recovery of wild fauna. Avoiding extinction. It was close and literally. There were less than one hundred copies left at the beginning of the 2000s and today they exceed 2,700. The Ministry for the Ecological Transition (MITECO) he stuck out his chest before Europe with their official censuses, consisting of specimens in Zaragoza, Palencia or Cuenca. The WWF Spain celebrated also the success of the Iberlince program. The specimens released in Andalusia, Castilla-La Mancha and Extremadura have managed to settle. And the natural expansion towards Aragon or the northern plateau demonstrates feline adaptability. However, this Disney story with a happy ending should also be read from rural sociology. Because this feline depends almost exclusively on the wild rabbit. 90% of your diet. Diseases, such as myxomatosis or viral hemorrhagic fever decimated its population. 212 died from accidents. And, when hunger strikes, the animal will seek new territories. That’s where the real problem begins. At some point, people will target the lynx. Beautiful and problematic. PACMA warned of the risk. Animal activists denounce deaths due to vehicles being run over and demand urgent and effective wildlife crossings. Ecologists in Action pointed out another enemy: illegal and poaching. Snares, poison and shooting kill dozens of cats a year. Artemisan Foundation, voice of the hunting sector, defended another position: that hunters have absolute control over predation in their reserves. When rabbits are scarce, lynx compete directly with shotguns. The school story has clothed the lynx with sympathy. He enjoys good press, with that amber look that is touching. Let’s take as an example the hatred suffered by the wolf or the brown bear. The demonstrations by ranchers against the wolf have paralyzed roads in Cantabria—although the story changes little by little–. The bear, in the Pyrenees and the Cantabrian mountain range, falls even worse. After all, the lynx weighs less than fifteen kilos, is elusive and rarely attacks larger livestock or calves, settling for partridges, rabbits and, if lucky, some absent-minded chicken. A close precedent. The wild boar is the best example in Spain. A couple of decades ago, seeing a wild boar brightened the day of a Sunday hiker. Today they affect crops on the plateau and cause fatal accidents on secondary roads, becoming an urban drama. The Generalitat of Catalonia declared constant hunting emergencies due to overpopulation. So the animal went from being a majestic pig to an official and destructive pest. Raids have been carried out for five years. Germany underwent an identical metamorphosis with the gray wolf. Politicians celebrated its return as an unprecedented ecological triumph and Berlin urbanites designed welcoming campaigns, until the shepherds of Lower Saxony suffered the direct consequences. German Green and Conservative Parties Now Openly Debating Lethal Hunting Quotas. Canada saw how the populations of pumas and black bears They multiplied near high-income residential areas, where cities like Vancouver or Banff celebrate their mystical connection with nature, until they began attacking pets, scaring children in public parks and sneaking into gardens. The shadow of the Iberian lynx. Seeing how it is expanding, with Álava as the tip of the spear, the question is whether beyond the Gorbea massif they will begin to sneak into private farms with greater frequency, whether they will hunt poultry and attack small rabbit farms. Hontza Natura Elkartea documented the discovery but Euskadi lacks an official reintroduction plan for this species. And we want wild and vibrant nature, yes, but away from our garage, without personal risks. Image | Flickr (Gerardo González Fernández) In Xataka | Wolf hunting throughout Spain depended on a red button that changes its status. And Europe has decided to press it In Xataka | We have managed to make the dire wolves return after 10,000 years of being extinct. The problem is that “come back” may not be the right word.

While the heat ‘Spanishizes’ Europe at full speed, Spain begins to ask itself a key question: whether it will have to ‘saharize’ itself

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During recent summers, as heat waves have spread their tentacles across the continent, we Spaniards have seen ourselves vindicated. At last, Germany discovered the napFrance would fall in love with the blinds and England would have to admit that dining late has its benefits. It was seen, let’s face it, as a cultural victory. We did not have the other side of the coin: that climate change is a treacherous animal and, while Europe flirts with our habits, customs and solutions, we are being forced to abandon them. The question was not whether we will manage to ‘Spanishize’ Europe; It was whether we are going to have to ‘saharize’ Spain. What we are doing is not enough… In the midst of a heat wave, it becomes evident that many of the things we have been doing no longer work. But the truth is that the heat is no longer “an isolated episode.” According to the State of the Climate of Spain 2025 According to AEMET, the average temperature has risen 1.75 °C since 1961. In 2025, 25 records were broken for warm days and none for cold days (when one would expect five of each) and, as far as we know, summer lengthens by about nine days per decade. The consequences have changed radically and can be seen with a single piece of information: the The need for refrigeration in Spain has multiplied by 2.6 between 1982 and 2022. In this sense, Royal Decree-Law 4/2023 has already certified the obvious: the Spanish working day has to be legally subordinated to the thermometer and to the AEMET notices. In Xataka Experts agree that opening windows at night and closing them during the day is no longer the best strategy against heat. …and, in fact, we are stopping doing many things. The nap is a good example: only 16% do it daily and the 60% of Spaniards never sleep. It is due to the social evolution of the labor market, it is true; but also because at certain temperatures, the nap is no longer restorative and we can only turn on the air conditioning. When talking about ‘Saharanization’ there is a controversial component, of course; but there is also a grain of truth. There is extremely striking thingsfor an average Spaniard (like drinking hot drinks because they help regulate body temperature more efficiently than cold drinks) that make all the sense in the world in a very hot climate. And it is reasonable to think that there are many of those things that we will tend to adopt. It has always been said that Islamic culture tended to conceive houses ‘inwards’ and gave a lot of weight to internal domestic life, but do we really believe that it is a free decision and not a cultural adaptation to a very warm environment? {“videoId”:”x8006fc”,”autoplay”:false,”title”:”How to sleep when it’s very hot and you don’t have air conditioning”, “tag”:””, “duration”:”217″} There is more, much more. Because the signs are there. Cities are reacting: Barcelona has gone from 197 climate shelters in 2021 to more than 500 this summerwith coverage of 99% of the population within less than ten minutes walk; Bilbao, for its part, has around 131 spaces. Leisure also changes and Summer bookings to Norway up 37% while the north of the peninsula gains tourists. That is, it is no longer whether we change “habits, customs and solutions” but how we do it. We should talk more about this because that is where a good part of our near future lies. Image | Sam Williams In Xataka |ENT doctors agree: “Sleeping with air conditioning forces the nose to work excessively” (function() { window._JS_MODULES = window._JS_MODULES || {}; var headElement = document.getElementsByTagName(‘head’)(0); if (_JS_MODULES.instagram) { var instagramScript = document.createElement(‘script’); instagramScript.src=”https://platform.instagram.com/en_US/embeds.js”; instagramScript.async = true; instagramScript.defer = true; headElement.appendChild(instagramScript); – The news While the heat ‘Spanishizes’ Europe at full speed, Spain begins to ask itself a key question: whether it will have to ‘saharize’ itself was originally published in Xataka by Javier Jimenez .

China is strangling critical materials that the US needs for its technology industry. It’s a two speed war

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In early May, Trump went to China on an official trip and took an entourage of CEOs on Air Force One. They were all from the technology (Cristiano Amon, Tim Cook, Elon Musk or Jensen Huang, for example), but also others energy, the space industry or semiconductors. One of them was Jim Anderson of Coherent, who was very interested in something very specific: why China is taking more than necessary in issue export licenses of indium phosphide. Anderson is blown away by indium phosphide for a very specific reason: It’s an essential material for high-speed optical chips. And, although it may seem very specific, it turns out that it is the key piece that the data centers new generation of the United States. And China, as with other strategic materials and metals, is in control. Optical chips. Data centers house miles and miles of visible cables that connect servers to the network and power, but they are not the only ones. Within each device, the chips are linked by cable and it is a functional technology, but with a limit that is beginning to be reached. If you want to improve latency and bandwidth (and, therefore, the performance of artificial intelligence platforms), you must rethink the internal connection to communicate the chips. That’s where optics come into play. By connecting chips by laser, the performance of the equipment is multiplied and Nvidia is so convinced of this that, a few months ago, invested 4 billion dollars in two companies: Lumentum and Coherent. They estimate that, with copper that is at its limit, connecting clusters of thousands of processors by laser is the solution to the physical problem that they are beginning to encounter. They are components with a very high degree of specialization and a series of materials from the rare earth which, as we have said on numerous occasions, are under the control of China. Indium phosphide is not a rare earth derivative, but it is a strategic material. Strangling the market . And therein lies the problem. The United States wants to promote its technological independence (because they have Big Tech, but practically everything is manufactured outside the United States) and, to achieve this, they need a series of materials that are not in their possession. China has that dominancebut with each restriction and veto that is applied to them from the US, they respond with the same currency, but vetoing what American technology companies need so much: rare earth metals. That is why they are classified as minerals, metals and strategic components, and indium phosphide is among them. China produces approximately 70% of the world’s indium and started to apply restrictions to the supply chain in February 2025. This has caused not only prices to skyrocket by 250%, but also American technology companies to pressure to reverse the situation. The main complaint is that, instead of directly blocking the finished products, it slows down the entire process because They are capable of conditioning the export of the materials used to create those products. Therefore, the optical module ecosystem cannot scale as quickly as hyperscalers need. Domino. Taking this situation into account, what is happening with these security systems advanced photonics It is exactly the same as with NAND chips: all the fish are sold for the next few years. In this sense, as consumers we absolutely don’t care because it is something that only affects AI companies, but it is estimated that Lumentum will have everything sold out in 2026, 2027 and… 2028, despite having quadrupled its production. It not only affects American companies, since the Taiwanese VPEC and LandMark Optoelectronics are also suffering interruptions in the supply of the material. And it doesn’t matter if Lumentum or Coherent are multiplying their capacity by opening new plants because the raw materials continue to leave China and, if those export controls are in place, It is an insurmountable funnel. The other side of the coin. On the other hand we have the Chinese industry. In recent years, its technologies have taken a giant leap, expanding its capacity and beginning to make waves in the international conversation with both user level components (RAM memory and computers) and in the high technological spheres (photonics and semiconductors). Because China has detailed the plan to become the world’s leading technological power by 2030 and it is clear that they have both a very defined roadmap and, above all, the materials necessary to achieve that goal and which companies are the ones that will define that future. Huawei or SMIC are two proper namesbut there are others like Yuanjie that have skyrocketed in the stock market. The reason? They are the ones who are creating photonics components for data centers. In Xataka | Huawei no longer competes: it is building its own parallel reality

The fastest civil aircraft since Concorde has just set its first record. Speed ​​is only part of the story

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For years we have assumed that civil aviation had stopped putting speed at the center of the discourse. The industry moved towards other areas: being more efficient, achieving greater autonomy and improving occupant comfort, especially on long flights. He concorde It remained a reference that was difficult to repeat, almost like a symbolic border from another era. That is why it is striking that Bombardier puts speed back on the table with the Global 8000a business jet that the company bills as the fastest civilian jet since Concorde. And yet, that’s only part of the story. A route with a showcase. The demonstration came with a very specific transatlantic flight. Last June 5Bombardier reported that the Global 8000 had set its first speed record after covering the route between Montreal, Canada, and Nice, France, in just over six hours. The firm explained that the plane was transporting passengers to the Monaco Formula 1 Grand Prix and that among them was Éric Martel, president and CEO of the company. Not only does it show off flight time: it also puts the plane in the terrain for which it was designed. Speed, in figures. One of the big claims of the Global 8000 is its maximum speed of Mach 0.95, a fact that the manufacturer uses to place it above the rest of the business jets. The company also talks about an ultra-fast cruise of Mach 0.92, in addition to a high-speed cruise of Mach 0.90 and a typical speed of Mach 0.85. Added to this is a maximum autonomy of 8,000 nautical miles, about 14,800 kilometers. Further and more places. The other key is how you take off and land. Bombardier claims that the Global 8000 maintains unusual agility for a very long-range aircraft, with performance comparable to that of a light jet in certain runway operations. The explanation lies in its Smooth Flĕx wing, designed to combine low-speed lift and high-speed performance, along with specific leading edge slats. According to the manufacturerthis architecture allows it to operate in up to 30% more airports than its closest rival. The other part of the story. Beyond the flight figures, Bombardier wants the cabin to be another of the great arguments of the Global 8000. The plane can have a large kitchen, Nuage seats, Soleil lighting and connectivity options such as JetWave, Starlink and Gogo Galileo. It also highlights a cabin altitude of 2,691 feet when the aircraft flies at 41,000 feet, a figure that the manufacturer presents as the lowest in production business aviation. The Global 8000 is not understood only by the record. We are talking about a business aircraft capable of flying very fast, sustaining very long-range flights, expanding the range of possible airports and offering a cabin designed for customers who expect more than just a comfortable seat. Images | DUNCAN KIRK (CC BY 4.0) In Xataka | Brazil’s secret to becoming the first nation in Latin America with its own supersonic fighter is a number: 40

In the battle for high speed in Italy, someone has passed Renfe on the right. Someone called France

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SNCF will compete for the Italian high speed network from September 2027. For a few weeks now, the French company has had the go-ahead to operate on the Italian network and stand up to the state company Trenitalia and the private company Italo. With this movement, France once again gets ahead of Renfe. Although it’s not all bad news. What do we know? The SCNF company, the public railway entity in France, will compete for high speed on Italian soil from September 2027. At least, those are the deadlines according to their latest announcement which specifies that the corridors they can use have already been assigned. In his statementSCNF explains that its trains will offer up to 13 round-trip services on the Turin – Naples and Turin – Venice corridors. The company boasts that this new activity on the lines will result in the creation of 4,000 jobs with the addition of direct and indirect workers. What does it offer? With its proposal, the French company ensures that the Italian railways 15 TGV M trains will be available. They are Alstom trains that the company has not yet been able to test because deliveries have been delayed in recent months. They hope to have them in operation first in France starting next July on the Paris-Lyon-Marseille line. The trains have had to be modified slightly since much of the Italian high speed It does not allow driving at more than 200 km/h. The company will offer four round trips on the Turin-Venice and nine on the Turin-Naples. This last corridor is key because it passes through cities like Milan, Florence and Rome, which is undoubtedly a very juicy cake for a company that intends to gain volume in the coming years. A tough battle. SCNF’s landing comes after a battle in the courts. They explain in the French media that Italy has tried to torpedo the company’s attempts to compete with Trenitalia and Italo. According to these media, the Italian subsidiary of the company has been in an open battle since 2021 with Italian Railway Rete (RFI) that manages the Italian roads, would be the Italian Adif. After numerous disagreements, the Italian subsidiary of the French company ended up denouncing RFI to AGCM, the body in charge of ensuring free competition in the transalpine country. Finally, this body has given the approval so that SCNF can compete with local companies on its roads. To compete, the French company will once again bet on offering lower prices and they assure that the medium-term objective is to gain 15% market share. In the French mediain fact, Spain is pointed out as the example model that SCNF wants to implement in the Italian country, trying to maximize trips on already consolidated routes. And Renfe? Renfe also has its own plans in Italy and although it has not been officially confirmed that it wants to make the leap to high speed, the truth is that the Spanish company has been taking positions that give us an idea of ​​the extent to which it wants to offer this service. And it is that Renfe bought 33% of Arenaways in 2024an Italian company that provides railway services. Of the rest of the shareholders, the Spanish Serena Industrial Partners It also has 33% so most of it is Spanish. This purchase has allowed Renfe to operate the Cuneo-Saluzzo-Savigliano regional line from 2025 and will do the same with the Ceva-Ormea line when the works are completed. But, furthermore, in Expansion They already pointed out then that the company has certifications to operate throughout the Italian network, which should facilitate the arrival of Renfe to the high-speed corridors. Spain-France-Italy. The triangle formed by Spain, Italy and France is leaving us with an intense battle for European high-speed services. In our country, the roads have been opened to Ouigo (SCNF) and Iryo (Trenitalia) and the battle has even reached the use of workshops. In Italy there has been an attempt to torpedo the entry of SCNF but after four years of fighting, the French company has ended up receiving the go-ahead to take its trains to compete on the Italian expressways. Renfe, at the moment, has not confirmed plans to take this step and only operates on regional trains. In France, Renfe has complained that the neighboring country is creating innumerable obstacles to reaching Paris, a key objective when it comes to offering a profitable high-speed service to the north of the Pyrenees. Trenitalia, however, Yes, it has managed to operate in France connecting Paris with its large local cities. Leisurely. All in all, it must be taken into account that Renfe’s forays abroad are not reaping bad results as far as its accounts are concerned. Last year he managed to invoice 20 million euros with the AVE of Meccawhere it moved 10 million passengers, like main promoter of Renfe International Projects. There, Renfe has high-speed services running but its projects outside our borders They are varied. It operates, for example, on the regional train network of the Czech Republic and on Rail Baltica (Latvia and Estonia) and It is also part of what is known as the Mayan Train. Photo | Fernando Meloni and Phil Richards In Xataka | There is a fight between the railway operators to get the best drivers and Renfe is winning it

China is manufacturing missiles at an unprecedented speed. And the final objective is not Taiwan, it is another island 3,000 km away

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In the early 2000s, many Chinese technology companies they became famous manufacturing thermal cameras, fiber optics or cheap electronic components for the civilian market. Two decades later, several of those same companies appear linked to one of the most ambitious military programs on the planet. Xi’s missile factory. Reuters counted in an extensive report that China is manufacturing missiles at a speed that is beginning to transform entire sectors of its economy. What for years was a relatively opaque military ecosystem is becoming a gigantic industrial chain where dozens of private and state companies are skyrocketing income thanks to the accelerated rearmament promoted by Xi Jinping. The most revealing data is not only the increase in chinese arsenalbut the number of companies that already partially make a living from it: manufacturers of infrared sensors, fiber optics, stealth coatings, 3D printed metals or specialized electronic systems are registering record profits while much of the Chinese economy is going through much more serious difficulties. Beijing has achieved something that few countries have achieved on this scale: merge civil and military industry to the point of converting missile development into a strategic economic engine. The real target is further away than Taiwan. The island constantly appears as the center of any possible conflict in Asia-Pacific, but depending on the mediumthe Chinese missile deployment points to something broader. Beijing not only wants the ability to invade or blockade the island, it wants to prevent the United States from being able to intervene effectively. And there appears the true strategic objective located about 3,000 kilometers away: guam. As we have counted At other times, the island functions as one of the main US military nodes in the Western Pacific, a huge air, naval and logistics platform from which Washington could sustain operations around Taiwan. That is why China has been developing systems specifically designed to threaten it for years, like the DF-26known precisely as “Guam Express”. Chinese military logic is relatively simple: If it manages to put Guam at risk, it greatly complicates the US ability to project power near its coasts and breaks one of Washington’s great strategic advantages in the region. Economy oriented to manufacturing war. Plus: Xi’s program does not depend solely from state giants such as China Aerospace Science and Technology Corporation or China Aerospace Science and Industry Corporation. The most striking thing is how civil companies seemingly normal have ended up integrated into the Chinese military ecosystem. Some began manufacturing thermal sensors to detect fever during the SARS epidemic and today produce components for missiles and military drones. Others develop fiber optics for precision navigation or stealthy materials capable of reducing radar detection of aircraft and projectiles. The result is an industrial structure that is extremely difficult to isolate through sanctions, because many of these companies operate simultaneously in civilian and military markets. The United States has been trying to limit Chinese access to advanced chips and sensitive technologies, but Beijing has responded by expanding an increasingly extensive and autonomous national network of suppliers. The effect of the war on Iran. The war between the United States and Iran has further reinforced this arms race. While Washington consumes part of its missile and ammunition reserves In the Middle East, China is carefully observing how modern wars are becoming conflicts of industrial attrition where the ability to manufacture and replenish weapons quickly begins to be as important as the individual technological quality of each system. That is where Beijing believes it has an advantage. The reason? China already has of thousands of missiles ballistic and cruise able to cover much of the Indo-Pacific, and the expansion rate it’s still huge despite the purges internal affairs within the Chinese Army and the investigation of senior commanders for corruption. In some ways, Xi seems to be preparing the country for a prolonged scenario of military competition where whoever manages to keep production lines open the longest will survive. The new global race. All of this is happening while much of the planet simultaneously accelerates its rearmament. France, South Korea, USA either Japan are increasing production and military spending, but the Chinese case stands out for its industrial dimension and by the speed at which it evolves. Beijing not only increases the number of missiles, it also develops new hypersonic generationsexpands its nuclear arsenal and tests systems capable of threatening aircraft carriers, air bases and targets thousands of kilometers away. The big concern in Washington is that China is approaching a point where it can sustain a conflict long thanks to a combination of mass production, relatively low costs and enormous integration between civil companies and defense. That is why the growth of the missile program China is beginning to be interpreted less as simple regional rearmament and more as the silent construction of an economy prepared to compete militarily with the United States on a global scale. Image | CCTV In Xataka | The YJ-20 has just entered the scene at the most delicate moment: China has launched its hypersonic missile against the US and Japan In Xataka | China is beating the US with a simple strategy: manufacturing hypersonic missiles at the price of a Tesla

The dogs of La Rioja are turning industrial estates into Need For Speed. The Civil Guard has not been amused

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The Civil Guard has been dismantled in La Rioja a modified vehicle hangout whose drivers had a very clear intention: to organize illegal races and perform different illegal maneuvers (skidding, acceleration, etc.) as an exhibition. Although they enjoyed the plan for a few hours, the party ended with 120 people identified, 25 sanctions and crimes such as possession of weapons and driving under the influence of drugs. The Spanish Fast and Furious. A meeting spread through social networks, with the presence of influencers and with more than one hundred participants from several autonomous communities. The Civil Guard had been monitoring the call for weeks, articulating both an intervention operation and a preventive surveillance and control device in various industrial estates in the region. Real images of the meeting, broadcast on the internet. burning wheel. According to the authorities, the agents observed exhibition maneuvers such as skidding, sudden accelerationsburning tires, near the public parking lot of one of the shopping centers in La Rioja. In nearby industrial estates, drivers were detected carrying out illegal races, who are now being investigated for crimes against road safety. It’s not something new. This same weekend the Civil Guard has investigated three people for participating in an illegal vehicle race in the Villaluenga-Yuncler industrial estate, in the province of Toledo. The operation was part of an operation that is underway since Februaryand that has already claimed several arrests for illegal races in the area. Last March Traffic officers detained 33 drivers for the same reason, in the industrial estates of Lleida. Andalusia is not spared either, where recently A gathering was dismantled in one of the main avenues of the city. what’s happening. Nothing that hasn’t been happening for decades. Since the early 2000sillegal racing remains alive in Spain. Modified car hangouts are not a random crime: they are a subculture that has been outside the law for years and that, with the arrival of social networks and messaging apps, has it even easier to attract followers. What for decades was an invisible counterculture, confined to polygons and internet forums, is now announced on social networks, filmed live and exposed more than ever. And if not, tell that to the guy who asked his partner to marry him in the middle of a car meetup… and ended up seriously run over. In Xataka | Saudi Arabia believes the world deserves an F1 circuit on par with Mario Kart. So it’s being built

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

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

a ship moves at the speed of a bicycle

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The war in Iran was supposed to blow up the world economy. However, as analyst Max Fisher points out in his recent explanatory videoIf we look out the window today, we do not see an apocalyptic landscape worthy of Mad Max. What we see is, simply, a somewhat battered economy. Were the catastrophic forecasts wrong? At all. The light we see through the window is “a mirage.” The war detonated like a distant bomb: we have seen the flash, but the shock wave has not yet reached us. To understand the reason for this delay, you have to look at the sea. A supertanker is a steel giant that measures four football fields long, carries millions of barrels and weighs more than a skyscraper. Due to its colossal dimensions, it travels at about 10 or 15 knots. That is, at the speed of a bicycle. Our global supply lines travel at the pace of a cycling peloton. When the conflict broke out and the tap was turned off in the Persian Gulf, There was still a huge amount of crude oil pedaling slowly and silently across the oceans towards Europe, Asia and America. This logistical inertia is what has created the false sense of normality that we experience today. A monumental traffic jam According to data from Bloombergthere are more than 800 vessels stuck in the Gulf, 70% of them loaded with crude oil and fuel. Guardian raises the number to 2,000 if we add freighters and cruise ships, with some 20,000 sailors on board trapped for almost a month and a half. The real impact on the numbers is scary. An investigation of Al Jazeera based on data from Kpler reveals that in just 40 days of conflict 206 million barrels have disappeared from the market. To give us an idea, that amount would fill 103 supertankers (VLCC), marine beasts that, when standing, would equal the height of the Eiffel Tower. Exports from Iraq have plummeted by 82%, and those from Kuwait and Qatar by more than 70%. So why are there no massive blackouts in the West? As Max Fisher explainsWestern governments, through the International Energy Agency (IEA)have released millions of barrels from their emergency reserves. This, added to financial speculators betting on peace, has kept prices artificially low. But these measures are “punctual tricks”, patches that will run out just when the last ships that left before the war reach their destinations. The ceasefire deception The announcement of a “two-week ceasefire” has given a small respite to the markets, but the reality is rather stubborn. In statements to Reutersthe director of the IEA, Fatih Birol, was blunt: the current crisis is “more serious than those of 1973, 1979 and 2022 combined.” Analysts agree that it is not enough to sign a piece of paper to get the machinery back on track. The column lex of Financial Times warns that the world has lost about 600 million barrels. Even producing an extra million barrels a day, it will take almost two years to recover pre-conflict inventories. Added to this is physical destruction. Iran and its adversaries have damaged vital infrastructure. As we have explained in XatakaQatar has lost 17% of its liquefied natural gas (LNG) capacity and could take three to five years to repair. The imminent result will be what economists call “demand destruction”which Fisher starkly illustrates: things won’t disappear, but there will be a lot fewer of them. We will see airlines canceling flights due to the prohibitive price of fuel, less fertilizers (which will make food more expensive), factories stopped and construction materials through the roof. Great collateral damage: debt This crisis does not only affect gasoline pumps. An analysis of Foreign Affairs alert of an invisible global threat: the debt. With energy prices rising, inflation will skyrocket, forcing the United States to raise interest rates. This could trigger a wave of massive defaults in developing countries, a tragic echo of the debt crisis of the 1980s. Unlike past crises, today rich countries also have no lifeline. Ruchir Sharma, in his opinion column for Financial Timespoints out that G7 governments carry debt levels greater than 100% of their GDP. They have literally “run out of political ammunition” to subsidize fuel for their citizens. So why not extract oil from somewhere else? Because, as the geologist interviewed by explains The Conversationthe Persian Gulf is a unique whim of nature. It concentrates half of the world’s oil and 40% of the gas in just 3% of the earth’s surface. It is irreplaceable in the short term. The Tehran toll: the lesser evil Faced with this impasse, a proposal that is as controversial as it is pragmatic has emerged: that Iran control the Strait and charge a toll of about 2 million dollars per ship. According to a report from think tank European BruegelAlthough this violates international law, it would make economic sense. The study shows that 85% of this toll would be absorbed by the Gulf producing countries themselves. For the average European or Asian consumer, it would only mean a few cents more per barrel. A lesser evil compared to a total blockade that enriches Russia with the rise in crude oil. The spring mirage in which we live has an expiration date. During these hot months, Europe and Asia should be filling their strategic reserves in the face of the cold. Instead, they are emptying them. As Max Fisher warns, when hundreds of millions of people turn on the heat in December and January, the real oil crisis will hit with full force. In the long term, we can see only one real way out: avoiding oil altogether. This war will make it clear to world leaders that depending on such a volatile region is an unaffordable risk, forcing a drastic acceleration towards electric vehicles and renewable energy. In the meantime, we will continue waiting. Because the hyperconnected and technological economy of the 21st century has just discovered, the hard way, that its heart … Read more

A millionaire has been fined 120,000 euros for exceeding the speed limit

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In Finland, breaking the speed limit can ruin your day. Above all, if you are a millionaire and they fine you for driving above the permitted limit. The latest example was experienced by Anders Wiklöf, one of the richest men in Finland, who was stopped by the police on March 22 after catching him driving at 59 km/h through an urban area of ​​Mariehamn, in the Åland archipelago, where the limit was 30 km/h. For exceeding 29 kilometers per hour, the police imposed a fine of 120,000 euros. ​The millionaire accepted it without question. Wiklöf is president and founder of Wiklöf Holding, a group of more than 20 companies with investments in logistics, aviation, real estate and tourism valued at more than 400 million dollars. When the police stopped him for speeding, he did not try to escape the problem. “The agents asked me if I wanted to take the case to court, but if I made a mistake, I accept it. They were polite and nice guys who were just doing their job,” declared to the local newspaper Nya Åland. Wiklöf will pay the fine for speeding without even appealing it, although he did take the opportunity to ask the Government that the money be used to cover the planned cuts in health, one of the hottest political debates of the moment in Finland. This unusual normality regarding the amount of the penalty is due to the fact that the Nordic country’s sanction system links the amount of the fines to the offender’s income. That is to say, for most mortals such a sanction implies ruin for life, for this millionaire it is little more than pocket change. Wiklöf has not learned his lesson. Despite the surprising amount of the fineit’s not the first time that police officers stop Wiklöf for speeding. The millionaire already accumulates four documented penalties for speeding: one of 95,000 euros in 2013, 63,680 euros in 2018, 121,000 euros in 2023 and this is 120,000 euros in 2026, which adds up to a total of 399,680 euros in those traffic fines alone. For these same violations, any driver in Spain would hardly have paid more than 600 euros in total, since the regulations in Spain establish a series of fixed penalties depending on the severity of the violation, but are not linked to the offender’s assets. Wiklöf himself already said it bluntly in 2013: “In Sweden they would have fined me about 450 euros. I don’t understand how I can be a bigger offender here than there, but the law is the law.” Nokia executives’ feet are heavy. The most famous case of this sanctions system Anssi Vanjoki starreda 44-year-old Nokia executive, who in January 2002 was traveling at 75 km/h on an urban road in Helsinki with a limit of 50 km/h. For exceeding 25 kilometers per hour, the authorities imposed a fine of 116,000 eurosfor years it was considered the highest traffic fine in history. Another Nokia executive, Pekka Ala-Pietilä, He also received a sanction of 35,000 euros for a similar violation at the same time. Vanjoki ended up appealing his fine, alleging a drop in income compared to the previous year, and got a reduction. In Finland, a fine can’t ruin you. No matter how high and disproportionate these fines may seem, in reality they will never cause the offender to go bankrupt. The key is in a calculation system in force since 1921. While in Spain everyone pays the same for the same offense depending on its severity, in Finland the police consult the offender’s previous year’s income database in real time and calculate the fine in days salary depending on the severity of the infraction. In this calculation, the monthly net salary is taken, the vital minimum of 255 euros is subtracted and divided by 60 to obtain the value of each “fine day” (Päiväsakko). The greater the speeding, the more days of fines are accumulated. For the majority of Finnish citizens, the result of this calculation translates into fines of between 30 and 80 euros for minor infractions such as those committed by Wiklöf. Astronomical figures only appear when the fined person is very rich. Despite the complaints of some affected (in 2015, millionaire Reima Kuisla threatened to leave the country after paying more than 50,000 euros for speeding), the model has great social support for consider it fair and proportional. A fine of 400 euros does not have the same deterrent character for someone with an income of 25,000 euros a year, than 25 million. In Xataka | In 2010, the owner of a Ferrari missed a radar in Switzerland at 137 km/h. He took home the most expensive fine in history Image | Unsplash (toine G)

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