tons

With 3,500 tons and 15 meters in diameter, China already has the largest tunnel boring machine in the world for high-speed trains

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China has just introduced Jiaoping No.1, the world’s largest earth pressure balance (EPB) TBM designed specifically for high-speed railway tunnels. According to counted recently reported by the state broadcaster CGTN, it is a 3,500-ton colossus with an excavation diameter of 14.57 meters, capable of also using artificial intelligence to monitor, adjust and correct breakdowns while drilling underground, all under extreme underground conditions. We tell you everything. What exactly is it. An earth pressure balance tunnel boring machine is a type of machine that excavates the ground while supporting it at the same time. The rotating head (cutting head) tears off material from the front, which accumulates in a closed chamber just behind. This accumulated earth acts as a “plug” and compensates for the natural pressure of the soil and water, preventing the excavation face from collapsing or the surface land from sinking. For soft soils or urban areas, it is a widely used method and we have seen it other times, like in Madrid with ‘Mayrit’ for transform L11. Why size matters. The larger the tunnel, the more complex and heavier the equipment needed to excavate it, and the more difficult it is to keep such a large excavation face stable. The latest one presented in China is almost 15 meters in diameter and specializes in high-speed lines, so it exceeds a considerable technical ceiling. It is a diameter comparable to that of the largest Chinese underwater tunnel boring machines, like the Dinghaiwhich has an identical maximum excavation diameter (14.57 meters) for the Jintang underwater tunnel. What AI does. According to the media, Jiaoping No.1 incorporates AI to monitor drilling in real time, adjust parameters and detect failures autonomously. And it is something that we see more and more in machinery of this caliber, since in recent projects such as the yangtze river tunnel between Chongming and Taicang, the Linghang TBM employs, according to Interesting Engineeringan intelligent control system capable of automatically regulating pressure, anticipating ground conditions using data and self-guiding during progress. Independence of the West. As has happened in many other sectors, China has gone from depending almost completely on foreign technology to dominating the world market in just a few years. Until a decade ago, German and Japanese manufacturers controlled the vast majority of this market. The turning point came in 2017, when China presented its first domestically manufactured 15-meter class TBM. Today the situation is very different. And according to data from People’s Daily, Chinese-made tunnel boring machines They hold close to 70% of the global market. Behind these teams are usually large state groups such as China Railway Engineering Equipment Group (CREG), the largest manufacturer in the country, or China Railway Construction Heavy Industry. What is all this for? The ultimate goal of these machines is to allow high-speed trains to cross rivers, seas and mountains at 350 km/h inside tunnels, something that a decade ago was a much greater challenge. Projects like the Yangtze Undersea Tunnel seek to drastically cut travel times between large cities and boost the economy of entire regions. And a tunnel boring machine like the Jiaoping No.1 makes its way however it wants. Cover image | Modern China In Xataka | Spain and Morocco have been dreaming of a tunnel under the Strait for 40 years. The great enemy of the project is called Umbral de Camarinal

China is very clear about how to win the technology race over the rest of the world: with tons of public money

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China has insisted on be the first world power. This declaration of intentions can be as empty as every January 1st when I say that this year I will begin to wake up at six in the morning to go out for a run, or the opposite can happen: they put all the means at their disposal to achieve it. In the case of the Asian giant, what is happening is the second. The Five-Year Plan is the roadmap that the Government sets every five years and that indicates the direction they should follow both public institutions and private companies to achieve the country’s objective. And with a defined objective, there is only one pending issue: the question of financing. And, in the case of China, that translates into a government impulse that other countries do not have. A competition at two speeds OECD stands for Organization for Economic Cooperation and Development. It is made up of 38 States, including North Americans, some South Americans, many Europeans, Australia and Japan.

There is a medieval city in Germany built in a meteorite crater. Its walls hide 72,000 tons of diamonds

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If you’ve seen Shingeki no Kyojin (if you haven’t, I’m envious), the comparison with Shiganshina is inevitable: the image on the left of the montage on the cover corresponds to the Nördlingen market square and the one on the right is the city seen from above, completely fortified with a wall that surrounds it. However and although it is fan pilgrimage destination of the series, there is officially no relationship between the two. At first glance, the architecture of Nördlingen makes it just another fairytale Bavarian village, but this German city in the Donau-Ries district (in Swabia) is anything but just another one. In 1215, Emperor Frederick II promoted it to an imperial city of the Holy Roman Empire and a century later they began to build the wall. The municipality is integrated within the crater that left a meteorite when it fell. However, we know this now: until the 1960s, geologists themselves thought that the depression was an inactive volcano. Nördlingen is in a crater. He Nördlinger Ries It is a depression 24 kilometers wide and up to 150 meters caused by the impact of a meteorite approximately one kilometer in diameter in the Miocene, which pierced a primary crater of 11 kilometers. As deepens the International Union of Geological Sciencesthat hole grew due to the uplift of the crater floor and marginal collapse, until it reached what it is now. The Ries asteroid impacted with a speed of at least 70,000 km/h, causing an explosion of heat and energy that lasted approximately 10 minutes: the shock wave traveled through the area, setting everything on fire up to 100 kilometers away, which ended life in that radius. Afterwards, a lake was formed where diverse flora and fauna settled. The findings in the nearby Ofnet caves They confirm that the site of today’s Nördlingen was already inhabited in the late Paleolithic. The wall outlines the diameter of the meteorite. When in 1327 Louis the Bavarian ordered build the wall of Nördlingen, no one knew that he was tracing the exact outline of the meteorite that had hit there 15 million years earlier, as notes NASA. The medieval historic center fits almost perfectly within the kilometer diameter of the primary crater: a geological coincidence that would not be discovered until the 20th century. With a perimeter of 2.7 kilometers, it is one of the three medieval walls of Germany preserved almost intact and the only one that can be visited in its entirety: five gates, twelve towers and two bastions make up this circuit that, seen from the top of the Daniel tower, reveals its perfectly circular shape: the underlying trace of the Miocene catastrophe. And a small detail: it is made with stones that house small diamonds. The wall of Nördlingen. Wolkenkratzer, via Wikimedia Walls made of diamonds. Cities usually have their stone quarry, but Nördlingen had diamonds: the meteorite impact generated an estimated 72,000 tons of them when it hit a local graphite deposit, so its stone buildings contain millions of small diamonds. The stone is not just any one either: it is the sueviteextremely rare and marbled with small greenish crystals. It is found in other locations on the planet where there were similar impacts, but the concentration of gems in Nördlingen is unique. Those who built those buildings did not know that they were working with diamonds: they discovered it after the visit of Eugene Shoemaker and Edward Chaothe two American geologists who in 1960 demonstrated the origin by impact by finding shock quartz in the walls of St. George’s Church. St. George’s Church. Tkx via Wikimedia The “luxurious” church of St. George. Normally jewelry in churches is reserved for the altarpieces, but in San Jorge they are also on the walls. In fact, it was the construction that revealed the use of suevite extracted from the Ries basin. St. George’s is one of the largest late Gothic hall churches in southern Germany and was built between 1427 and 1505, when Nördlingen was Imperial. The church tower is known as “Daniel” and is 90 meters high: after climbing 350 steps you can reach the viewpoint (70 meters away), where you can observe the perfectly circular shape of the city and the crater that surrounds it. The tower also preserves one of the most unusual traditions of modern Europe: a night watchman who has been shouting before midnight since the Middle Ages to warn that everything is fine. Nördlingen, space training ground. Since impact craters also occur on the Moon and Mars, Nördlinger Ries has been used for decades as a training ground to teach astronauts to recognize the rocks and minerals created by impacts. the astronauts from Apollo 14 and NASA’s Apollo 17 studied the geology of the crater in 1970. But It is not something exclusive of the North American space agency: it is one of the three destinations of the program PANGAEA of the European Space Agency, along with the Italian Dolomites and Lanzarote. JAXA has also carried out training there. In Xataka | That Christian Friedrich von Kahlbut died in 1702 is nothing exceptional. That his corpse has not decomposed, yes In Xataka | A treasure hunter looted a shipwreck, did not reveal where he had kept the treasure and spent 10 years in prison. Now you are free to get it back Cover | Tilman2007 and Bayerische Vermessungsverwaltung

In Nepal they have begun to fill their streets with tons of plastic waste. Their goal: to be more sustainable

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In Nepal they have begun to fill their streets with garbage. Kilos and more kilos of discarded plastic, old open noodle packages, cookie containers and other synthetic waste that (due to their characteristics) it’s not always easy recycle. The prospect of walking or driving on trash-strewn asphalt may not seem too appealing, but it makes perfect sense and is something that has been done before (or at least tried out) in other parts of the world. Asia, Europe, Africa either America. Of course, usually in a timid way. The key is that plastic waste is not dispersed directly on the pavement. No. They are part of it, of its structure. Even there are those who maintain that improves it. Pavement with garbage? Exact. If every year we produce more than 400 million tons of plastic, much of it destined for single-use packaging and which is then difficult to recycle, and we also build (and repave) kilometers and kilometers of roads every year… Why not connect both things? What if we used the most difficult to recycle synthetic waste to make pavement? What if this material was also better than conventional asphalt? The idea It’s not entirely new and there are those who question whether it is really as sustainable and good as it seems, but the truth is that over the last few years it has attracted the interest of entrepreneurs and institutions from different countries. Usually (not always) in a timid, almost experimental way, with pilot projects and in more or less short periods, but it has managed to stay in the limelight. Click on the image to go to the tweet. Where has it been tested? A quick search on Google shows that over the last five years, “plastic paving” has convinced a few entrepreneurs and institutions from around the world. We see examples in Philippines, Thailand, South Africa, Netherlands, USA, Singapore either Indiaone of the countries that has opted most decisively for this solution. In 2024 Business Standard informed that in the Asian country they had built almost 40,000 kilometers of rural tracks that included plastic waste, 13,000 of them completed in recent years. In Singapore the idea too seems to have curdled and has received the endorsement of the Public Works area. And Nepal arrived. Nepal is one of the latest to join the list. In 2025 the AFP agency published an extensive report in which he explained how the idea has reached the Asian republic, where it has already been used on at least one highway in Pokharaa city of 600,000 inhabitants that serves as the capital of Gandaki province. There the plastic flooring formula has the support of Green Road Waste Managementan organization that is trying to expand it in Nepal. Step by step. In 2025, the founder of the entity, Bimal Bastola, he assured AFP who had completed around a dozen projects totaling just over a mile. It’s not much, but the organization maintains that each kilometer of pavement uses about two metric tons of shredded plastic to build. Bastola advocates going further and carrying out projects at the government level. “We try to collaborate with the highway office.” A priori it seems that the Government does not take a dim view of the measure. Arjun Nepal, an engineer at the capital’s highway department recognize that the country “is interested in testing the technology in pilot projects,” but warns that to move forward it is necessary to first guarantee a series of quality standards. Hence the authorities wanted to carry out a test in Kathmandu. “We saw possibilities”. Bastola defends the virtues of paving with synthetic waste and remembers that it even allows lower value waste to be reused. “We saw possibilities in using these plastics as raw materials, partially replacing tar in road construction,” argues to AFP. The new system does not dispense with this material, but first covers the pavement components with crushed plastic. In addition to providing an outlet for part of the tons of plastic that are generated every day in Nepalese urban areas, Bastola assures that the system saves certain materials, reduces costs and has extra advantages for the pavement itself. “It prevents water infiltration and increases the useful life of the track,” claims. There are studies that endorse These surfaces can last longer than normal ones. Perfect, right? Depends. Although the system has sparked interest in several countries, including Nepal and its neighbors Bhutan and Bangladesh, not everyone is sure it is such a good option. Or at least it has proven to be so. From the World Bank have admitted that there are “promising” pilot studies, but they lack more research: What and how many emissions are produced during the production of the pavement? How does it actually behave in practice? Does it release microplastics? What is their impact once the plastic tracks are removed? “Garbage in for garbage out”, they warned in 2020 at GAIA on solutions such as asphalt and cement with crushed plastic remains. Images | Laurentiu Morariu (Unsplash) In Xataka | We have been thinking for decades that plastic recycling was worth something. Maybe we were wrong

move two million tons of sand

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The paradisiacal coastline of the central Algarve is facing one of the great coastal problems of recent decades, the result of rising sea levels and extreme weather events happening more and more often: the ocean is swallowing its beaches. So he has left behind the classic breakwaters to carry out one of the most ambitious coastal regenerations of its history: moving more than two million tons of sand from the seabed to the shore. There is no beach in the Algarve. The problem of erosion in the area of ​​Forte Novo beach and Garrão beach (both in the municipality of Loulé, Faro district) is not new, but this winter’s storms aggravated it in a worrying way, as explains the Portuguese Environment Agency: Their records have documented a maximum retreat of up to 15 meters on Loulé Velho-Trafal beach and 14 meters in the Quarteira-Garrão area. On Forte Novo beach, a retreat of an additional six meters was detected. These data place this section as one of the most critical in all of continental Portugal. Why is it important. Coastal erosion represents a real physical risk for the population and infrastructure: when the sand of a beach recedes in a sustained manner, the coast is directly exposed to the waves, which accelerates the erosion of cliffs, threatens nearby infrastructure and destroys the associated dune ecosystems. According to a report By 2024 published on the European Union’s Copernicus science platform, between 27 and 40 percent of European sandy coasts are experiencing active retreat, with special incidence in the Mediterranean and the Iberian Atlantic. On the other hand, the Algarve is one of the great tourist engines of Portugal. The region recorded more than 20 million overnight stays in 2023, according to the National Institute of Statistics Portuguese and in 2025 concentrated 85 beaches with the Blue Flag, the highest European certification of coastal quality. Losing beaches means losing its main economic asset, which mostly lives off of sun and sea tourism. Coastal erosion patterns in Europe. European Environment Agency Context. This intervention is part of the Integrated Coastal Zone Management Strategy of Portugal, which aims to achieve a harmoniously and sustainably developed coastal area within a period of 20 years (in force since 2009). The APA has already carried out similar and even larger operations: it holds the record Figueira da Foz, where it moved more than 3.3 million cubic meters of sediments in the Cova-Gala/Costa de Lavos section, with an investment of 21.1 million euros. The Quarteira-Garrão operation is, therefore, the second major operation of this type in just over a year, which reflects the State’s policy on coastal protection. The Quarteira-Garrão project is the technical response to a regional-scale problem of the erosive dynamics that affects the entire Gulf of Cádiz. Portugal has opted for large contributions of sand instead of building rigid rock breakwaters, following European trends. These types of solutions seek to have a lower visual impact and better integration into the dynamic coastal ecosystem. In figures. The operation, without being the largest in the history of Portugal, it has some numbers that impact: Transfer of approximately 1.4 million cubic meters of sand (about two million tons). Rehabilitation of 6.7 kilometers of coastline. Planned average widening of 37 meters. Tender budget: 14.9 million euros. How are they doing it. The technique that Portugal is applying is called artificial beach feeding or beach nourishment and consists of extracting sediments from nearby underwater areas and depositing them on the shore through dredging and pipelines. The project has been executed in phases, section by section and in coordination with the Cultural Heritage Agency of Portugal and after an environmental impact assessment: on the one hand, to control the deposition of sediments at each point avoiding saturation and on the other, because this underwater extraction area contains remains of underwater archaeological heritage. The works began between April 2 and 3 and completion was scheduled for May 6, in time for the beginning of the bathing season. Yes, but. The artificial regeneration of beaches is an effective solution in the short and medium term, but it does not solve the underlying problem as science warns: the deposited sand moves again due to the action of waves, currents and storms. In most cases documented in Europeregenerated beaches require new intervention after a few years (it can be more than a decade), depending on the energy exposure of the coast. The underlying structural problem is the chronic loss of sediment throughout the coastal system, aggravated by climate change, the rise in sea level and the reduction in the river supply of sand caused by the regulation of rivers with dams. If these causes are not solved comprehensively, beach recharge is putting a patch on. In fact, the APA itself recognizes it by framing the intervention within a broader coastal protection strategy and continuously monitoring for the next action. In Xataka | Portugal’s radical proposal to stop touristification: an underwater cable that connects with the US In Xataka | “I am an engineer, politics is not my profession”: the mayor of Lisbon has turned it into a magnet for European startups Cover | Bengt Nyman and Ludovico Ceroseis

Some archaeologists have found 80 tons of stones under the sea. Everything points to one of the Seven Wonders of the Ancient World

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At the end of the 19th century, several fishermen in the port of Alexandria began to accidentally catch huge fragments of stone entangled in their networks. Some were so large and strange that stories circulated for years about giant ruins hidden underwater off the Egyptian coast. Long before underwater scanners or digital archeology existed, the Mediterranean was already hinting that beneath its waters remained buried a monumental part of the ancient world. 80 tons to return a wonder. Archaeologists and divers they have been finding for years huge blocks of granite and limestone under the waters of Alexandria, but the latest works have triggered a fascinating idea: everything indicates that the Mediterranean is returning key fragments of the legendary Alexandria Lighthouseone of the Seven Wonders of the Ancient World. Some of the recovered blocks weigh up to 80 tons and were part of monumental entrances, platforms and gigantic structures that for centuries remained dispersed on the seabed. The discovery is not only allowing us to reconstruct what the lighthouse really was like, but it is also changing many of the theories that existed about its size, its engineering and its final appearance. A gigantic tower that dominated the Mediterranean. The Lighthouse of Alexandria began to be built at the beginning of the 3rd century BC under the reign of Ptolemy I Soter and it was designed by Sostratus of Cnidus on the island of Pharos, opposite the Egyptian port. Ancient sources described a structure of more than a hundred meters higha type of Hellenistic skyscraper visible dozens of kilometers out to sea thanks to its enormous night fire and complex reflective systems. For more than sixteen hundred years it served as a guide for ships arriving at one of the most important ports in the Mediterranean, also becoming a political symbol of the Ptolemaic power and the ambition of the Alexandria founded after the death of Alexander the Great. Some Roman chroniclers even stated that its light was so intense that it could be confused with a star. 3D reconstruction of the Alexandria Lighthouse The sea ended up swallowing the wonder. The structure withstood earthquakes for centuries, but several huge earthquakes between the 14th and 15th centuries they ended up destroying it almost completely. Part of its stones were later reused to build the Qaitbay fortresswhich still occupies the same coastal area, while the rest of the ancient city began to slowly sink under the sea due to geological movements and the relative rise in the level of the Mediterranean. Over the centuries, the lighthouse eventually disappeared beneath murky waters filled with sediment, architectural remains, and huge stone fragments scattered across dozens of underwater acres. For a long time, historians even thought that ancient descriptions of its size had been exaggerated. Remains of a lighthouse in the Mediterranean Sea A gigantic puzzle. Everything began to change when French and Egyptian archaeologists began to systematically map the eastern port of Alexandria in the 1990s. Sphinxes, columns, colossal statues and gigantic door frames weighing up to seventy tons appeared under the water, but recent work from the PHAROS project They have taken the process much further. Only in recent campaigns have rrecovered 22 huge blocks of granite using special cranes mounted on barges, including lintels, jambs and pieces of a hitherto unknown structure that mixed Egyptian architectural elements and Greek construction techniques. Each find reinforces the idea that the lighthouse was not just a functional tower, but a monumental demonstration of the multicultural power of Hellenistic Alexandria. Reconstructed block by block… but digitally. The New York Times said last February in an extensive report that the great advance of the PHAROS project is not only in removing stones from the water, but in virtually rebuilding the lighthouse with a never seen before precision. The researchers have scanned thousands of fragments using photogrammetry to create a “digital twin” capable of recomposing the building piece by piece without continually moving extremely fragile and heavy materials. Thanks to this, engineers and archaeologists are discovering how the blocks really fit together, how they worked the joining systems and what techniques allowed such a gigantic structure to be built more than two thousand years ago. Investigations have also revealed that the lighthouse used advanced assembly systems with clamps and huge interconnected blocks, something that helps explain how it was able to survive so many centuries against earthquakes and storms. The modern Mediterranean like ancient earthquakes. Archaeological work is also carried out in an increasingly complicated environment. The waters off Alexandria have very poor visibilityare full of pollution and suffer a progressive rise in sea level while the coast itself continues to slowly sink. The researchers they warn that the Mediterranean is warming faster than many other regions of the planet and that the accumulation of waste and sediments makes underwater documentation tasks increasingly difficult. Paradoxically, while technology allows one of the greatest wonders of Antiquity to be digitally reconstructed, the environment where its physical remains remain becomes more hostile and vulnerable year after year. One of the Seven Wonders reappearing. The most striking thing of all is that the project has already managed to dismantle many historical doubts about him Alexandria Lighthouse. Researchers now believe that the ancient chronicles probably they did not exaggerate: The tower really must have been as colossal and advanced as classical authors described. The recovered blocks, some almost impossible in size even for modern engineering, are allowing locate monumental entrancesplatforms and structural elements with unprecedented precision. Little by little, under the waters of Alexandria, one of the most famous constructions in all of human history is ceasing to be a myth and once again taking on a real form. Image | PHAROS, SciVi 3D studio, Roland Unger In Xataka | Some 5,000-year-old tombs went unnoticed for millennia. Until we look from the sky In Xataka | The “Gate of Hell” has been burning in the middle of the Turkmenistan desert for half a century. And now it’s fading

Malaga had some enviable rustic plots. Now you have a time bomb with 167,000 tons of debris and asbestos

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The volume of the figures is scary. According to official data from the Ministry of the Interiorthe Civil Guard has uncovered the illegal dumping of 167,000 tons of waste from construction works within the framework of what is called “Operation Cover”. This macro-operation has so far resulted in the investigation of twelve natural persons and three legal entities, all of them strongly linked to the construction and earthworks sector. They are accused of alleged crimes against the environment for systematically evading all legal controls required for the treatment of this waste. The trap of economic profit. Why was this location chosen? The answer, as is usually the case in environmental crimes, lies in economic benefit. As the environmental technical magazine explains Rethemethose investigated used rustic plots located in the Axarquía region to convert them, de facto, into clandestine landfills. The objective was purely lucrative: to avoid at all costs the payment of the corresponding fees for the treatment of this debris in duly authorized recycling plants. Behind the mountain of garbage. The problem is that it has become a critical focus for the residents of the area. According to what they warn from the Interiorthis negligence represents an enormous risk of fire due to the amount of flammable material that has been piled up. In addition, there is a real fear that toxic waste will seep underground and ruin the water in local aquifers. However, the most disturbing discovery in the area has been the appearance of fiber cement (asbestos) among the rubble. According to the local media South Journalimproper handling and exposure to the elements of this “highly dangerous” material causes the release of harmful fibers into the air, posing a direct and lethal risk to public health. The judicial future of operation “Cover”. With the damage already done on the ground, the focus now shifts to the courts. The police proceedings carried out have been handed over to the Environmental Prosecutor’s Office of Malaga, which will be in charge of leading the judicial procedure against the fifteen accused. However, the case is far from closed. The investigation carried out by agents of the Nature Protection Service (Seprona) of the Civil Guard remains open. The authorities have intensified surveillance in the province and it is not ruled out that new actions or accusations may occur in the coming months. The ghost of Nerja and urban pressure. This discovery in Axarquía is not an isolated case, but rather the symptom of a structural problem. local media provide fundamental context to understand the magnitude of the situation: the strong urban pressure in the province of Malaga and the immense volume of waste generated by brick greatly complicate control in rural and agricultural areas. Furthermore, what happened a few years ago with the illegal landfill in Nerja. In an old quarry located within a protected area (the Sierra Almijara natural park), more than 802,000 cubic meters of uncontrolled garbage accumulated over 18 years (from 1998 to 2016). Despite the obvious environmental catastrophe, the legal complexity of the matter led to all the accused, including businessmen and senior political officials of the municipality, being finally acquitted through sentences issued in 2023 and ratified in 2025. The bill we all pay. Hiding 167,000 tons of waste under the rural carpet of Axarquía is the empirical demonstration that the apparent economic “savings” of a few private companies ends up becoming a heavy and unfair toxic debt for the entire society. What was going to be a rustic plot dedicated to the land, today is nothing more than a time bomb loaded with asbestos, polluting liquids and flammable materials that waits under the sun for someone to finally assume the real cost of deactivating it. Image | Civil Guard Xataka | BonÀrea has achieved what practically in the world: that the system for recycling plastic packaging works

when Istanbul moved 45,000 tons from its old airport in less than 45 hours

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Modern aviation is not only measured in knots or altitudes, but also in the ability of airports to process huge flows of people or cargo on a continuous basis. But there is an unwanted scenario that could occur: that the airport is not enough. When it collapses, it dies of success and serious logistical measures have to be taken. This is what happened in Istanbul: the need to expand the old Atatürk airport encountered an insurmountable barrier in the form of urban geography. For great evils, great remedies: they had to move the entire airport while international aviation and the country’s logistics continued their course. The event is known as “The Great Move“and constitutes the largest move in civil aviation. In less than 45 hours the center of gravity of air transport in the region moved 42 kilometers north, to the new Istanbul Airport (IST), with all that this entails. The move. In aviation, this operational transfer program is known as ORAT (Operational Readiness and Airport Transfer) and it goes without saying that this move was not spontaneous, but rather the opposite: it took two years of meticulous preparation in which they trained 33,000 airport staff and carried out two large-scale drills to detect potential problems. It all started immediately after the opening of the new airport in October 2018 and the final phase (that move), was executed in a continuous 45-hour window between April 5 and 6, 2019 to move more than 10,000 pieces of equipment with a total weight of 47,300 tons. In fact, it was even better: they did it in much less time. Why is it important. If a move has its ins and outs per se, for an airport the problems and the need to execute it without errors multiply as long as it is a living infrastructure with interdependent systems such as fuel, air traffic control, security, IT, passengers and luggage. Disconnecting, transporting and reconnecting everything without collapsing the air traffic of one of the busiest cities in the world is a high-flying engineering challenge. “The Great Move” showed that a world-class hub is possible without a prolonged dual transition, minimizing the operational risk of managing two airports simultaneously. Finally, the movement consolidated Istanbul as a great connection point between Europe and Asia, rivaling others in the Middle East such as Doha or Dubai. Without this move, Turkish Airlines’ growth would likely have been stagnant due to the physical limitations of the old airport. Context. In 2017, Atatürk Airport was the fifth busiest in Europe, behind Heathrow, Charles de Gaulle, Frankfurt and Amsterdam. Without going any further, in 2018 served to almost 70 million passengers, making it the tenth busiest on the planet. But it was limited: it was surrounded by the city on three sides and by the Sea of ​​Marmara on the fourth, so expansion was physically impossible. The secondary airport of Sabiha Gökçen It had also reached its maximum capacity. The lack of space was so critical that it prevented the Airbus A380 from operating, making Atatürk the only major airport in Europe and the Middle East unable to receive such aircraft. So in 2013 they made the decision. The flight that brought down the curtain on Atatürk was Turkish Airlines TK54: it took off on April 6, 2019 at 02:44 to Singapore. In figures. Although there are slight variations in sources directly involved such as Turkish Airlines or the documentary he recorded of the process by the airport operator with the collaboration of National Geographic, are minor and do not detract from the colossal nature of the operation: A planned duration of 45 hours (which they reduced to 33 according to the IGA and less than 30 according to Turkish Airlines) More than 10,000 pieces of equipment moved between airports, with a total weight of 47,300 tons. Equivalent to 33 football fields. 686 semi-trailers used for transportation, according to the CEO of Turkish Airlines. 1,800 people were directly involved in the process. They estimated the distance traveled by the trucks in 45 hours to be 400,000 kilometers, that is, going around the Earth about 10 times. How they did it. It took two years of meticulous preparation in which they trained 33,000 airport staff and conducted two large-scale drills to detect potential problems. Planning required more than 100 meetings and workshops and there were three logistics companies involved. For execution, they developed a logistical transfer plan with details of the movement of each vehicle in 15-minute windows. The route was established through a corridor between the two airports, using the new highway connection between both facilities and each vehicle was checked twice: once at the departure gate and once in a separate control area. The whole process was monitored in real time with GPRS to detect any incident. At 02:59 on April 6, 2019, the IATA code changes were made: Atatürk’s IST code was renamed ISL and the new airport inherited it. Between 02:00 and 14:00 that day, both airports were closed to commercial flights, a 12-hour period that constituted the critical core of the entire operation. The new airport. Istanbul Airport had an estimated budget of 22 billion euros, becoming at that time the second most expensive airport ever built, as told Reuters. Designed with a single terminal under a single roof of 1.4 million square meters, initially allowing 90 million passengers annually. The master plan contemplates expansions up to 200 million, with independent runways that allow simultaneous landings and takeoffs, eliminating waiting in the air. In 2025, the airport rondo 85 million passengers, making it the second busiest in Europe after Heathrow and the seventh in the world. In Xataka | The unfinished dream of the Roman Empire: a 125-kilometer train to link Europe and Asia over the Bosphorus In Xataka | One of the largest and strangest airports in the world is not going to be in Dubai or the UAE: it is going to be in Ethiopia Cover | Ercan Karakaş and Kulttuurinavigaattori

We believed that tons of feces were the big problem with the touristification of Everest. Until the scam rescue arrived

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Everest may be the roof of the world, but it has long ceased to be the remote and isolated place they found themselves seven decades ago. Edmund Hollary and Tenzing Norgaythe first to summit its icy summit. The best proof was left to us just before the pandemic by Nirmal Purja, the author of one of the most famous (and striking) snapshots of the mountain: in it we see a very long row with dozens and dozens of tourists climbing in single file towards the summit, just as if they were queuing to enter the Louvre or board a cruise ship. That Everest has become a monster touristified It’s no surprise. What is curious is that there are people (presumably) breaking the laws to take advantage of that demand and defraud the insurers. A huge theme park. One would expect the highest place on the planet to be an inhospitable place, reserved for the most intrepid locals and adventurers. Perhaps it was like this in the 1950s, when Hollary and Norgay ascended to more than 8,800 meters of altitude to reach its summit. Not today. The photography that Purja took in 2019 is just the graphic verification of a phenomenon that can be measured in figures… and even in feces: Everest is a tourist icon that they visit every year hundreds and hundreds of climbers, leaving behind millions of dollars and a trail of tons of waste. You will find more infographics at Statista Where there is tourism… There is business, of course. That universal truth is applicable both in Amsterdam, Florence either Barcelona such as in the remote Himalayas, which over the last few decades has seen a thriving industry take shape dedicated to serving those who visit Everest. According to the World Travel and Tourism Council (WTC), in 2023 alone Nepal’s tourism sector generated revenue worth about 2.5 billion of dollars and boosted hundreds of thousands of jobs, both direct and indirect. Even Nepal has considered shoot 40% the fees he charges mountaineers, a source of income that among other things helps him clean the region. Where is the problem? Beyond the environmental impact that this overcrowding has in the mountain range, there is actually no problem in travel agencies, Sherpas, transportation companies, hotels and other businesses oriented to Nepalese tourism trying to make money. Climbing Everest doesn’t come cheap, but at the end of the day, whoever wants to pay for it. The problem is that not all of these professionals respect the law when looking for ways to make money. What’s more, there are those who have no qualms about cheatfalsify and commit millionaire frauds. Mountaineering and picaresque. The news I advanced it a few days ago The Kathmandu Postone of the largest English-language newspapers in Nepal. The Central Investigation Bureau of the Nepalese Police (CIB) has revealed a network dedicated to deceiving insurers who cover mountaineers in the Himalayas. Their modus operandi may vary, but the idea is always the same: alleged scammers make fraudulent ransoms to claim compensation. It may sound rudimentary, but the scam takes advantage of two circumstances that work in its favor. First, in rescue operations speed prevails, so there is no room to wait for the approval of the experts. Second, deceived insurers are often based thousands of kilometers away (in London or Paris), making it difficult for them to confirm what is happening on the ground. One goal, two methods. How do you prepare the scam? The CIB has identified two methods. The first is quite simple and requires the tourist to participate in the deception. If a climber is exhausted after days (or even weeks) of hiking and wants to save the trip back to camp, his guide can offer him a way out that is as comfortable as it is ethically questionable: faking an illness so that the insurance company can mobilize a rescue operation. The second method is a little more complicated, but the end result is the same. The guides or accommodations take advantage of the client’s ignorance to make them believe that the symptoms of altitude sickness (which are usually resolved with rest, hydration and a gradual descent) are actually signs that they are at serious risk, even of death. The key is to suggest the hiker enough so that he ends up asking to be evacuated by a charter helicopter. And where is the business? In the cost of the operation. It is not just that the company that provides that service charges the insurer for a helicopter that was not really necessary, it is that, precise The Kathmandu Postoften manages to expand its profit margin. As? It carries several passengers on the same flight and then sends separate invoices to their insurance companies. In practice that means that a single $4,000 charter flight can end up giving rise to three separate claims worth $12,000. Added to this are alleged treatments in the hospital, even when the client in question did not need assistance. For example, the Nepalese newspaper talks about cases in which treatment is claimed for hikers who were actually in the cafeteria. Not all people who are involved in this mess have to participate in the deception. He post speaks of falsifications of flight manifests or reports with digital signatures of completely unrelated doctors. One figure: 20 million dollars. At the end of March the CIB accused 32 people for this type of crimes, which according to the AFP agency amounted to a total scam 19.69 million of dollars. It may seem like a lot, but the figures revealed by the CIB investigation are eloquent: between 2022 and 2025, it identified 4,782 foreign patients treated in the investigated hospitals. Of these, inspectors believe that 171 corresponded to simulated evacuations. During that period some health centers received deposits worth millions of dollars related to those services. The older ones are the helicopters. Poisoning? The CIB investigation has attracted the attention of the media everyonealthough their headlines often focus on another … Read more

10,000 tons of almonds have disappeared in Granada in a single night. It is a warning of what is about to happen.

by

On the night of March 30, 2026, about 30 million euros they vanished. The figures They are from COAGbut (taking into account the precedents from the beginning of the decade and the growth of almond cultivation) they sound plausible: the region that concentrates the largest almond production in the country, lost around 10,000 tons due to a late frost. And it’s not even the most interesting thing. What the hell is up with almonds? With 70,000 hectares dedicated to almonds, the Granada Altiplano has become the national epicenter of the production of this fruit. Paradoxically, we might add. Because it is something very rare: there are not many more cases of crops that do not stop growing on the surface while their vulnerability increases to levels never seen before. A vulnerability that, of course, is not limited to March 30. Because that would be the easy thing to do: blame everything on cold air intrusion from the north that knocked down the thermometers of the Altiplano (-5 in Galera and Baza, -4 in Puebla de Don Fabrique or -3 in Castril) just at the moment of greatest sensitivity of the almond tree. However, that is only part of the story. Of course, frost during flowering and fruit setting is a problem. But in the last five years, the region has suffered 3 frosts of this type and the area of ​​almond trees does not stop growing. That is to say, the vulnerability is deeper and exceeds the climate risks: we are talking about the advance of the almond wasp, insufficient agricultural insurance, the tariff asymmetry with our main competitor (California) and, of course, the enormous pressure that international prices exert on farmers. And what happened to the harvest? According to COAGpreliminary estimates draw a very complicated scenario: between 8,000 and 12,000 tons lost, an economic impact of between 25 and 40 million euros and the complete loss of all production in the most affected areas. The assessment of the Junta de Andalucía and the Ministry is missing, but the figures serve to measure the destruction. Hunger with the desire to eat. Spanish almond production It was already affected by the drought and none of the explanations are surprising (late rains, winds that make pollination difficult, hailstorms in April and fungi derived from humidity). However, in 2025, things seemed to turn around and the campaign was positive. But it was a statistical artifact: production grew by 5%but the productive surface had increased by 10. That is to say, the situation was still complicated. And the data does not stop changing. It is enough to keep in mind that 15% of all the almond trees planted in Spain are not yet productive to understand that the crop has been experiencing a boom for years that does not end (and that may end by give us some displeasure). What does the almond tree need to avoid becoming the new lemon? That is, so that we are not forced to have to start ripping them out in a few years. And the answer is also simple: what you need is a better safety net, a better way of looking to the future, a better way of moving in the market. I have said it many times: In agriculture, Spain is a giant with feet of clay. And the almond tree is the best example that this is still the case and we have enormous difficulties to change it. Image | Marcia Cripps In Xataka | Spain is the second largest almond producer in the world. Tariffs or not, farmers are already in trouble

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