trucks

After electrifying cars, China is targeting trucks. It is a slap in the face to global diesel consumption

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China is one of the oil monsters. Not so much in generation, where they want to start being a powerbut in consumption. It is the fuel of hundreds of millions of vehicles They hit the road every day, but things are changing. Although the Asian giant has become one of the powers in car electrification, diesel seemed to have a break thanks to trucks. Not even that anymore. Diesel down. China is second diesel consumeronly behind the United States. transportation concentrate between 70 and 80% of that final consumption, but in recent years, the market has been going down. It is estimated that, in June 2024, diesel consumption fell to 3.9 million barrels per day. It’s still stupid, but it was 11% less than during the same period the previous year. It was the biggest drop since mid-2021 (logical because of the pandemic and the world situation) and despite the industrialization of the country and the rise of both national and international trade, this consumption has remained at a “plateau” for more than a decade. That is to say: it should be much greater than 10 years ago, but that is not the case. Another fact: in August 2024, 8% of new trucks were electric, but in August 2025, the figure was 28%. electric trucks. He rise of electric cars could explain this negative trend in diesel consumption, but as we say, the boats and, above all, trucks continued to support the market. That is no longer so clear, especially with the recent involvement of the Government. In April this year, the Ministry of Transport published, with the support of other government departments, a program to encourage the majority of new truck sales to be new energy by 2035. To achieve this, there are objectives, such as that by 2027 the share of electrical energy in final transport consumption must be 10% and the proportion of new new energy vehicles must be increased each year. The heavy truck seemed to be the bastion of diesel, but now it is one of the central pieces of this decarbonization of transportation. Paradigm shift. To achieve this, in addition to direct aid for the purchase of heavy electric trucks, China has launched a specific action to eliminate and replace old diesel trucks, with subsidies for their removal and replacement with new energy units. In fact, there are advantages: freer access to restricted urban areasfewer time limitations and discounts on tolls. In a report by The Associated Press This paradigm shift is reflected: if in 2020 almost all new trucks in China were diesel, by 2025 electric trucks already represent 22% of new heavy truck sales. As our colleagues point out Motorpassionthe arrow is inverse to that of diesel consumption: in the same period of 2024, that percentage was 9.2%. And the load? It represents a paradigm shift and there are analysts who predict that, by 2026, diesel will only account for 40% of sales. The rest: electric and gas trucks. Is the charging infrastructure? Because we are seeing advances in the development of solid state batteries that will allow greater autonomy, but until they arrive, it is necessary that there be numerous charging points to support the electrification of transport. The National Energy Administration and the Ministry of Transportation have already affirmed that 98% of highway service areas already have charging points, with widespread installation of 120 kW chargers and, in some segments, 600 and 800 kW chargers. The intention is for there to be some 28 million charging points throughout the country by 2027, and one of the key pieces in that expansion is CATL. The company is one of those leads the battery sector worldwideand is currently tracing a “green corridor” that will cover the major freight hubs to facilitate loading, but also to implement its battery exchange system that speeds up the process. Green curve… and economic. This electrification of commercial transportation would add to the objectives of decarbonization of the countrybut obviously truckers and companies also see a benefit in their pockets, or so they esteem. Although electric trucks are between two and three times more expensive than diesel trucks and cost 18% more than LNGare more efficient, have less maintenance and can help save between 10% and 26% over their useful life. Horizon. This change to the electrification of trucks would already be reducing the demand for oil in the equivalent of more than a million barrels per day, and that a giant like China stops depending on crude oil for its trucks is something that can shake the market internationally. And that ambition is not going to stay within its borders. If in recent months we have seen that China has flooded Europe with his electric carswe can expect something similar for 2026, but with trucks. And, furthermore, it has torn off in Hungary the construction of a factory for electric trucks and buses. It is evident that this path started by cars will be followed by trucks, which in the end are a important source of emissions in a world with increasingly global trade. Specificallya third of all transport-related carbon emissions in 2019. Images | Volvo, Cheng Long In Xataka | China’s energy paradox: an ‘electrostate’ that continues to feed on coal

China is intractable in the electric car race, and is on its way to repeating with load trucks

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The conquest of China in terms of electric cars has been noted over the last years, with A special thrust in Europe that has put the entire industry in suspense. But they are not the only type of vehicle with which it intends to conquer the globe. They also have a great presence their merchandise trucks. And is that Byd, manufacturer who has broken like nobody in the automobile sector, already sends electric charge trucks to Italy, Poland, Spain, and even Mexico, along with eight other Chinese companies that dominate the global market. Chinese brands monopolized 80% of the 90,000 world sales of electric charge trucks last year, according to The International Energy Agency. Why does this matter now. As they share from Rest of the WorldCO₂ emissions of heavy vehicles have grown almost 3% annually between 2000 and 2018, and trucks represent 80% of that increase. Its enormous environmental impact converts the electrification of merchandise transport into a key piece for global climatic objectives. And China has understood that there is a huge business opportunity. A domain with origin. China’s advantage does not arise from nothing. According to They share From the middle, it is born from a 15 -year government campaign in which commercial vehicles deal with as national priority, forcing manufacturers to produce electric vehicles as a percentage of their total production. Meanwhile, Western countries have limited themselves to offering tax credits to individual buyers. The result? In China, electric trucks They knead 22% of the heavy vehicle market In the first half of 2025. In Europe they represent only 1% of sales, and in India only 280 long -distance electrical trucks from a total of 834,578 commercial vehicles were sold. Profitability is no longer a promise. Chinese fleet operators report that their electric trucks cost between 10% and 26% less operate than diesel models, according to The commercial consultant Vehicle World. Catl, the largest worldwide electrical battery manufacturer, assures that its batteries reduce transport costs by 35% per ton-kilometer. These data have led to manufacturers such as Sany Group to predict That between 70% and 80% of the Chinese heavy truck market will be electric in a few years. The solution of the recharge problem. A typical load truck needs approximately a megavatio-hora of battery capacity, ten times what a Tesla Model 3. While in Europe truckers have mandatory breaks of 45 minutes every 4.5 hours (A time that can be used to load the truck), in markets such as Brazil or India commercial drivers usually drive between 10 and 18 hours in a row. China has resolved this dilemma through battery exchange technology, which they already use almost 40% of its heavy electric trucks. West goes far behind. Volvo, the main manufacturer in the West, barely has delivered 5,000 electric trucks In 50 countries. The case of South Africa illustrates its difficulties, because after two years in the market, Volvo has sold only Six unitstoo few to justify the local assembly. Importing them would have triggered prices in a country without buying subsidies. Meanwhile, Tesla promised Your semi truck In 2017, he delivered it in testimonial quantities to Pepsi in 2022 and practically It has disappeared for high component and cost failures. The global expansion is already underway. Byd It has facilities To produce electric load trucks throughout China and plan international assembly plants. Beiqi Foton already sends trucks to EU markets despite possible tariffs. In June, Chinese manufacturer Windrose announced plans to Establish a factory in GeorgiaUSA. “Chinese companies will adapt their entrance to the market strategies: supplying components where regulations require local manufacturing, establishing direct sales in other places,” Explain Ravi Gadepalli, founder of the Transit Intelligence consultant. The key is in capital. Commercial transport is dominated by small operators with very tight margins that lack capital for vehicles that cost twice as their diesel equivalents, although operating costs end up compensating. “Financing is the main obstacle in India, while in China the government invested significant capital to boost the sector,” Point out Gadepalli. However, the same expert warns that “it is very likely that Chinese electric truck manufacturers revolutionize the global cargo truck market. We have already seen it with cars and buses, and it is likely to continue.” He does not lack reason either as far as electric buses are concerned, because it is Another market in which China dominates. It still remains. The global heavy electric truck market will reach only 5,000 million dollars by 2030, a tiny fraction of the 6 billion electric vehicle market, according to The Grand View Research analysis firm. Most sales will be light commercial vehicles for urban cast, according to Share The medium, since long -distance trucks will continue to generate more emissions. Although seeing how unstoppable China is in the electric vehicle, the given estimates may underestimate the country’s growth rate in this sector. Cover image | Daniel Fikri In Xataka | China and Europe do not trust each other in electric car. And someone is taking advantage of it: Türkiye

A German Fire team was blindly trusted in its diesel trucks. They discovered that the electric were better

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“We cannot trust experiments in an emergency.” It was, without any doubt, the most repeated phrase in the fire department of the Garching Campus of the Technical University of Munich (TUM) when they considered replacing their diesel trucks with electric. At least, that’s what they assure from the University itself. The phrase was repeated to satiety by their own firefighters during internal surveys. The rejection was widespread for the delicate of the matter: to change the reliability of their diesel trucks for a technology with which many of them had not had contact. The most repeated doubts, collect the companions of Motorpasionwere their load times, the reliability of trucks and even safety during operations. All these concerns seem to have disappeared. And, for those who have not disappeared, there is an expected security network. No, autonomy is not a problem either A year later, everyone seems to be delighted with change. The Fire Park now uses a 66 kWh capacity battery, engines that generate 490 hp and, the small trick, an autonomy extensor that is put into a marking with a six online cylinders that generates another 301 hp diesel. Regarding your capacity techniqueIt has a 2,000 -liter water tank and another 125 liters of Igniphuga foam and, despite being electric, a half -meter Vadeo capacity. That is, at the technical level, there is no substantial difference between an electric truck and a traditional diesel. We said the little trick is in that diesel generator. And it is that the truck is, in reality, an electric of extended autonomy that allows it to have a safety network. This type of vehicles are designed to be used as almost always electric and the combustion engine is nothing more than an emergency solution. In fact, they are usually engines that are used as an electric generator, producing electricity to a battery that feeds the engines. The solution is very widespread in China And, in fact, brands like Hyundai either Mazda They have cars that apply this technology. In the case of an electric firefighter truck, the solution does not go so through the autonomy available to travel (in a city they should be short distances) but to “skip” the load of the truck in case of requiring several interventions in a short time. Because, at the level of interventions, according to your data only 3% They need to turn on the diesel engine to be able to supply energy to the water pump. This, obviously, needs to pull the vehicle’s energy but is not until after half an hour when the battery is exhausted and need to turn on the diesel propeller. “In more than 97% of operations it is not necessary”, They emphasize. Saved that first and important stumbling block, from the fire team seem to be delighted with the new vehicle. They point out that without engine noise they can communicate better between them, both to speak directly and to understand what is being said on the radio. In its article, the German University emphasizes that it is a clear improvement within the vehicle but also for those who work outside it. “This allows us to communicate much better among us, which is great. You can also understand the radio and your colleagues without any problem, so you do not have to continue asking questions, a great gain in safety and comfort.” From the Fire Department they say that “our experience shows that electric mobility works for the Fire Department. I hope that many more fire departments follow their example. In any case, there is a lot of interest: we regularly receive consultations about our experiences.” The next step, they say, will be to install solar panels to load the trucks. Photo | Technical University of Munich (Tum) and Jai Heike In Xataka | Turn off electric cars, according to firefighters: self -colombing, twice water and triggered temperatures

The US is not a country for trains. They want to fix it with one that cross the country carrying people and trucks

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The train It is the spine of many countries. In Europe, communications between countries and within them They would not be understood without the trainbut there are others Examples like Japan or a China that has built almost 50,000 kilometers of high speed in record time. If we look at the United States, the case is the opposite: high speed that shines for its absence, with projects that are a nightmare and an overwhelming domain of the plane and the car for passenger transport. Of course, they have proposed to change the situation with a mastodontic project: a train network that connects New York and California. They have baptized him as ‘Transcontinental Chief’, and they will not have anything easy. Figures. First of all, some context and the proper names of this story. Amtrakor National Railroad Passenger Corporation, is the national passenger trains company in the United States. It was created as a commercial entity, but depended on federal and state subsidies for most of its routes. Its network covers more than 500 stations in 46 states and has a network of about 39,000 kilometers, including the NEC, the corridor between Boston and Washington DC Despite that huge network of roads and stations, in 2024 he transported about 32.4 million passengers. Much of the traffic corresponds to paths within the NEC and none of the paths exceeds 200 km/h. For comparing, in 2024, Renfe transported 35.2 million travelers in high -speed services and another 60 million in medium distance. We do not count the 442 million nearby, since they are short journeys. Chief Transcontinental. It is evident that the country needs a railway impulse, something that has been attempted on a small scale (even with trains that do not use fossil fuels), but the projects do not finish curdling. That is where Ameristarrail enters the scene, a private company dedicated to the proposal and development of long -distance interurban and high capacity interurban services. The project they are promoting is the one baptized as ‘Transcontinental Chief’ to connect New York and Los Angeles by train. He proposed itinerary He would connect the Hoboken station in New Jersey with Los Angeles, through cities such as Philadelphia, Washington DC, Pittsburgh, Cleveland, Toledo, Chicago, Kansas City, Las Vegas, Albuquerque and stop at the National Park of Grand Canyon. In this way, large urban and tourist poles would join. Recycling. He project From America has a couple of good ideas to get ahead. The first is to take advantage of what is already paid. That is, use the roads and stations that are already built to give new life to deficit infrastructure operated by other entities and by Amtrak itself (such as the Southwest Chief). Also use locomotives and wagons that already exist, such as beds beds and men’s restaurant cars because the full trip will be long, since the speed of those tracks is limited to 150 km/h. According to the company, if this plan is followed, a new legislation will not be necessary that would complicate and delay the project, but no additional public financing, since, in essence, the work is done and you only have to put the infrastructure up to date. Because although the United States does not have a solid passenger transport network by train, it does have a wide railway line focused on merchandise transport. Hybrid. The second good idea is to try to squeeze this train as much as possible. In addition to passengers, the idea of ​​America is to turn the train into a kind of ferry. This implies that private cars can be charged in platform cars so that a family, for example, can go from end of the country with their car, but without driving them. In addition, it has also been projected that there would be other cars capable of loading complex trucks, next to their drivers. Thus, truckers can get on the train, rest their mandatory time while the journey towards their destination does not stop. They have called it ‘Rolling Rest Stop’ would be a pioneer in the country, in addition to giving a boost to certain routes of merchandise trucks that cross the territory. MEH. Aim Football World Cup. Now, from Amtrak they don’t have it so clear. At the moment, the public company has release that they are not going to promote this proposal for America because they are not clear that public investment has to be made. It is not closed, eye, since the drivers maintain that there is enormous potential to convert long -distance services into profitable and sustainable lines, and that is something that Amertk needs. Images | Ameristarrail, Amtrak In Xataka | Renfe has a new and gigantic project in progress: a night train to connect Europe from this to west

endure the weight of 96 trucks at the same time

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China is the ideal place for the most adventurous engineers. To the country’s taste for huge constructions (as turbines), an extremely complex orography is added that leads engineers to devise extreme solutions to connect the territories. Thus arise infarction tunnels, impossible roadshe longest maritime bridge in the world either gigantic dams. One of its regions, Guizhou, is one that needs a very specific infrastructure to not be isolated, and that is where the New higher bridge in the world. And the fire test before its inauguration has consisted of filling it with trucks. The bridge. A few years ago we talked about Lege bridge over the Beipan River as the highest in the world. It was at that time when 565 meters above the waters. But another bridge was needed on the same river, and the decision was made to build it in the Huajiang cannon. The challenge was capital, due to characteristics that the new bridge should have: Two towers of 265 and 205 meters at the ends. Cables of 9,000 tons each. A total length of 2,890 meters. The vain has a length of 1,420 meters. And what interests us: the road is 625 meters from the ground, reaching the end of the towers at 776 meters. Record time. To visualize the height, Two Eiffel Tower would enterone on the other, under the hanging section, but also supposes the longest hanging segment of the world built in a mountainous area. The works They started In 2021 and in January of this year it was reported that 75% of the project had been completed. The rhythm in recent months has been agile and we are at a point where the main works have been completed. In total, it is estimated that 439,000 m³ of concrete and 49,000 tons of steel have been used these four years. Fire test. And the most curious thing is how those responsible for the work have decided Test infrastructure before the opening scheduled by the end of September. They have used 96 trucks, as if it were a parade, which have been placed online throughout the hanging section for five days. In total, 3,000 tons that add to the rest of the tests that have been carried out in the structure, since many of these constructions in China are executed in areas prone to earthquakes, and the area where the bridge of the Gran Canyon of Huajiang is located is no stranger to earth trembling. In Guizhou, 329 earthquakes have been registered, at least, magnitude four during the last ten years, and that is why the bridge is equipped with sensors that monitor vibrations and structural variables in real time. It is not a whim. In the end, the loading test of that hundred trucks is a more news around the new largest bridge in the world, which is an achievement not only for its height, but for the extreme topographic challenge they have faced. HE esteem that has cost about 280 million dollars and, once open, will cross the canyon In just a couple of minutes when before it took more than an hour. Everything for connect rural areasthis being one of the government’s objectives to improve communications between all regions of the country and that is not only being carried out on land: also in the rivers. The end? Improve all communications to consolidate the ‘New Silk Route‘. Image | CCTV In Xataka | China is moving whole buildings at the same time to build underneath. Because? Because it can

His mega -study for trucks is the largest in the world

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Huawei has presented the first 100 MW recharge station. The space is designed for the recharge of large -tonnage electric trucks and has put a new roof if we talk about power available in the loaders. It is just another example of how the company is becoming a reference in the market for electric mobility in the country. The biggest in the world. There is only one electric vehicle recharge station with 100 MW. It is in China, of course, and Huawei has raised it. The technology company has opened in Beichuan Qiang, a county in the center of the country, the largest load station in the world for available power, according to Carnewschina. The space is designed for electric truck recharge and its location makes all the meaning, far from the big cities. The most important city in the area is Chongqing that has more than 30 million inhabitants but is 400 kilometers away. This gives an idea of ​​the existing complications to join the large Chinese cities through the use of electric vehicles. In data. As for pure and hard data, Huawei station It is summarized in the following: 18 load points with 1.44 MW powers 108 load points at 600 kW A total capacity of 100 MW of power Two storage spaces of 215 kWh It is estimated that they can recharge up to 700 trucks daily Understanding it. To have a clearer what all these numbers mean, the first thing we have to take into account is that In Spainmost of the rapid recharge points are 150 kW. The most advanced are delivering between 350 and 400 kW but are exceptional. Besides, There are barely cars that can recharge more than 250 kW at the moment. Powers such as those commented above are only available for trucks since a battery is needed that is able to assimilate that power. Byd, in China, has 1 MW chargers that can be used for private vehicles but already explained that the true target audience is heavy transport. With a 1 MW load point, a byd car can recharge 400 kilometers in five minutes. In Carnewschina They point out that at that time a truck recovers about 100 kilometers. It is not a problem since it is assumed that in heavy transport longer stops are expected to rest. A reef. With this type of recharges, Huawei shows that he has found a huge business road. Although byd loaders have been the ones who have caused the most expectation, China technology is another of the big companies than He is developing his own loaders And you can look at you from you. In the case of this new loading station, Huawei presumes the integration of photovoltaic energy, which allows it to reduce its environmental impact but, above all, function disconnected from the main network which allows it to mitigate the pressure on it. It ensures a microred in which the type of energy consumed is balancing and renewable is prioritized. And a reference. The company has risen as one of the market references. In addition to these huge load stations and their 1.5 MW power plugs, it also has a good network of 600 kW loaders for passenger vehicles that, as we have seen, are more than enough for current vehicles. The competitive advantage over the rivals is that Huawei presumes having worked on the liquid cooling of the charger so as not to overheat the system and, therefore, that the loading power is reduced. The company assured in the late 2024 that it has already deployed 50,000 of these plugs around the country, distributed throughout 200 cities. And it is not the only open front that the company has in the electric car. Right now, it is offering its technology to sustain infotainment systems or software management in firms as powerful in China as Maextrowith whom you have for sale A luxury sedan of almost five and a half meters long Photo | Huawei In Xataka | While European manufacturers think about what the car of the future will be like, Huawei is already thinking about the post-coche era

It is not that the war has entered its Mad Max phase, is that Ukraine is using the trucks we saw in the movie

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In the month of June some began to arrive disturbing images From the war in Ukraine. We had previously seen how First and second World War were recognized in Some practicesbut the last was radical: waves offensive of Russian troops on two wheels, in motorcycles as a main tool to move towards the Ukrainian lines, in an attempt to avoid the destruction of their armored Modern to the power of drones. To that phase He has followed another almost traced to Miller’s movie. An improvised armor. Yes, the war in Ukraine has turned the battlefields into stages that remind of Mad Max universewith military vehicles covered by improvised shields seeking to resist the scourge of explosive drones. A recent image Taken in Kostiantynyaivka, north of Donetsk, showed a Humvee American used by Ukraine surrounded by a huge metal cage with networks and sticks protruding from its structure, an extreme example of solutions of fortune That both Russians and Ukrainians develop to try to protect themselves from an increasingly lethal enemy: the small drones that, with costs of just a few hundred dollars, are capable of destroying armor of millions. Origin and evolution. These protective screens, popularly known as “Cope Cages”began to be seen months ago, when the proliferation of drones transformed the land war. Initially they were installed only in combat cars and armored vehicles, but soon They spread to a wide range of systems. Your designs They vary greatly: Some structures are crude and heavy, others are better planned, incorporating metal cages, steel plates, chains, skewers, camouflage networks and even reactive armor to reinforce the most vulnerable areas. In the Russian case, some tanks have become completely coveredwhat has earned them the nickname “Tortuga tanks” for its resemblance to the shell of these animals. Industrial adaptation What began as improvisation of the soldiers themselves has evolved towards a more organized production. In fact, the Russian army already distributes official instructions for the construction of these cages, while in Ukraine several companies have developed versions adapted to different models, since T-64 and T-72 tanks of Soviet origin to the Abrams and Bradley supplied by the United States, even through Patriot antiacere systems. Despite this, the real effectiveness of these devices is the object of debate. The reason? Although they can offer some protection against FPV drones and some anti -tank weapons, Its weight and volume They usually hinder mobility and vehicle operations. The omnipresent drone. It We have counted many times. He drone boom low cost, used massively by both sides, has consolidated its role as asymmetric factor Decisive: They are able to neutralize high -value vehicles or eliminate entire crews with a minimum investment. The proliferation of this type of weapons has forced the last resort defenses as These “Cope Cages”but it has also promoted the development of more sophisticated technological measures. Electronic countermeasures. Both Ukraine and Russia resort to extensively to The electronic warblocking communications between operators and drones or interfering with your systems GPS navigation. In response to this, new generations of drones resistant to these techniques have emerged, such as connection models by optical fiberthat maintain a direct physical link with the operator and leave behind cable kilometers in the field. Outside, drones endowed of artificial intelligence They begin to be used more frequently, capable of completing their missions even if the connection is interrupted. Race between attack and defense. If you also want, the image of vehicles covered by improvised cages is the visible materialization of the New war dynamics In Ukraine: a constant career between the offensive capacity of cheap drones and the defensive creativity of soldiers and engineers. Although, as we said, some of these shields offer limited protection, their expansion reflects the urgency with which both armies try to adapt to an environment where the main threat does not always come from a long -range missile, but from a small artisanal drone that, thrown by an operator kilometers away, can decide the fate of a combat car that costs a fortune. Image | Special Kherson Cat, Heute, X, Аinform In Xataka | Ukraine has opened the most advanced Drone Kamikaze in Russia. Now they know what the key to their power is: nvidia In Xataka | Ukraine has hunted an “invisible” drone of Russia. The surprise has been capitalized when opening it: it is “made in USA”

The most emblematic trucks in the US are multiplying in Russia. And they are using them to bomb Ukraine

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Last week, a documentary broadcast on the television channel of the Russian Army, Zvezda, revealed the Greater Russian Drones Factory fighting. In the images not only We saw hundreds of drones Geran-2 black finished, all in a row within the secret installation. We also saw that the factory had its own test field where the devices were mounted on trucks that serve as a shuttle. The model was surprising. Made in USA trucks. A Kyiv Independent Research He has revealed a mechanism for evasion of sanctions that allows Russia to have American pickup trucks, specifically the successful RAM 1500 models TRXdespite the prohibition of exporting them after the large -scale invasion of Ukraine in 2022. The finding is particularly alarming because after the Zvezda documentary It has been verified that Kamikaze drones They are launched from these modified RAM 1500 models. According to the mediumalthough Ukraine points out that fixed catapults are more reliable for takeoff, the simple appearance of these vehicles in official propaganda demonstrates the use of western goods in Russian military machinery. Evasion of sanctions. After the imposition of sanctions, Stellantis (owner of the RAM brand) interrupted in 2022 All export to Russia. However, since then At least 130 RAM 1500 They have entered the country through indirect routes. Here are several companies based in the Arab Emirates, such as Automax Motors Fze, Fine Cars Eaeu-Fze or Mehrzad Post & Shipping, who have acted as intermediariesre -exporting dozens of vehicles to private Russian companies in San Petersburg and Moscow. This technique of “Transhipment”It is a classic evasion method, where goods first travel to a non -sanctioning country before being sent to Russia. In social networkssome of these firms have openly presumed shipments for Russia, which shows the laxity of control in certain Gulf markets. The direct route from the USA. But there is something more serious. It was discovered that Arivir Corpa company based in Virginia, sold at least eight RAM 1500 TRX manufactured in 2023 directly to the Russian subsidiary Arivir Rus, owned by a Russian citizen. According to filtered customs documents, the procedure It was systematic: The American company acquired vehicles in concessionaires, reluctant their Russian counterpart and managed shipping. No doubt, this trade clearly violates US export restrictions unless there was A special licensewhich is almost impossible to obtain in this context. Neither Arivir Corp nor the other firms contacted responded to research consultations. Instead, the Stellantis group has given explanations. The group remember that “has stopped all sales of vehicles in Russia and suspended its manufacturing operations in that country” from 2022. And he adds that “contractually prohibits all distribution channels sending vehicles to Russia.” Strategic implications. The experts consulted By ki they underline That any export of this type without a license constitutes a violation of the export controls of the United States, regardless of the location of the intermediary. In addition, the companies involved could face to secondary sanctions that would affect their ability to operate in the international market. For Ukraine, the situation reveals both the insufficiency of sanctions compliance mechanisms and the need for Western manufacturers to reinforce YOUR CONTROL SYSTEMS of customers and distributors. What are apparently simple trucks becomes a war resource capable of integrating into the Attack infrastructure Russian, adding another layer of complexity to the international effort to weaken Moscow’s military capacity. Image | Zvezda In Xataka | We already know what Russia’s trick is to multiply its drones: it is called “cooling units” and comes direct from China In Xataka | The Russian threat has activated the “Nordic model” in Germany. The Plan: Recruit 40,000 adolescents a year in the Army

The remote roads of Teruel are filled with trucks loaded to the top of clay. The reason: Ukraine

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When in de February 2022 The Kremlin troops advanced on Ukraine a complex domino effect was activated that ended up letting himself be felt far beyond the battlefield. The war altered global geopolitics, the Financial systemthe agriculturethe energyhe air transportthe world market … and also (in a turn as unexpected as surprising) The national roads of the Maestrazgo and Bajo Aragón regions, in the province of Teruel. The pumps and bullets fly about 3,000 kilometers away, away from Aragon, but its effect is evident on Turolenses roads. There the war has unleashed an intense heavy traffic that is saturating the roads “Feeling of insecurity”. Aguaviva, more of Las Matas, Castellote, breast, mills and the Parras de Castellote are six municipalities of Teruel that in April They joined forcesnext to the town of Cuevas de Cañart, to send A joint letter to the Government of Aragon and the Provincial Council. In it basically they alerted a problem that worries the residents of the seven territories: in just a few years their roads have been filled with hundreds of trucks, which has generated concern for the security or the state of infrastructure. Accidents. The municipalities do not speak only of risks or abstract threats. His letter was written weeks after a truck collided Against a bus in Aguaviva and just two months after Another trailer I would have overturned after leaving the road, an incident that It was not new either. The result, as the mayor of Aguaviva recognized in April to the newspaper Heraldis that neighbors live with “a very large sense of insecurity.” That without counting on The deterioration which causes heavy traffic on tracks and roads that are not prepared for trucks. From asphalt to regional policy. The issue did not take to transcend the municipalities of the regions of Bajo Aragón and Maestrazgo to make the leap to regional policy. Teruel exists took the issue to the courts of Aragon, which A few weeks ago He claimed the regional government to seek a solution for Vials A-225 and A-226. In the background, the same problem: the transfer of hundreds of trucks, which according to some calculations overcome the 400 daily In Aguaviva, more than respectable figure if one takes into account that some live some 500 people. A few days ago the Diputación even went further and promised to invest 150,000 euros In the improvement of one of the roads affected by the trucks, the road that goes from the sale of La Pintada to Castellote by Molinos. A priori, money will be used to improve soft, correct the deformations caused by the daily transfer of trucks and renew the signaling. And why so many trucks? The key is what they transport. In their trailers they carry clay, raw material extracted from the MINES OF THE AREA For the ceramic industry and Castellón tile. That was for example the cargo of the truck that ended up colliding in Aguaviva against a bus or the one that overturned end of February. According to Ascer data (The employer of the sector nationwide) The ceramic industry represents around 22.2% of the industrial GDP of the Valencian Community and more than 32.2% of the total of Castellón’s GDP. As They point from The regionclay -loaded trucks leave Teruel and advance Morella, leaving an intense flow of vehicles that in some locations reaches several hundred daily. Recently the mayor of Castellote explained to The confidential That in the school where he works they have to keep the windows closed by the intense transfer of trucks that pass to about 300 meters from the center. “If I open them, I don’t hear the creatures,” he says. And what does it have to do with the Ukraine War? Simple. Ukraine is a huge supplier of the clay that is used in the manufacture of tiles. At the beginning of the war it was calculated that around the 70% of the raw material that imported the Spanish ceramic sector arrived from Donetsk, in the Donbás region. In February 2022 Ascer recognized his “worry” And the truth is that the sector has not taken to look for alternatives, including neighboring Mines de Aragón. In October 2022 Aragon News already pointed out that the clay mining of the region were seeing how their activity shot. If in 2020 the quarries of Teruel had produced a million tons, two years later it was expected that this volume exceeds the five million. And not just that. The increase in activity was accompanied by multiple studies to activate farms. The earthquake. Since 2022 the trend does not seem to have stopped. While Ukraine is still shaken by bombs and drone attacks, Teruel has seen how her clay mining was sued. The data of Aragon News are eloquent again: production has shot, with dozens and tens of permissions for farms. Joaquín Moreno, councilor of Utrillas and deputy of Teruel exists, calculates that with the outbreak of the Ukraine War the number of exploits and investigation licenses has been quintupled. Just a year ago Portsur de Castellón received The first ship With clay of Ukraine from the outbreak of the war, a cargo of 52,000 tons for the company Vesco Clays Spain. That has not prevented, however, that the peoples of Bajo Aragón and Maestranza warn of how they are affecting the changes in the sector to their roads. It is the (another) face B of the war between Russia and Ukraine. Images | Ministry of Defense of Ukraine (Flickr) and Manel Zaera (Flickr) In Xataka | Aragon wanted his children to eat more fruit at school. So he went to look for her 10,000 kilometers away

Where there were humans before, there are now data. Huawei and Huaneng have deployed 100 driverless trucks in a mine in China

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A row of trucks loaded to the top crosses the mine without anyone holding the steering wheel. They move alone, precisely, As if they were choreographed. And we do not talk about a prototype or laboratory tests: this is already happening in the Yimin mine, northeast of China. According to SCMPthe state group Huaneng has deployed the largest individual fleet of electric trucks without driver operated with Huawei technology in a single mining operation. Behind this deployment is Huawei’s technology, along with advances by Xuzhou Construction Machinery Group and the Beijing University of Science and Technology. In total, there are 100 vehicles of large tonnage, known as Huaneng Ruichi, they move tons of coal without human intervention, even in adverse climatic conditions. According to Li Shuxue, president of Huaneng Mengdong, it is the largest coordinated deployment of this type of vehicles. Connectivity and cloud, two key elements Everything works thanks to a combination of advanced technologies: 5G-Advanced connectivity, artificial intelligence (AI), high precision mapping, cloud computing and intelligent battery exchange. Zhang PinganCEO of Huawei Cloud, explained that the 5G-A, also known as 5.5g, allows to operate with extremely low latency and very high speed. In an industrial environment like this, that response capacity is key. But this has done nothing but start. Huaneng plans to expand the fleet to 300 autonomous trucks in this same mine for the next three years. And the impulse goes beyond Yimin. The National Chinese Coal Association has projected a “Explosive growth” of unmanned mining trucks in 2026. The forecast is that the figure doubles in 2026. Automation is already noticed: the same association estimates that operating costs have been reduced around 8 % in mines that have incorporated these systems. The advances we are seeing in Chinese mining are part of a broader strategy to modernize traditional Asian giant sectors with advanced technology. And what today unfolds within its borders also begins to emerge as an opportunity in other markets. Now, there is another deployment that should be taken into account. In the Zaha Naoer mine, also in Interior Mongolia, they have been put into operation 135 autonomous trucks of extended range that operate daily. The project, promoted by China Power Investment, has other technological suppliers and a different architecture. How does Sina Finance collectthe operation started as a pilot in 2024 and already accumulates more than 770,000 kilometers traveled, with more than five million cubic meters of extracted material. Although the total number of vehicles is higher, it is not a homogeneous deployment. Unlike the case of Huawei, in Zaha Naoer, trucks use diverse systems, some with extended autonomy, and do not respond to a single technological platform. This allows Huaneng to present the Yimin project as the greatest individual, integrated and electrical deployment that has been carried out so far. The infrastructure that makes it possible includes mixed networks of 4g and 5g The infrastructure that supports the Zaha Naoer fleet is backed in mixed 4G and 5G networks, cloud control centers and coordination systems between vehicles. If one of the trucks detects an anomalythe system transmits data in real time so that technicians can intervene remotely without interrupting the operation. Beyond the technological deployment, automation is also reconfiguring the organization of work in the mines. In Zaha Naoer, for example, the use of autonomous trucks has considerably reduced the need for cabin personnel: 325 less drivers and a monthly savings estimated at 4,000,000 yuan. At the same time, operational security has been reinforced, with less direct exposure to risk environments and greater control over each phase of the process. Images | Huaneng Group In Xataka | The US has been dreaming of its first high -speed train decades: the California project is being a real nightmare

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