Month: August 2025

Spain has just changed the fiber optic rules after 25 years. The decision benefits a company: Telefónica

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The National Markets and Competition Commission He has decided to completely free Telefónica of its obligation to share the fiber optic network with other operators. A measure that ends almost three decades of state supervision initiated after the privatization of 1999. Why is it important. Telefónica thus recovers the total autonomy about its infrastructure of 30.8 million houses covered. You can freely decide who your network shares, at what price and under what conditions, without prior regulatory supervision. The context. Since the privatization of Telefónica at the end of the last century, the State imposed the obligation to rent its network to competitors to promote competition. What began with Gigaadsl in 1999 evolved until NEBA in 2012forcing the operator to initially share 100% of its network, reduced to 25% since 2016. What has happened. The CNMC Council approved on July 29 eliminated these restrictions for two key reasons: The Masorange fusion has created a competitor that surpasses Telefónica in number of clients. The broadband market has greater competition with new independent wholesalers and more fiber deployments. In detail. The resolution will enter into force in February 2026, giving six months to the operators that NEBA use to renegotiate agreements or migrate customers to other networks. Telefónica will keep only The framework obligation of renting physical infrastructure such as arches and pipes. And now what. On the one hand, Telefónica will gain commercial agility by not needing prior approval of the CNMC for new offers or technical changes. On the other hand, its competitors will lose the advantage of knowing in advance the strategies of the operator, which until now had to pass the regulatory “replicability” filter. The big question. How will you use this new freedom to compete. The operator can now launch offers without notifying their rivals or waiting for regulatory approval, just when it must present their new strategy – that of The era with Murtra in command– Before ending 2025. Outstanding image | Telefónica In Xataka | 100 years after his birth, Telefónica faces the greatest existential dilemma in its history: what wants to be older

This heat wave has very little normal because of a “stationary” situation

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We approach the culminating point of the heat wave. In many places the thermometers have already exceeded the mark of the 40º Celsius and the situation will last throughout the week, according to the forecasts. The question for many is to what extent this is strange in the middle of August. In full heat wave. Yesterday we lived that could be the first day of the new heat wave that looms over Spain. During the day the State Meteorology Agency (AEMET) registered temperatures above 43º In two seasons in the south of the Peninsula (Badajoz, and Almadén, in Ciudad Real), but many more registered maxims above 40º. A heat, normal? The last days of July and early August tend to be the hottest of the year. That is why it is logical to think that we are simply at the heat of the cannula. However, there are ways to verify that this is not the case. First, the terminology used: heat waves are, by definition, abnormal heat situations. Although there is no strict definition of what a heat wave is, we can resort to Aemet as standard. This situation occurs when at least 10% of the weather stations collect temperatures in the 95th of the distribution for at least three consecutive days. The agency has warned of the possibility that we are in the first days of a heat wave, it has not confirmed that we are already in one since we are still talking about forecasts. Of course, the probability assigned to the event is high, of 80%. More than 10. Another way of seeing the uniqueness of this event is through thermal anomalies, the difference between the temperatures that we predict or observed and the average temperature that would correspond to these dates in a certain place or area. According to Physicist Sergio Escama points out in Meteoredthe weather models advance thermal anomalies between 10º and 12º that will affect “wide areas” not only of the southern peninsular, also the center and interior. The heat will also be elevated for dates in the northern half, although foreseeably not until the same point. The answer, also in the atmosphere. If we want to understand what has normal and what is anomalous this situation, we can also look at the situation of the atmosphere. According to Details Aemetwe are faced with a “quite stationary, with high Atlantic pressures extending over a large part of the territory and low pressures to the peninsular southwest”. This situation facilitates the entry of warm and dry air from North Africa. The situation is aggravated by the fact that we are in summer, which implies a high degree of insolation due to the longest days and the greatest angle with which the sun affects the territory. What can we expect from the heat wave. The agency foresee That the maxims today continue to rise, with the mercury exceeding the 40º “in large areas of the southern half of the Atlantic aspect and surroundings of the Miño,” according to the agency in its forecast. Tomorrow Tuesday could also register temperatures above 40º in much of the southern half of the Atlantic aspect and also in the depressions of the Northeast. Thus, Aemet He has activated notices For extreme temperatures in almost the entire peninsula, with several orange notices for important risks in part of the southern quadrant, Andalusia and areas of Galicia. Many of these notices will remain active during the highest heat hours at least between today and Thursday. The northern hemisphere, to the red red. The anomalous situation that affects our environment has its reflection in the data at a global scale: the northern hemisphere is also in a situation of warm anomaly. According to the data of Climate Resanalyzer (of July 29), the average temperature in this hemisphere is 22.43º. This represents a thermal anomaly of 0.75º with respect to the average of the years between 1991 and 2020, but an anomaly of 1.14º above the average of the years between 1979 and 2000. This implies that we are before the third most warm August in the northern hemisphere, behind the year 2023 and tied with 2024. In Xataka | The Catalan and Segura basins toured different paths during the drought. Now they share something: the passage of the trough Image | ECMWF

We have been talking about high speed between Lisbon and Madrid for years. Portugal is looking elsewhere: Galicia

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Galicia and Portugal share cultural, economic ties and a intense very intense cars flow forced to circulate on one of the highways more dangerous from Spain. That last could change in a few years. Portugal has activated His administrative machinery to build the first high speed between Aveiro and Porto, a key piece of the Lisboa-Oporto railway corridor that looks beyond Portugal and aspires to link with Galicia. With the echoes of the debate of whether Lisbon, high speed must be prioritized with Madrid or Galicia, the public body infrastructure of Portugal (IP) is very light: Aspires to link Lisbon with Vigo and A Coruña to leave a population bag of 11 million people only three hours from the Portuguese capital. What happened? That Portugal has just given A key step For the implementation of the Lisbon-Porto high speed line, a railway corridor that will link the two main cities of the country and will continue north to the border with Galicia. A few days ago IP and Advance Norte- Gestão Da Ferrovia de High Speede signed A concession contract of the first high speed between Lisbon and Porto: 71 km between Porto and Oiãin the Aveiro district. What exactly agreed? What they signed is a concession and financing contract, which in turn clears the design, construction and maintenance of the Porto section to Oiã for 30 years. “When it is finished, it will allow the connection between Lisbon and Porto in an hour and 15 minutes, with an expected use of almost ten million passengers a year,” Clarify Carlo Fernandes, from IP. In addition to the 71 kilometers of line, the project will incorporate a station in Vila Nova de Gaia, a bridge over the Duero and an electrical substation in Strare. And what about investment? The signing of the agreement also served to present the financing agreement between Advo Norte and the European Investment Bank (BEI) for 875 million euros, part of the global loan of 3,000 million euros approved in 2024 by the BEI to support the new line. Vigo lighthouse It states that in the first phase the Next Generation funds will also contribute 447 million. “This is a true turning point,” Celebrate Nadia Calviñoformer Minister of Economy and current president of the BEI. And why is it important? Because those 71 km are the first step of a much more ambitious race, the first phase of the new Lisbon-Support line. In total that initial corridor will be extended 143 km Between the Porto-Campanhã and Soubo station, in Coimbra. The high -speed corridor between the two major cities of Portugal, Lisbon and Porto, is divided into several phases that extend to Oiã, from that town to the district of Coimbra and the latter to the Lisbon area. A few months ago, In MayInfrastructure of Portugal also guaranteed that its objective is that the works for the new line between Braga and Valença do Minho, already at the northern end of the country, touching the border with the south of Galicia, start in 2028 and that the infrastructure is completed shortly after, in 2032. But … how does Spain affect? How important is the future high -speed future line between Lisbon and Porto or plans to extend the infrastructure even further north of the country? Simple. Procedures such as that of a few days ago, which seems to have cleared the future of the Porto-Oiã section, gradually shaping the new railway axis that will link the Portuguese capital with the north of the country and, ultimately, will link with the Galician rail service. It is not theory. Although the project takes time on the table and over the last years has taken both steps forward and backwards, the high speed connection with Galicia is linked to the development of the Lisbon-Oporto corridor. It He has made clear Fernandes himself, vice president of IP: “We will get with the Lisbon-Porto-Vigo axis to place A Coruña and about 11 million inhabitants at a distance of three hours from Lisbon.” The objective is not only to connect the lusas (large and intermediate) cities but to extend through the Atlantic strip. Is it the only project? No. The Lisbon-Porto High Speed Line and its connection with Galicia has been on the table, but in the neighboring country they handle another key project: the corridor Between Lisbon and Madrid. What is a priority? Which one is most interested in Spain? And to Portugal? In the past both countries have signs that their answers to those questions do not always coincide. During the summit Hispanic-2004 The Spanish government promised to “boost high speed between Madrid and Lisbon by 2030”. On the section of Porto to Vigo, assured “Share with the Portuguese Executive the commitment of 2032”. For the Portuguese president, Luis Montenegro, things seem to be somewhat different. After the bilateral assembly, he wanted to “make clear” that his “priority” is the Galician connection and that Madrid is actually a “second priority.” Is it the first time that happens? At all. It is not the first time that dissonance is revealed. In 2020, with António Costa in the Portuguese Government, it was even clearer when after the XXXI Hispanic Summit the Minister of Cohesion Territory, Ana Abrunhosa, left black on white Your posture. “Our priority is not the connection between Madrid and Lisbon because from Madrid to Lisbon we go by plane. We already have connection. Our priority is the Lisbon Atlantic Axis, Porto and Vigo”, He stressed Abrunhosablunt. Galicia and Portugal share economic ties and an intense flow of vehicles, which converts the A-55 highway, into Vigo, into The great door for filmed traffic between both countries. The Lisbon-Madrid connection that would limit the three-hour trip is expected a priori by 2034. Images | John Worth (Flickr), Nuno Morão (Flickr) and Infrastruturas of Portugal In Xataka | Renfe has just published his first punctuality report. Result: the bird is not punctual

Most of microwave that are sold in the world are manufactured by the same company. And it is China

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When you look for a New microwave It usually goes to a commercial area to see the available models, which are of different brands and that have different benefits and prices. The surprise is that most of them are manufactured by a single company. The microwave company. Based in Guangdong, Midea is the most important appliance manufacturer in the world. It is by far the largest microwave producer throughout the planet, and although part of them are sold under that brand, many others are actually made for other brands such as GE, Whirpool, Toshiba or badge. Although they look different on the outside, it is enough to take a look at the rear to verify that many models are variants of the same template. Source: Wirecutter. A first level OEM. It measures not only manufacture their own appliances, but also a good part of their business is to be a gigantic OEM (original equipment manufacturer). Or what is the same: build for others. As They point In Slashgear, brands such as GE, Whirpoool, Badge or Sharp use those services Market share. There are no official data of the company, but it is estimated to measure factory about 40 million microwaves a year, and the global market In 2023 it was between 110 and 130 million distributed units. That means that it measures between 30 and 35% market share, even more. Shared components. This is the reason in addition to the fact that many microwave have such a similar aspect at external levelbut also are similar internally. Components such as capacitors, ventilation grilles or rear panels or coincide – as if they start from the same template – or are very similar. A silent giant. Measurefounded in 1968, had a total of 190,000 workers in 2023, and its geographical presence is enormous: it is in more than 200 countries, which basically its products are to a greater or lesser extent present worldwide. Both directly and through its role as OEM. Hello, scale economy. Midea’s domain is due to its domain of the economy of scale in this sector. By manufacturing huge amounts of microwave, this manufacturer benefits from cost savings and that allows to offer better prices in these models. That, in turn, contributes to such “white brand” models – as happens With many food products– Be bought by brands that only have to add aesthetic details to these models. Brands save the manufacturing part and invest in marketing, distribution or support services. Local competitors. There is some other OEM like Galanz – also Chinese, and also based in Guangdong – that manufactures microolandas for RCA or Avanti. These brands are better known among American consumers, but in reality these manufacturers work for brands of appliances around the world. Above all, those of entrance range. The brands, of course, are not especially transparent in this area and there are no specific data on the agreements they have with measures or which of their models (if there are) are manufactured by this Chinese giant. Even so, the practice is common in its input range models, both in the US and in Asia or Europe. Here Siemens, Bosch, Electrolux or Teka (which announced that I measured it in April) are some of the brands that use Midea services as OEM. For the average and high ranges models, manufacturers do usually produce their own microwave. Well for our pocket. The truth is that this Midea domain allows consumers to end up benefiting ourselves from entry ranges that have more accessible prices. The options for those who prefer models with more performance are there, but in the end you opt for an economic model, we insist: it is quite likely that whoever is behind is measured. That does not take away for that there are no risks: When a manufacturer dominates both a market, it can also impose its own conditions. Image | Jonathan Cooper In Xataka | The reason why televisions have lost one of their historic identity signs: white noise

Listening to music without ads is, from now on, a little more expensive

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As I was plannedSpotify has risen in Spain. The Swedish company has raised The price of the individual plan, which is now a more expensive euro. The climb will affect the new customers. Here are all the details. The climb. Last April it was leaked that the company intended to raise the price in several countries in Europe and Latin America. Now the climb has become effective. The increase affects the individual plan, which goes from 10.99 euros per month to 11.99 euros per month, or what is the same, one more euro. According to the statement, this increase will be effective as of September and will affect the markets of South Asia, Middle East, Africa, Europe, Latin America and the Asia-Pacific region. 27 Spotify tricks – Control your whole music like nobody! This is how Spotify prices remain after the rise in August | Image: Xataka And the rest of the plans? They do not change, at least for the moment. The family plan continues at 20.99 euros per month; Duo retains the 16.99 euros per month and the subscription for students stays at 6.49 euros per month. It is the individual plan that goes up in price without, everything is said, incorporate any additional novelty or advantage. Ten and two. Ten years was Spotify without increasing the price of the individual plan, which cost 9.99 euros until 2023. It was then that we attended At the first climbwhich left the price at 10.99 euros. Two years later, the price has increased again to 11.99 euros per month. In a nutshell and speaking in silver, in a matter of two years the price has risen two euros. What has motivated this climb? According to Spotify, this increase aims to “continue innovating in our supply of products and functions and offer users the best experience.” However, this increase does not entail any new product or function offer. What yes It arrives is at a good time for the companythat In 2024 he signed his first year being profitable. In maintaining that profitability and In the search for “1 billion paid users” There are several strategies. The price increase is one, but the most expensive plans with high definition sound (of which nothing is known), artificial intelligence and, above all, the foreseeable arrival of audiobooks in Spain and Latin America are bets to take into account. Perhaps the price increase justifies, at some point, to have audiobooks, but we will see. Spotify’s situation. Currently, the company has 678 million users of which 268 million are paying. Only in Europe has more than 100 million subscribers, thus tripling Apple Music or Amazon. The problem is that, unlike Apple and Amazon, which have other (very generous) sources of income, Spotify depends alone and exclusively on profitable to their subscribers. To this we have to add the constant complaints of the artists, which They claim to charge little for their music in Spotify. Cover image | Cottonbro Studio In Xataka | Spotify is no longer a music player. It is a “audio netflix” who wants to devour your whole day

A night train to connect Europe from this to west

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Renfe has several challenges ahead and one of the most challenging is expanding. It already has a powerful presence in Spain, now more competed after road release and the arrival of external agents like Iro and Ouigoand the next step is Europe. To do this, Renfe has certain allies such as Leo Express, a Czech company of which Renfe has 50% and who is working on his most ambitious project: to join Eas to West Europe with a night train and a very long route. Leo Express? Let’s start at the beginning. Four years ago, in August 2021, Renfe acquired 50% of the capital of the Private Czech company Leo Express for seven million euros (in shares). This operation, explained from Renfe at the time, had a strategic purpose: expand in Europe. Leo Express operates international connections in countries such as Czech Republic, Slovakia and Poland, both trains and buses, but this new route will undoubtedly be the longest. Image | Leo Express From this to west. As he has advanced Rail Tech And we have been able to confirm from Xataka through the Federal Agency for Transport Regulation of Belgium (PDF), Leo Express is working on a route that will link Belgium with Slovakia. Specifically, the route will be from Ostende (Belgium) to Bratislava (Slovakia). From Xataka we have contacted Leo Express for more information and we will update in the case of receiving response. Time. It will be a long trip with 50 stops. The train will pass through four countries (Slovakia, Czech Republic, Germany and Belgium) and will stop in cities such as Prague, Leipzig, Düsseldorf, Brussels and witches, among others. The train will leave at 7:10 p.m. and will arrive in Bratislava at 14:18 the next day. The return trip will be at 14:44 and will end at 21:52. Image | Leo Express The train. Leo Express will wear modernized RIC passenger cars and Siemens Vectron Locomotoras. That is, the train will have a maximum speed of 160 km/Hy a capacity of around 450 seats, although by December 2028 they intend to expand the capacity to 550 passengers. These trains will work as night trains and, as such, they will have cars with options and/or optional literas. A huge challenge. One thing is the intention and another that the action comes to fruition. Leo Express, and therefore, have to coordinate a line in four different national networks, obtain grooves in these networks and operate a train for which they are not preceded. In Belgium, in addition, you will have to partner with a certified operator. Midnight Trains cabin, whose idea was to offer true hotels about rails | Imange: Midnight Trains The background is not flattering. In 2023, the French startup Midnight Trains He wanted to launch a series of international night routes between Spain, Italy, Portugal, Germany, Denmark and France. It was a premium service that even received the approval of the European Commission, which saw in Midnight Trains an initiative to promote cross -border routes on train. The idea was good, but then the problems came: how complex it is to access the Eurotunnel, the lack of financing, etc. The project ended up closing in 2024. The other part, more positive, is the Austrian OBB, which has a division dedicated alone and exclusively to night trains (Nightjet) that connects 13 countries. THE NIGHT TRAIN IN SPAIN. Neither is nor expected. Although night trains are a common modality in Europe, in Spain they do not operate since the time of COVID-19. Renfe suspended this service definitely due to profitability. The background idea is that the night train was a commercial service, not a public one, so it should be profitable by itself and, unfortunately, it was not. In 2019 alone, the last year in which this modality was operational, lost 25 million euros. Cover image | Leo Express In Xataka | A 17 -year -old is the digital nomad par excellence: he lives in trains (and does not get expensive)

The last Russian tactic are not kamikaze drones. His soldiers carry a helmet with antennas that is surprising Ukraine

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Once it has become clear that The drones They are the offensive on which They are sustained The offensives in Ukraine, has begun a face B: the search for tactics that counteract the armies of swarms. Ukraine, for example, had achieved a Unexpected shield: the Fishing networks of a town in Denmark. For their part, Russian soldiers have revealed the last tactic against kyiv’s drones. Boom drones. The war between Russia and Ukraine has entered a phase marked by the hegemony of droneswhich have gone from being tactical weapons against armored to transform into executioners of individual soldiers. In devastated cities Like Chasiv Yar or in the nearby plains To Kupiansk and JárkovFPV drone swarms have Back omnipresentturning any movement of troops into an immediate target. This new reality has imposed a stagnation scenario: any offensive advance is detected, tracked and destroyed in minutes. The strategic consequence is clear: the side that achieves shield their soldiers in front of drones will acquire a decisive advantage In the front. Aware of this, Russia has presented An unpublished system of portable electronic war designed specifically for each combatant, one more step in the miniaturization of anti drone defense. Design of the new system. In A video Disseminated in networks, a Russian soldier has shown a compact device integrated into his team. The system consists of a module with two antennas coupled to the helmet, a connection harness, A mounted screen In the forearm and a power battery. The process is simple in appearance, but complex in execution: the device Detect passively The drone radio signal intercepts the video signal transmitted to the operator and reproduces it on the soldier’s screen. From there you can order the directed interference, blinding the enemy pilot. Innovation lies that this mechanism does not seek to cut the control or navigation link (the usual objective of traditional inhibitors) but directly attack video transmissiona channel that operates with greater power and is more noise resistant. This precise targeting reduces the need to emit large levels of energy, decreases the risk of interfering with Russian communications themselves and maintains the electromagnetic footprint of the system, making it difficult to detect and destruction by Ukraine. The set screen for each soldier Tactical value. The method offers several advantages over conventional suppression systems. First, avoid activating the security protocols of the latest Ukrainian drones, which usually enter into Autonomous or return mode When navigation or control is interrupted. By maintaining those intact channels and limiting yourself to blinding the operator, confusion is immediate: the pilot loses the vision of the target, but no automatic defense is activated. Secondly, portability allows each soldier to have A protection bubble Minimum against hostile drones, instead of depending exclusively on systems mounted on vehicles or on fixed platforms. This is especially relevant in urban or wooded environments, where clashes are decentralized and scattered. Limitations and vulnerabilities. Despite its ingenuity, the Russian system is not exempt from weaknesses. For example, it is ineffective against fiber optic dronesthat transmit their images by physical wiring and, therefore, are immune to the radio block. In addition, it would not be surprising that the evolution of Ukrainian tactics ends neutralizing it, or with the adoption of safer video channelsreinforced encryption or even the implementation of emergency modes by losing visual signal could reduce its effectiveness in a matter of months. Likewise, depending on continuous technical updates to follow the rhythm of the adversary will imply A logistics cost and significant production. Strategic consequences. That said, if Russia manages to display this large -scale technology, even with partial efficiency, it could Transform balance in key front sectors. Neutralize drones, even temporarily, opens the possibility of offensive maneuvers that today are suicidal under the constant look of The enemy FPV. The ability to advance hundreds of meters without being immediately detected can mean the difference between conserving the initiative or being trapped in a wear war endless. And, if we expand the focus, the trend reflects the transition of high -range anti drone systems and Mounted on vehicles toward portable solutionsindividual and adapted to the war of proximity. In this technological career, each innovation determines not only the survival of isolated soldiers, but the viability of entire offensive operations. EVOLUTION OF THE ELECTRONIC WAR. The appearance of this portable inhibitor confirms a deep doctrinal change: the Electronic Warin the past mastery of mass stations and strategic air platforms, now descends to the soldier level. What was previously deployed in long -range radars and powerful antennas is concentrated today on an coupled device to a helmet. If generalized, modern combat will be even more linked to the capacity of engineers to miniaturize electronic defenses and adapt them to the individual soldier. Russia has taken a significant step in that direction, and if its bet is viable in combat, it could inaugurate a new era in which each carrying combatant, next to its rifle, an invisible shield against drones that dominate the 21st century. Image | Reddit In Xataka | Russia has reminded the US that has a last button: it is called Dead Hand and is operated in case of Russian annihilation In Xataka | Not that war in Ukraine has become a laboratory of the future, is that there are drones saving lives with bicycles

Volvo does not start with the electric car and believes that his big problem is in Spain

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They said that “there was no future for internal combustion engines” from 2030. Last year they softened their expectations. And now they confirm that the transition to the electric car has been choking to the point that it will not be possible if in countries such as Spain a serious plan to electrify the country does not go ahead. Yes, we talk about Volvo. “It’s very difficult”. These words of Håkan Samuelsson, CEO of Volvo, summarize the feeling of the company with respect to the electric car. In an interview with the German media Die Zeitasked about the slow transition to the European electric car, which was expected faster, Samuelsson has responded to the following: There must be a clear sign that at a given time it is changing to electric mobility. But, of course, if there is no load infrastructure, especially in southern Europe, it is very difficult to implement it. A general concept is needed. Therefore, I can also imagine classify new hybrid vehicles with plug -in and long -range technology. In addition to southern Europe, a region in which Spain is undoubtedly, the CEO of Volvo also points out that “in certain regions of the world it is complicated for us, for example, in the west of the United States, with its own particularities. We probably need a few more years there. For electric mobility to succeed.” More loaders. With both answers, Samuelsson points directly to the load infrastructure as the main stumbling block to achieve the expected impulse with electric mobility. In the case of the United States it is evident. Tesla created a recharge network that held its first sales. Now, with your own loaders, your network is so good that has made manufacturers adapt to your bet. And in Spain we also have lessons to learn. Although we have improved and in Xataka We support that with the current volume of electric cars the reliability of the loaders than the pure power, According to ANFAC’s latest electromobility barometerin June 2025 we barely covered 17.5% of the total loaders that we should have installed at the end of the year. Tranquillity. Having a dense and reliable recharge network remains the main concern of those who do not dare to make the leap to an electric car. The ultimate goal is to be able to leave home without having to plan a route but that, right now, is not possible. And not only is it not possible, besides With a small battery electric carit is essential to be clear where, when and for how long to stop. Without a doubt, when one takes an electric car for a while it does not take time to adapt to its demands. Acquire the necessary knowledge to Do not pass hardships It is simple but that entrance barrier is still too high for those who want to disburse 30,000, 40,000 or 50,000 euros in a car and want to forget to pass anxiety for autonomy. But, above all, it is especially complicated among those who are looking for an electric car of 20,000 or 25,000 euros and know that they will have to Pay with some discomfort Your low price. What happens with Volvo? The problem for Volvo is that their electric cars do not advance to the expected rhythm and their plans were to stop selling combustion engines in 2030. In 2021, just four years ago, they said that “There is no future for internal combustion engines”. However, in 2024 they have had to admit that the transition to the electric car is being resisted more than the account and They already advanced that it was likely to maintain hybrid cars in the market for a longer time. Again, The low sales in the United States were key. Now, its CEO uncheck getting pressure so that countries take the initiative and put their efforts to create a solvent recharge network. Is something done? Yes, something is being done. First, countries have to give an acceleration to the recharge network forced by the European Union itself which has designed a plan to have fast loaders in the main routes of the continent in the short and medium term. In addition, you work to oblihar that the new loaders have Your own payment TPV systemwhich should facilitate adoption to the electric car. Right now, it is still necessary to have a good number of applications on the mobile if you load with different companies. And the government is also working for make cargo plugs visible With a new signaling on the roads. The ultimate goal is to go through the drivers that Spain is not a wasteland without loaders and that can be traveled with relative tranquility. One last curiosity. For Samuelsson “no, we were not too fast (about the jump to the electric car). For us, as a rather small company, the fully electric vehicle market is large enough.” Words hide a defense of their own legacy. The current CEO of the company already held this same position between 2012 and 2022. That is, the commitment to sell exclusively electric cars in 2030 was yours. After a small hesitation period, Samuelsson returned from his retirement to re -direct the Swedish company. A company that, on the other hand and by preference of its own CEO, is increasingly China: I want more cooperation from Volvo (with Geely). I want Volvo to remain independent, that is, with the headquarters in Sweden and that it is cited in the Swedish bag. But I also want to increase the value, the interest of the owners, and therefore more exchange within the holding company, to save money and introduce new technologies more quickly. Photo | Xataka In Xataka | Spain already has its first national map of cargo points for electric cars. We have tried it and we have opinions

Ryanair loaded 800,000 squares this summer at the Spanish “small” airports. Threatens to do it again

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The Irish airline React hard to the 6.57% increase in the airport rates that AENA will apply in 2026, from 10.35 to 11.03 euros. The company requires the Government and the CNMC to reject this rise and threatens to reduce routes and seats in regional Spain if measures are not taken. A threat that is not new. This is not the first time that Ryanair uses pressure on regional airports as a negotiating weapon. During this summer, The company already executed a replication Significant: he abandoned completely Valladolid and Jerez, and reduced his operation in Vigo, Santiago, Asturias, Santander and Zaragoza. In total, has eliminated 800,000 squares In these airfields between April and October, although at the national level it has maintained its growth. Keep leading. The striking thing is that Ryanair maintains its dominant position in the Spanish market despite these strategic withdrawals. In the first half of this year, the airline transported 32.64 million passengers in Spain, 6.6% more than the previous year. This consolidates it as the company with the highest traffic volume in the country, expanding its advantage over eating to almost 10 million passengers apart. Beyond rates. Although Ryanair presents the rise in rates as the main reason for his threat, the reality is more complex. The company keeps a legal battle with the Spanish government for The record fine of 107.78 million euros imposed by its hand luggage policies. This sanction, the greatest in Spanish business history, is part of a package that also punished Vueling and Easyjet for similar practices. The strategy behind the pulse. The withdrawal in regional airports fits perfectly into the Ryanair strategy. These aerodromes depend greatly on the connectivity provided by the Irish low cost, as evidenced by the case of Valladolid, which It went from touching the 100,000 passengers In the first semester of 2024 to just 41,725 in the same period of 2025. The company knows that its withdrawal causes a disproportionate impact on regional connectivity, which gives negotiation power. The coming answer. The CNMC (National Commission of Markets and Competition) must pronounce on the tariff increase before the end of the year. Ryanair seeks to keep the freezing of fees that has been in force during the last decade, while Aena defends that his rates are internationally competitive and that he cannot make exceptions that violate the regulations. We will have to wait to know if this dispute will finally lead to a new reduction of places in the Spanish regional area. Cover image | Ryanair In Xataka | Michael O’Leary, Ceo de Ryanair: “I don’t want money. That they fly without suitcases”

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