Month: January 2026

Taiwan colonizing the United States with TSMC as the spearhead

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TSMC is the big name in the global semiconductor industry. We all have companies like NVIDIA, Qualcomm, Intel or AMD in mind, but It is TSMC that produces most of the chips of these companies. The Taiwanese company produces around 60% of the world’s chips, but when we talk about the most advanced chips, that dominance is practically total. It is a technological candy that has decided to expand and, after the plant in the United States, continues to buy land to expand its footprint. And it is a move that further unbalances the balance in terms of chips. Necessary expansion. TSMC’s base of operations is in Taiwan, but a few years ago, the company saw clearly that they had to expand their operations framework. It is something that responds to a double need. On the one hand, the more footprint they have in other countries, the more the technology industry will continue to depend on their technique. On the other hand, the main factor: the threat of china. China and Taiwan are going through a period of growing tension. We have seen maneuvers by China that I’m sure they’ve made the Taiwanese nervous.. Also Taiwan operations for show that they could defend themselves and countries like Japan and, above all, the United States They are very aware of the situation. 87% of TSMC’s more than 80,000 employees operate in Taiwan and any open conflict between the countries would mean a stoppage in the company’s operations. Little joke with this: if its chips move the world, let TSMC stop producing would cause an economic collapse. Arizona. There is a third factor that is encouraging this international expansion. Although Europe, the United States and China seeks national sovereignty in semiconductor matterthe reality is that companies need the cutting-edge chips that only TSMC can reliably mass produce. And, while financing semiconductor plants, countries have decided to invest millions to attract TSMC to their territories. The plant that will open in Germany either that of Japan They are two examples, but the one that is already operating is the American one. Although Trump, with his protectionist policies and ‘America First’, does not like it being a foreign company that cuts the cod, TSMC already has a huge plant located in Arizona from which it produces key components of the iPhone 16. This facility is the company’s most ambitious project far from Taiwan, and what started as a $12 billion investment in 2020 has become a colossal $160 billion-plus operation. They started to produce 4 nanometer chips at the beginning of 2025 and the idea is refine machinery to reach 2nm in 2029. New lands. Within the ‘Made in the USA’ strategy of the large American technology companies, TSMC Arizona is vital. And considering the economic opportunity that the AI ​​era has opened up, with the astronomical need for chips to create products like NVIDIA’s solutions for data centers, TSMC wants to grab as much of the pie as possible. As we read in The Wall Street Journala series of factors such as Taiwanese investment and a relaxation in US tariffs on Taiwan would allow TSMC to expand further. According to the media, last week the technology company purchased 900 acres – about 360 hectares – of land adjacent to its current property in Arizona. The total has been almost 200 million dollars and the intention is to expand the facilities to reach a dozen. TSMC + NVIDIA Made in the USA (more expensive). With this move, TSMC would discourage the competition from trying to invest to stand up to them because, as we say, they are the ones who dominate the production of advanced chips and who have the capacity to supply their enormous customer base. Apple is one of those that already buys chips from Arizonabut NVIDIA has confirmed that its B30 GPUs will be the first made in the United States. Now, there is a toll. HE esteem TSMC Arizona prices on advanced nodes are between 5% and 30%. There are several factors. In Taiwan they have the policy of “everything at one hour”, so any material the factory needs is very close, creating an extremely efficient chain. That does not happen in the American factory, where suppliers are far away and you have to resort to air transportation, which increases the price. There is also the fact that the wages They are higher in the US than in Taiwan. Headache. Despite these conditions, and being a foreign company controlling the show on home soil, TSMC has so dominated the process that the companies it’s worth it because they know that the chips they get will be the best for their products. Furthermore, from a political perspective, these additional costs may even be reasonable if they ensure that a conflict in Taiwan would not completely paralyze its economy. For TSMC, expansion is a great move. At the political level, countries that embrace their factories also have a reason to attract investment and Big Tech and the CEO of NVIDIA himself is clear that swith those who will lead the industry for decades. However, it is still an industry dependent on a single entity. Without leaving the United States, the country got his hands on Intel in the middle of last year in an almost unprecedented move to turn the company into the great american foundry. With TSMC expanding its network at home, they are going to have it complicated despite having the best technology available. Images | NVIDIA, TSMC, Intel In Xataka | The world’s technology industry practically depends on a single road: the one that leads to the Spruce Prine mine

Ten years ago Beijing was an unbreathable city. Today its air quality is better than that of Madrid for a reason

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On December 8, 2015, schools were closed in Beijing. Construction stopped. Only a handful of cars could circulate on the streets. The atmosphere was unbreathable. We don’t say it, the city leaders said it at that time. As stated BBCit was the first time that the red alert due to contamination. In China, an action protocol with four levels had been launched to deal with this type of episode. That day marked a before and after. Just over a decade later, Beijing is one of the Chinese cities with the best air quality. The country still has a serious problem with pollution but the data show that the country’s capital has left those days of constant fog behind. And it has done so, in large part, by a huge investment in cleaning up transportation. Better air quality than Madrid That December 8, Beijing registered 291 micrograms per cubic meter of PM2.5ultrafine particles especially harmful to health. They are polluting emissions that can come from different sources but in whose production diesel engines intervene decisively. That’s why DGT environmental labeling that It is used in Spanish ZBEs discriminates (by age) between diesel vehicles and gasoline vehicles. Is 291 micrograms a lot? To get an idea, the WHO recommended At that time, it did not exceed 25 micrograms per cubic meter. Obviously, this pollution rate occurred on a specific day under specific circumstances, but the annual levels were so high that in 2013 they signed 89.5, as stated in Motorpassion. Last year, according to published data By the Beijing Municipal Ecology and Environment Bureau, the city signed 27 micrograms per cubic meter of PM 2.5. A fact that improves the air breathed in Madrid, “which did not exceed 31 micrograms of PM 2.5” on average, in the words of the Madrid officials. The decline is absolutely spectacular and is marked by profound changes in mobility, lowering the 30 microgram barrier for the first time in its history per cubic meter on the annual average. In addition, 311 days of 2025 were classified within the parameters that point to the best air quality. For this, Beijing launched a campaign against pollution which became especially relevant a little over a decade ago, although it already took its first steps with the 2008 Beijing Olympic Days. It was not until 2013 when the city took serious measures. More than a million coal-fired boilers in the city were replaced with boilers that run on gas or electricity. The city added more than 600,000 new energy vehicles (electric or plug-in hybrids that generally operate in completely electric mode). But, above all, 1.9 million cars that were considered too old and polluting were taken off the road. Low emission zones had a key effect in achieving this. Then, the 6NI mechanical (which was equivalent to our Euro 6) to let vehicles pass or not. Automobiles that, in addition, had to stay at home alternately (discriminating by license plate) when high pollution episodes were activated. The evolution of Beijing has been so spectacular in the last 10 years that it is common to see it as an example for those most polluted cities, like New Delhi, in India. Photo | zhang kaiyv and Quique Olivar In Xataka | Tire pollution is as serious as engine pollution. This company says it has found the solution

The most advanced Spanish military satellite suffered an impact in space more than a week ago. There are still no clear explanations

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For years, Spain has invested millions of euros in building a space communications system designed for extreme scenarios, from military operations to international emergencies. One of its pillars, the satellite SpainSat NG II, It took off in October with everything as planned and within a program presented as the most ambitious in Spanish space history. However, something happened very soon during its transfer to its orbital position. More than a week after an incident was acknowledged, what surrounds the satellite’s true status is a combination of minimal data and silence that leaves many questions open. An aging statement. The only thing confirmed so far comes from a statement released by Indra January 2, 2026in which it is recognized that the satellite suffered the “impact of a space particle” during its transfer to the final orbit. The incident occurred about 50,000 kilometers from Earth, still an intermediate phase of the journey to its geostationary position. Since then, the technical team is analyzing the available data to determine the extent of the damage, but no assessment of its operational status or the actual consequences of the impact has been made public. The launch of SpainSat NG II took place on the night of October 23 in the United States, already in the early hours of the 24th in Spain, aboard a Falcon 9 bound for a geostationary transfer orbit. From there, the satellite had to complete a journey of several months until reaching its final position about 36,000 kilometers from Earth, a process that, according to the CEO of Hisdesat told Euronews, usually takes between five and six months. The impact recognized by Indra occurred in that intermediate phase of the journey, when the satellite had not yet reached its final operational orbit. The reaction. In that same statement, Indra explained that Hisdesat, operator and owner of the satellite, had activated a contingency plan to guarantee that the committed services are not affected. The formulation fits with the logic of a two-satellite system, which seeks to ensure continuity of service even in the event of unforeseen incidents. However, the specific measures adopted and the current degree of dependence on the affected satellite within the program as a whole have not been detailed, which limits the ability to evaluate the real scope of this response. Twin units. SpainSat NG II is not an isolated satellite, but one of the two central pieces of a system conceived as a long-term strategic infrastructure. Along with his twin, the SpainSat NG Iis part of a program promoted by the Ministry of Defense with an investment of more than 2,000 million eurosintended to provide Spain with its own secure communications. The first satellite has already been operational since the summer, while the second was to complete the system, a context that explains the attention that any anomaly in its deployment has generated. The secrets of the satellite. From a technical point of view, SpainSat NG II represents a notable leap over previous generations of government communications satellites. Built by Airbus on the Eurostar Neo platformthe satellite has dimensions close to seven meters and a mass of around six tons. Its payload incorporates an X-band active antenna system that, according to Airbus, offers the equivalent functionality of 16 traditional antennas and allows coverage to be dynamically adapted up to 1,000 times per second, a capacity designed for changing and demanding operating scenarios. More questions than answers. With the information available, the range of scenarios remains wide. An impact from a space particle can result in minor damage without operational consequences, but also in a more serious impact that forces the functions to be limited or the deployment of the satellite to be reconsidered. Indra has even left open the option of a replacement if necessary, and maintains that, in that case, the satellite would be replaced as soon as possible. The absence of specific technical data makes it impossible to know whether this is a controlled incident or a problem with deeper implications. Given the lack of public updates, from Xataka we have contacted Indra to find out if there was any news about the status of the satellite. The company’s press office has responded to us that, for now, they have no details to share about what happened. That silence prolongs the uncertainty around a strategic system that has not yet entered service and leaves open key questions about the real scope of the impact. Images | Airbus (1, 2) | Thales In Xataka | We already have an official date for the United States’ return to the Moon: it is imminent and mired in a sea of ​​doubts

Despite its fear, it is moving more passengers than ever

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Ryanair and AENA spent 2025 sending each other errands. The airline claims that the airport manager imposes abusive rates on its customers due to a lack of competition. The second defends itself by ensuring that where it is needed it offers substantial price reductions. Be that as it may, the truth is that the airline that moves the most passengers in our country made a decisive snip at its offer in Spain. Surprisingly, Aena and Ryanair moved more passengers in 2025 than ever. The conflict. It exploded in February 2025. A little less than a year ago, Michael O’Leary, CEO of Ryanair, recorded a video in which he called Pablo Bustinduy, Minister of Consumer Affairs, a “clown.” The reason is that the Government defended that the company must allow access to its planes with larger suitcases and I tried to fine them for it. It was the most striking and extravagant image but the embryo of it had to be found first. Assuring that Aena, the manager of Spanish airports, imposes abusive rates on airlines, in January Ryanair already indicated that it was going to drastically reduce its operations in our country. Specifically, it aimed to eliminate 800,000 places at regional airports. The consequences have been especially serious at airports that were more dependent on the airline. Jerez has decreased its traffic by 7% but in Valladolid the situation has been much more serious, with drops of more than 60% and causing layoffs in auxiliary travel services, such as the cafeteria. The company, in addition, continues to threaten to deepen its withdrawal. A surprising fact. And despite everything, Ryanair and Aena rise. The manager of Spanish airports has published the data relative to the traffic volume of 2025. And with them has come the surprise. That is to say, our country continues to add people to the plane and those people choose, for the most part, the Irish company to make their trips. 19% of all passengers who boarded a plane in our country at some point did so on board one of Michael O’Leary’s company planes. Rates as an excuse. Although O’Leary has defended that his fear of regional airports is directly related to Aena’s airport taxes, the truth is that the company has closed ranks around the airports where it accumulates a greater volume of passengers and has greater room to grow. This winter the company has added 100,000 places in an increase that, above all, has gone to Malaga, Alicante and Valencia. That is, attractive tourist destinations due to their mild temperatures, especially for those arriving from beyond our borders. Setting the shot. As we said, it is no coincidence that Ryanair has increased operations at these airports. And the volume of passengers in any of them has skyrocketed in the last two years. Malaga: Passenger growth of 11.5% in 2024 and 7.4% in 2025. Of these, international passengers increased by 13% in 2024 and 7.8% in 2025. Alicante: Passenger growth of 16.8% in 2024 and 8.5% in 2025. Of these, international passengers increased by 16.8% in 2024 and 10.6% in 2025. Valencia: Growth of 8.7% in passengers in 2024 and 9.5% in 2025. Of these, international passengers increased by 11.3% in 2024 and 12.9% in 2025. Not only Spain. These movements in which Ryanair has been regrouping at the airports with the highest volume of traffic They are not exclusive to Spain either.: Germany: has reduced 800,000 seats. France: has reduced 725,000 seats. Estonia: has reduced 110,000 seats. Latvia: has reduced 160,000 seats. empty seats. In this European reorganization, the high prices that the company has to pay to airport managers have been pointed out on numerous occasions. These costs, however, are only one more value to take into account when it comes to calculating and making profits from the flights because a part of the company lives by selling itself to the highest bidder. And if Ryanair has maintained international flights from cities like Vigo, it has been because has been playing with hidden subsidies in the form of advertising contracts. These same agreements are the ones that now allow new routes to Morocco with planes that are half full. Photo | Lucas da Costa e Silva In Xataka | The big secret of Ryanair’s success is that it doesn’t make money for flying: it does so by squeezing you out of everything else.

Everyone blames the manufacturers for the lack of memory. Micron says real bottleneck lies elsewhere

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For months, memory shortage It has established itself in the technological debate as one of those phenomena that do not seem to need too many explanations. If RAM is missing and prices risethe immediate conclusion is that someone is privileging AI and leaving the consumer aside. That idea has resonated strongly, especially after visible decisions that have affected the domestic channel and have reinforced the feeling of abandonment. But when you get down to how memory is manufactured and kept stable today, the diagnosis becomes less obvious: the bottleneck doesn’t seem as obvious as it seems. A controversial decision. In this climate of widespread suspicion, Micron has become a preferred target, shared with other large manufacturers, but for a very specific and recent decision: the announcement of the end of Crucial consumer products. The company recently announced that will stop selling RAM memory and storage under that historic brand, with shipments expected through February 2026. For many users, that move was interpreted as a direct consumer recall just when memory is short. Micron justified that decision by noting that AI-driven growth in data centers has skyrocketed demand and that Crucial’s exit seeks to improve supply and support to its strategic customers in higher-growth segments. The market has changed size. From Micron’s perspective, the problem is not a renunciation of consumption, but an abrupt change in the scale of the market. Christopher Moore, vice president of marketing for the client and mobile business, He said in an interview with Wccftech that the company continues to have a relevant presence in PCs and mobile devices, while serving data centers. What has altered the balance is the growth of the data center business, driven by AI, which has gone from representing around 30% of the market to approaching, according to its figures, 50% or even 60%. That leap, he defends, has left the entire industry without sufficient margin. Variety also creates scarcity. For Micron, the bottleneck is not so much the lack of factories as how the existing ones are used. Moore explains that producing memory is not about making a single type of chip seamlessly, but rather about switching between multiple densities and configurations depending on what customers ask for. Each change, for example going from 12 GB to 16 GB modules or from 16 GB to 24 GB, forces lines to be readjusted and reduces the total output volume. In a context of skyrocketing demand, this variety, which was previously acceptable, becomes a direct brake on production. Micron’s new Idaho factory under construction Faced with the temptation to think that new factories will solve the problem, the manufacturer asks for patience. Moore explains that expanding memory capacity is not an immediate process, because it requires not only building facilities, but equipping them, validating them and certifying each product with customers. The company laid the first stone three years ago in its ID1 plant in IdahoUnited States, whose entry into operation is scheduled for mid-2027. Even so, it warns that there will be no significant impact on supply until the entire qualification process is complete, which it places in 2028. Crucial is gone, the channel is not. Moore assures that, although Crucial has disappeared from the consumer showcase, the company continues to provide memory to major PC and mobile device brands through channels less visible to the end user. This OEM channel, in which Micron supplies memory directly to integrators and manufacturers, concentrates a very relevant part of the market and ends up being incorporated into commercial designs and equipment. From their point of view, the consumer continues to receive Micron memory, even if it no longer does so under a recognizable label. With this panorama, the lack of memory ceases to be a problem of isolated decisions and is revealed as the result of several overlapping tensions. AI-driven demand for data centers that has changed the scale of the market, operational limits on production and long lead times to expand capacity explain why supply will remain tight for years. Micron places the relief horizon no earlier than 2028 and, until then, the consumer will live with fewer options and pressured prices. The bottleneck, the company insists, is not only in who buys the memory, but in how it is manufactured. Images | Micron In Xataka | The situation with RAM prices is so desperate that there are already those who build their own memory at home

It is now possible to book a hotel stay on the Moon for $250,000. Building it is still the complicated part

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The Moon has returned to the center of the board and, this time, not only as a symbol of the past. The conversation is no longer just about missions and flags, but also what kind of activity could be sustained there if access becomes more frequent. On that horizon a broader idea begins to appear, that of a future lunar economy, with services and infrastructure yet to be invented. And among all these possibilities there is one that is disconcerting from the start: tourism, the promise of changing traditional vacations for a stay away from Earth. Landing the proposal. What has been put on the table is not a ticket or a travel date, but the option of entering into a process to reserve a future place in something that does not yet exist. GRU Space has opened an early access application program to participate in its first lunar missions, a pre-filter that, if passed, allows you to move to the deposit phase and maintain a position in the queue. There are still no assigned rooms or a closed calendar for guests, and the company presents the process as a way to select participants and check their ability to travel, not as a direct purchase of a stay on the Moon. Money rules. Booking is not cheap, nor is it definitive. The first step is a non-refundable $1,000 application fee. If the applicant is selected, GRU Space offers two deposit options, $250,000 or one million dollars, which can be recovered at any time from the first 30 days and which would be applied to the final price if the hotel accepts guests. That price, the company itself warns, has not yet been set and will probably exceed ten million dollars, a useful reminder that here the easy thing is to sign up and the difficult thing is to materialize the trip. A huge ambition with a minimal structure. GRU Space is, for now, a small company with a very big speech. Its founder, Skyler Chanrecently graduated from Berkeley and has explained that for much of 2025 he was practically the only full-time employee, a context that helps understand the early nature of this initiative. The company has secured seed funding, but its current scale does not correspond to that of a consolidated industrial organization. It rather fits a startup trying to turn a long-term vision into an executable plan. The Moon as a destination, not as a simple stop. In GRU Space’s approach there is a recurring idea: space transportation is necessary, but insufficient. The company defends that the bottleneck is in habitability, in having structures where people can stay without continually depending on the ship that took them there. Under this approach, the hotel is not presented only as a tourist whim, but as a use case that would force us to solve problems of daily life outside of Earth. His argument is that such learning, if it comes, would serve as a basis for broader infrastructures. The calendar that the company publishes is carefully staggered and full of conditionals. In 2026, it plans to review applications and profile the first participants, and then, in 2027, assign invitations linked to missions and stays through a selection mechanism and private bidding. The next milestone is in 2029, with the sending of a construction load to the lunar surface as a demonstration of preparation for subsequent phases. In its technical roadmap, the deployment of habitat and systems arrives in 2031 and the “first hotel”, as such, remains for 2032, leaving the tourist premiere for the end of a chain of steps that, on paper, should go well consecutively. From inflatable habitat to lunar construction. The project does not start with a permanent hotel, but with progressive technical demonstrations. GRU Space first proposes validating the deployment of inflatable structures and their behavior on the Moon, a way of testing without carrying the weight of a traditional construction from minute one. If that phase works, the next step would be to manufacture construction materials directly there, using the lunar soil itself as raw material, through geopolymer processes that, at least in their early stages, depend on activators brought from Earth. The idea is to reduce dependence on mass shipments and move towards more solid structures, designed for a more stable occupation. The target audience for GRU Space is not limited to the eccentric traveler with a huge bank account. In his approach, tourism acts as a catalyst for the broader economy, a way of introducing private clients into an environment dominated until now by state programs. The idea is that these first users help pay for infrastructure that can later be used for logistical, scientific or industrial activities. It is a bet to create demand where it does not yet exist, with the risk that the market will not materialize as they hope. The project leaves a clear feeling: the simple part is measuring interest and capturing early commitments, the complex part begins later. Turning an idea into functional infrastructure on the Moon means depending on launchers, technologies still in testing, and impeccable execution for years. In this context, talking about reserves serves to test the market, but it does not clear up the central doubts. The question is no longer whether there are people willing to pay, but whether everything else will arrive on time and as promised. Images | GRU Space In Xataka | We already have an official date for the United States’ return to the Moon: it is imminent and mired in a sea of ​​doubts

ride a 15 kilometer long cable car

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Mexico City is one of the most massive cities on the planet. Also hell when it comes to transportation. It is about one of the most congested cities in the world because you have to take the car for absolutely everything, but the Government found a solution: the cable car. What we have associated with ski resorts and tourism is in Mexico the artery for thousands of people to move much more quickly and economically. After a line of almost 12 kilometers, Mexico City is preparing something worthy of China. A new 15 kilometer cable car that will become the longest in the world. In short. If someone controls cable cars, that is Doppelmayr. This Austrian company is the largest manufacturer of cable cars in the world and is the one that, as we read in EFEis going to be in charge of the new longest cable car in the world. In total, 15.2 kilometers in length for Line 5 of the Cablebus of the Mexican capital. This line will have twelve stations, will interconnect the suburbs of Álvaro Obdal, Contreón and Beni Contreón and it is estimated that it will be able to transport 3,000 passengers per hour and direction in the 642 cabins it will have. The project will have a cost of about 400 million euros and something that draws attention is the start-up: 2028. It is one of the advantages of this transportation system. While railway lines, subways or roads require years of planning and construction, laying cable car cables is faster and easier. The longest, but not the only one. Those 15.2 kilometers are impressive, but they are not that far from other lines that already operate in Mexico City. Without going any further, Doppelmayr has laid more than 25 kilometers of cable between three lines that operate in different parts of the city and they are already building a Line 4 of 11.4 kilometers in length. In addition to Cablebús, there is Mexicanable (that came before), with another 13 kilometers deployed. Mexicable is the system of the State of Mexico operated by a Mexican company, while Cablebús is from CDMX and operated by Doppelmayr. Advantages. Aside from the short development times from when the project is approved to when it starts operating, the cable car is a relief for daily traffic. The first thing is that it is a simple way to connect the suburbs with the most central parts. Areas that are poorly connected today will be able to access a continuous route with other areas. In areas where the orography is complex and the roads are collapsed, it is a real transportation alternative. And, although it does not have the capacity of the metro, it is affordable transportation and, as we say, any help when it comes to decongesting the city is welcome in a city where Mexicans spend, on average, a hundred hours in traffic jams. There is also a reduction in CO₂ emissions into the atmosphere. The intangibles of ‘Cablebús’. Although they are not perfect and are sensitive to extreme weather conditions, such as strong winds or storms, there is something less visible, but equally important: the state of mind with which the user arrives at their destination. One of the problems that CDMX faces is that the population is geographically far away and disconnected. Travel times from peripheral areas to employment, education or health centers can be up to an hour and a half when the cable car would take about 45 minutes. This reduces the inequality gap, which is measured not so much in money as in hours and opportunities lost by living so far away. A study of the United Nations Office for Project Services measured the benefits of two Cablebús lines, specifically what they called: generalized travel costs. They are everything that a passenger absorbs beyond the price of the ticket, and the conclusion is that traveling by cable car saves 466 million hours in 20 years, 102,000 tons of CO₂ into the atmosphere and users arrive more rested where they need to go. Also safer as they are not exposed to traffic accidents. And, in the end, although they are not a magic solution, in certain cities, especially where the terrain is not a help, cable cars seem like a support for decongest the brutal daily traffic. When lines 4 and 5 are completed (by 2028), Mexico will have about 50 kilometers of public cable car. Images | Government of Mexico City, Joke 2021 In Xataka | Mexico spent a fortune building its Mayan Train to attract tourists. Things are not going as expected.

The director of the DGT says that in the future cars will not enter cities. It’s more of a wish than a reality

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Today is January 14, 2026 but, really, it doesn’t matter when you read this: Pere Navarro, director of the DGT, is once again in the news for some controversial statements. We could have titled this article that way, in fact, because the truth is that every time the Director of Traffic speaks at an event broadcast by the media there is something to scratch. This time it was at an event organized by Europa Press where Navarro showed off this particular superpower. There, he has assured the following: “We are all day with emissions, yes emissions, no such and such. Don’t look, you don’t go to the city center with electric, diesel or gasoline. Let’s not make a mistake. You go with public transportation and if you’re in a hurry, taxi, Uber or Cabify” They are literal words. There is no possible misinterpretation or audio cuts to take the message out of context. You can check it yourself in the tweet that accompanies this article. Click on the image to go to the original tweet The words clearly point to an ambition: to get the car out of the city center. It doesn’t matter if it’s gasoline, diesel or electric. There is a goal and that goal is vehicle sharing and public transportation. We could put our hands on our heads. We could say that they want to prohibit us from moving where the elites want. Of course, there will be those who relate this to 15 minute cities. However, we have been hearing similar messages for so long and the measures to be taken have been so lukewarm that, without fear of being wrong, I say: calm down. Once again, the same old thing This is not the first time, far from it, that we have heard this type of message from the director of the DGT. For two years, news and articles have been recurring that point to supposed prohibitions on using our cars if they are only occupied by one person. One of the most repeated formulas is found in these words from Navarro himself at an event called Global Mobility Call held in Madrid in 2024: “The future of traffic will be shared or it will not be (…) we must make a collective change in mentality that allows us to encourage high vehicle occupancy, because we cannot afford to move 1,500 kg every day to move a single person. Increasing vehicle occupancy is a challenge and a necessity” Navarro too has come to be described as “luxury” moving a single person in a vehicle. And in November he insisted again in that it doesn’t matter if the car is electric or not because the future of cities depends on public transport. However, the DGT has not taken any action that points in this direction nor is there anything on the table to debate it. The closest thing is the creation of a Bus-HOV lane at the entrance to Madrid where cars with two or more people traveling inside are rewarded. And that in 2019 it was also advocated from the DGT magazine for a city “with more pedestrians and fewer cars.” The statements have also been used to fill the network with articles pointing out that we will not be able to enter the center of our cities by car, linking them with the creation of low-emission zones. But the truth is that these low-emission zones have a very limited scope. In some of them, such as Madrid or Barcelonavehicles without a label are prevented from entering, but either there are exceptions or they allow all cars with a label to enter the very center of the city. It is true that sometimes you are forced to park in a parking lot but the passage, if our car has at least label Bit is open. Despite many statements by the DGT, the truth is that the efforts to reduce or not reduce traffic in cities go through the municipal corporations of each place. A context that has led to turning the issue of urban mobility into a political weapon. To the point of defending that traffic jams can be “a hallmark” of a city. The comparison between Madrid and Barcelona are two good examples. In the capital, the Popular Party won an election by ensuring that it was going to lift all circulation restrictions, something he didn’t do and that, in fact, he maintained to eliminate all unmarked cars (regardless of whether the driver lives in Madrid or not) from the city. Barcelona en Comú promoted a completely different way of understanding the city in Barcelona, ​​betting on pedestrianization, reduction of lanes in the city center and the creation of what are known as Superilles. It has also been promoted to be more aggressive and fence off the entrance to the city from the most polluting vehicles. Two different approaches that, however, have given a very similar result. And the measures against the car have been very lukewarm. In both cities, if the vehicle has an environmental label it can circulate inside, just taking into account a series of obligations that, in practice, barely change our daily lives. In Madrid, the idea of ​​preventing unlabeled cars from being banned was finally scrapped (as long as they are registered in Madrid). And prohibiting entry to city centers with cars is not something that is catching on in Europe either. Yes, the main cities have restrictions and barriers that discourage its use, but in all of them you can continue to travel to the city center by car. In London you want reduce traffic with tollsin Paris punishing street parking and in Berlin you are also forced to drive with certain modern vehicles. Be that as it may, the only certainty is that total prohibitions do not come and if citizens end up leaving their cars aside in the cities it is because they have been transversal jobs in different areas and sustained over timewith investments … Read more

The sale of a 22 million euro mansion moves the axis of luxury on the Andalusian coast: to Sotogrande

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The price of housing in Spain it doesn’t stop going upbut this unstoppable increase has not been a brake on closing the most expensive real estate sale in Andalusia. That the mansion protagonist of the unusual record have your own name It is already an indicator of the economic level to which this home points: Niwa, a mansion in Sotograndehas closed for more than 22 million euros. To put it in perspective, that price implies that its new owner has paid about 5,116 euros for each of the 4,300 meters built of this property. Taking into account that the average price in the province of Cádiz is about 2,249 euros/m2, places the operation at levels of the price of homes in premium areas of the big cities.​ Niwa: 4,300 m2 of sustainable luxury Niwa is located in The Seven, the most exclusive sector of the already exclusive luxury development The Sotogrande Reserve. The property occupies a 10,000 m2 plot on a hill overlooking the Mediterranean and facing Gibraltar, surrounded by the Los Alcornocales Natural Park.​ The mansion consists of 4,300 m2 built, distributed in nine suites, with an outdoor infinity pool, an indoor covered pool, spa, gym, cinema room, wine cellar and garage for eight cars. The project came from the pencils of Manuel Ruiz of ARK Architects and was carried out with construction techniques more advanced and sustainable with the environment since 95% of its structure was prefabricated in a factory and then assembled in the chosen location. This allowed us to reduce the impact on the environment and reduce emissions.​ Sotogrande began its development in the early 60’s as a private residential area with 24 hour security. It currently has five golf courses and is considered one of the most luxurious urbanizations and exclusive to southern Europe, which attracts foreign buyers for its designer mansions, its privacy and its proximity to exclusive services. In 2024, the average sales prices of their houses reached 1.9 million euros, with transactions reaching up to 17 million euros. Some of the new construction phases that were started were sold at 85% in phases such as Village Verde. Plots in the most exclusive areas of Sotogrande, such as The 15, start at three million euros, while in The Seven, where Niwa is located, they can exceed eight million euros per plot. “Over the last ten years, Sotogrande has invested in its facilities, maintaining its essence as a low-density, high-quality destination. It is very exciting to see how this positioning is increasingly relevant for our clients,” assured in statements to The Confidential Rita Jordão, Marketing Director of Sotogrande SA. Luxury moves south “The sale of NIWA marks the beginning of a new era for Sotogrande, where architecture and lifestyle multiply their value on the Costa del Sol and, I would dare say, on the entire Mediterranean coast. NIWA is a modern palace reinterpreted with a contemporary language that is situated halfway between the classic and the current, with a very special materiality,” confirmed its creator, pointing to a substantial change in the preferences of ultra-rich clients who seek to settle in Andalusia. Given the growth in popularity of these new luxury enclaveshistoric luxury areas, such as Marbella, are losing relevance after decades of urban pressure, and foreign buyers They have begun to set their sights on Sotogrande. “The record sale of NIWA firmly consolidates Sotogrande as a destination among the best in the world. What is happening is not a change of course, but a natural consequence of what Sotogrande offers is increasingly valued in the luxury market,” confirmed Jordão. In Xataka | A businessman built a mega mansion without permission: the neighbors have gotten the city council to demolish it Image | ARK Architects

That doctors, one of the groups with the best salaries in Spain, go on strike is striking. These are your reasons

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2026 has started with Spanish doctors on the streets. Although the tracking data is clouded by the dance of figures usual in these cases, thousands of doctors they have seconded today the strike convened by the Professional Group for a Medical and Faculty Statute (APEMYF) to demand better working conditions. Three are its greatest workhorses: guards, salaries and hours. The question that surely more than one person is asking today is… What do doctors, one of the groups, complain about? better paid and with higher status social? To understand it you have to know their day to day life. White coat strike. The year has started with turbulence in the country’s hospitals. Although the first data from the Administration point to a follow-up more or less discreet (those who arrive from the unions show a ‘photo’ very different), one thing seems clear: today thousands of doctors have responded to the strike called by APEMYFa platform that brings together more than a dozen organizations. The protest will last today and tomorrow and is added to those in 2025. One word: statute. APEMY already clarifies on its behalf what its main claim is: the group demands that its own statute be negotiated with doctors in Spain, a “basic standard” that meets the needs of the group. In contrast to the “framework statute” for health personnel that the main unions and the Government have negotiated, doctors want their particularities to be taken into account. That they go out onto the streets right now is no coincidence. a month ago Health closed a preliminary agreement with the unions to carry out this general rule for the health branch, an ‘umbrella’ that will determine the conditions of hundreds of thousands of public employees. Why’s that? Because the collective (at least the one that supports APEMYF) insist in that it has specific “needs”, just like “other professions with singularities”. Hence, he calls for a negotiation “exclusive for the medical profession.” On the table they have put issues such as the management of guards, hours and salaries, issues that have also served as leverage for the strike today and tomorrow. In fact, everything related to the guards (its duration, remuneration and recognition) has had a key weight in the call. But they charge well, right? Although their salaries are noticeably below Compared to other European colleagues, Spanish doctors enjoy good salaries. At least if they are compared to other sectors. What a doctor earns is influenced by issues such as the region in which you work or its age, but Medical Writing remember who are generally among the highest paid professionals. In the INE’s Annual Salary Structure Survey, doctors and nurses appear in the chapter “Technicians and scientific and intellectual professionals”, to which in 2023 an “average annual earnings per worker” of almost 43,000 euros. As a reference, the average for all sectors did not reach 28,500. A wide fork. However, this information must be handled with caution. A year ago Newtral analyzed also the remuneration of doctors and concluded that the fixed annual salary of hospital doctors ranges between 19,000 euros for a first-year MIR and 72,100 for more senior doctors. There is an important nuance: this gross salary indicator does not include guards, who according to the same medium were paid at 28.6 gross euros per hour. Or more, on holidays. The payment varies in any case from one community to another. Other estimates, how are you also published by Medical Writingconcludes that the average salary of a Spanish doctor who works in public health is around 54,200 euros gross, although the range goes from 35,300 to 140,000. Why do they go out into the streets? Because (beyond these figures) doctors are exposed to a considerable load of stress and work, handicaps that are addressed in the statute negotiated by the main unions and the Government, although not in a way that satisfies the entire group. Of all the issues on the table, perhaps the most complex is the one related to medical guards. Right now doctors cover continuous 24-hour shifts, including their regular shift. From the collective they take time crying out against those marathon shifts, which affect thousands of doctors. a report of the Official College of Physicians of Toledo points out that in Spain 60% of professionals face exhausting shifts and that there are even professionals who exceed “36 hours of continuous work”, which for many carries an emotional burden. “Stop 24-hour guards”. Among other novelties, the draft of the framework statute reduces the duration of the guards to 17 hours straightbut in the group there are those who already warn that in reality the norm opens the door for nothing to change. The reason: this limit of 17 hours could be exceeded if there are “organizational or healthcare reasons” that justify it and the doctor accepts it in writing. Another sensitive point is how those ‘extra’ hours are compensated. The unions demand that an hour of on-call duty not be paid worse than an hour of their ordinary day and that they also count towards retirement, a circumstance that now it doesn’t happen. The issue is so worrying that during today’s demonstrations doctors could be seen with signs of “Stop 24-hour guards”. “Just like the rest of the workers”. In your manifestothe Association of Higher Qualified Doctors of Madrid (AYTS) demands to “recognize all of the doctor’s time worked, just as it is done with the rest of the workers.” Their request is clear: “Suppress the concept of on-call duty as a type of duty that is neither ordinary nor extraordinary, with the conditions of obligation and remuneration below the ordinary shift.” The underlying objective? That doctors stop chaining together exhausting 24-hour shifts, periods of work that do not also count as time for retirement and that even generate ‘debts’ of hours. All this while assuming a high level of responsibility for their patients, which has even led some to suggest that 24-hour shifts should be “illegal”. watch earrings. Another … Read more

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