In 1967, Canada built futuristic homes like Lego pieces. Half a century later they still don’t know how to repair them

When Moshe Safdie designed Habitat 67 As an architecture student, he had a revolutionary idea: he used thousands of Lego pieces to test how housing modules could fit together in three dimensions. Decades later, the architect himself I kept remembering who even emptied entire Lego stores in Montreal to build the models. And maybe that was the problem. Reinvent the home like Lego. In the early 1960s, Western cities were trapped between two models that seemed inevitable: huge blocks of impersonal apartments or endless car-dependent suburbs. A young architecture student named Moshe Safdie He believed that there was a third way. His idea was apparently simple and radical at the same time: build prefabricated homes by stacking concrete modules as if they were giant lego piecesso that each family could have light, a terrace, vegetation and the feeling of an individual house within a large urban structure. The project ended up becoming Habitat 67, the great futuristic icon of the Montreal Expo. What Canada presented to the world as the definitive future of cities ended up being one of the most fascinating and problematic works of architecture of the 20th century. Habitat 67 was a utopia. The image of the building continues to look futuristic even today: 354 huge concrete modules prefabricated, each weighing about 90 tons, stacked in irregular shapes on an artificial peninsula facing the St. Lawrence River. Safdie was obsessed with solving a problem he considered central to the urban future: how to maintain density from the city without sacrificing privacy, nature and the feeling of home. His motto was “For everyone a garden”. Each apartment had to have its own garden, cross ventilation, open views and elevated pedestrian streets instead of closed corridors. Inspiration came from both the Pueblo homes of the American Southwest and the japanese metabolism that we talked about a few days ago, an architectural movement that imagined buildings made up of modular cells capable of growing and reorganizing like living organisms. The big problem: making it cheap. The paradox of Habitat 67 is that it was born precisely to make urban housing cheaper… and ended costing a lot more than expected. Safdie imagined that industrial prefabrication would allow apartments to be manufactured in a chain quickly and efficiently, but the reality It was very different. The complex required an extremely sophisticated assembly system, a factory installed within the work itself, gigantic cranes and very complex technical connections between modules. Each box had to leave the factory practically finished, with windows, wiring, bathrooms and kitchens incorporated before being lifted into its final position. The reduction of the original project (from 1,200 planned homes to just 158) shot even more the costs. The experiment designed to democratize the city ended up becoming a too expensive complex even for the middle class it sought to attract. Leaks and mold appear. As time went by, the other great enemy of Habitat 67 appeared: the water. The stepped structure full of terraces, gardens and joints between modules generated a waterproofing nightmare. The concrete began to leak constantly in Montreal’s extreme climate and water ended up penetrating walls and ventilation systems. Some residents reported serious problems moisture and mold for years. The repairs they were never simple because the building does not function like a conventional block: each module is a structural part of an extremely complex three-dimensional framework. Half a century later, restorations are still almost surgical. In the major rehabilitation carried out for the 50th anniversary, it was necessary to remove outer layersre-insulate huge surfaces and redesign entire systems to protect the structure from Canadian winters. From social dream to elite symbol. Another of the most striking ironies of Habitat 67 It is its social evolution. What was born as a manifesto for accessible urban housing ended up becoming one of the directions Montreal’s most exclusive. The original rents were already prohibitive in the 60s and subsequent privatization converted the apartments in luxury properties. Today some units reach millionaire prices and the monthly maintenance costs are very high. The “city for all” ended up being an enclave for cultural elites, businessmen and architecture lovers. Yet even its critics admit that the building accomplished something extraordinary: demonstrating that dense housing could be emotionally distinct from the repetitive blocks that dominated modern urbanism. He never completely died. The most fascinating thing is that, despite all its problems, Habitat 67 continues to exert a gigantic influence on architects and urban planners. decades later keep inspiring modular projects, terraced complexes and new ideas on how to combine urban density and quality of life. Even today’s digital tools have resurrected the original never-built project. In recent years, Safdie Architects and Epic Games they virtually recreated the gigantic “Project Hillside” which the Canadian government cut due to lack of money in the 60s. Thanks to Unreal Engine, drones and hyper-realistic models, the architect was able to tour for the first time the complete version of the modular city that he had imagined as a young man. There is something deeply symbolic in that image: Habitat 67 was so ambitious that not even the technology of its time could do it. fully viable. Maybe that’s why it continues to fascinate today. Because it seems like a relic of the past… but also a vision of an urban future that we still don’t know how to build without collapsing due to leaks, crazy costs and eternal repairs. Image | Parcours riverain – Ville de Montréal, Thomas Ledl, Vassgergely In Xataka | In 1970 Japan built homes of the future where each capsule would be replaceable. Half a century later he discovered that no one knew how to repair them In Xataka | The incredible story of the tallest building on the planet that ended up becoming the largest swimming pool in the Soviet Union

We have spent decades ignoring an organ because we believed it was useless. Now they have seen that it is crucial in our longevity

In the center of the chest, just behind the breastbone, hides a small gland that has been systematically ignored by medicine when it comes to adult health: the thymus. Textbooks have long taught that this organ is vital in childhood to develop the immune system, but that It subsequently atrophies and turns into fat when we grow. But its role in the long run It’s not as irrelevant as we thought.. A turnaround. The paradigm that we were all taught at school has taken a big turn through a publication in Nature that has shown that the health of the thymus in adulthood not only matters, but is a determining factor in predicting how long we will live, the state of our cardiovascular health and also how we will respond to cancer. How it has been seen. The premise of this interesting study lies in a simple observation about people who did not have a thymus because it had been removed and the increase in mortality from all causes compared to those who have a healthy thymus. From here, a research team wanted to understand the true impact of a “sleeping” organ through different CT scans to calculate the thymic health of different people. The system analyzed the images of numerous people, including data from the National Lung Screening Trialwhich had more than 25,000 patients. By crossing the status of the thymus with the medical history and longevity of each individual, the results were so overwhelming that the researchers themselves they confessed It was the first time they had seen such spectacular results, since no one expected such a small organ to have such a clinical impact. Reduces mortality. This study has intensively analyzed the function of this gland in large groups of adults to discover that maintaining good thymic health is directly associated with lower overall mortality. But surprisingly, the study links having a healthy thymus with a lower incidence of cardiovascular mortality In oncology. This is where the finding takes on a revolutionary clinical dimension, since the data show a clear correlation between a healthy thymus and a lower incidence of lung cancer. But we can go further by pointing out that patients who undergo immunotherapy and have a healthy thymus respond greatly to the treatment, and even have a lower risk of suffering from cancer again. Preventive medicine. With this evidence, “thymic health” is positioned to become a very important parameter in the field of personalized medicine to gain insight into how a patient may accept a treatment. But in addition, monitoring its degradation could allow medicine to anticipate autoimmune diseases in those people who already have a higher risk. Images | kjpargeter in Magnific In Xataka | There are people who are 100 years old, but have an immune system of 30: a new study reveals how they manage to avoid cancer

Europe’s first autonomous taxi is in Zagreb and has Chinese brains

One of the “attractions” if you travel to the United States or China is to take a ride in a robotaxi because until now Europe was a mere spectator. And although Madrid plans to start testing At the end of the years, a Balkan country has advanced in the old continent and it is not Germany (the Teutonic giant It is the engine of Europe in automobile industry): it is Croatia. Zagreb has become in the first European city to have a commercial robotaxis service that anyone can use, because although they are in an initial phase, it is not experimental or a closed test. Zagreb’s new robotaxis. The milestone is led by Verne, a Croatian startup that emerged from the Rimac Group ecosystem and that for this adventure has teamed up with the Chinese autonomous driving company Pony.ai and Uber. The service opera with 10 Arcfox Alpha T5 electric vehicles from the Chinese manufacturer BAIC equipped with Pony.ai’s seventh-generation autonomous driving system. Each unit incorporates 34 sensors, including 14 cameras, nine LiDARs and four radars, a combo that allows them to detect objects in a radius of up to 650 meters and adapt in real time to urban traffic. The idea is the following: you request the trip from the Verne app, which manages the reservation, payment and tracking (later it will also be implemented in the Uber app). The vehicle arrives autonomously and you unlock the door from your phone, get in and arrive at your destination without a human driver at the wheel. The autonomous fleet covers the center of Zagreb, the Novi Zagreb neighborhood and the airport, from 07:00 to 21:00, although the idea is to expand coverage to the entire city. Why is it important. This launch breaks a barrier that Europe has had to cross for years. While the United States has Waymo operating in several cities and China operates fleets of hundreds of robotaxis in Shanghai and Guangzhou, the old continent was entangled in fragmented regulatory frameworks, heterogeneous infrastructures and a conservative regulatory position towards autonomous cars. Zagreb just changed it. That Zagreb goes down in history as the first European city is symbolic and is also just the beginning: Verne is immersed in talks and permits with 11 cities in the EU, the United Kingdom and the Middle East and has another 30 locations under study on the table. If the service proves to be secure and scalable in Zagreb, it will likely become the regulatory and operational benchmark for the rest of the continent. Of course, there is something that should be taken into account: the core of the technology is Chinese. Context. Autonomous driving has been in the development and deployment phase for more than a decade, although the rates are very different depending on the location. Waymo, a subsidiary of Alphabet, is the most advanced benchmark with operations in several American cities and expansion plans to London by the end of 2026. In Europe there have been several lukewarm initiatives, such as autonomous buses WeRide in Leuven (Belgium), taxis Volkswagen MOIA Level 4 in Berlin or more recently, Norway has dared to withdraw your supervisor in his autonomous bus. Croatia has gone further: it has dared to take the step with a taxi open to the general public. Verne was born in 2019 within Rimac Group with the aim of developing an urban mobility ecosystem based on autonomous electric taxis. After receive almost 180 million euros through Croatia’s National Recovery and Resilience Plan and years of work with the authorities to create a favorable regulatory framework, the project is now a reality. How have they done it. The operating model It is built on three pillars: Pony.ai provides autonomous technology, one of the most mature systems in the world, with thousands of kilometers tested in Asia. Verne operates and manages the fleet as a local player with direct knowledge of the Croatian regulatory environment. Uber provides distribution and customer access from day one. Simply put, everyone focuses on what they do best. In parallel, Verne is building its own factory in Lučko, near Zagreb, where it will produce its own autonomous two-seater vehicle designed specifically for driverless urban transport, so it will have no steering wheel or pedals. This move has strategic implications for both Verne and Europe since it would mean eventually stopping depending on Chinese hardware to have its own technology and production process. Yes, but. Zagreb may be the first city with robotaxis in Europe open for commercial use and Verne may be Croatian, but the technology is Chinese and that means relying on an external player: Pony.ai supplies the driving system and BAIC manufactures the vehicles. In its favor, this pattern is not exclusive to Verne: other initiatives from the old continent follow the same trend with the exception of Wayve (Cambridge) or Mobileye (owned by Intel, born in Israel). But as the saying goes: evil of many… The second point of friction is regulation. In this initial phase of the deployment, the cars circulate with a safety operator on board who does not touch the steering wheel: his role is not to drive, but to intervene only if the system fails. The elimination of the driver depends on the European authorities giving the green light, for which there are no defined deadlines. Verne has declared that he will do it “as soon as possible.” In Xataka | Autonomous cars are beginning to change a paradigm: we no longer need four seats in a taxi In Xataka | No more greeting the driver: Norway launches the first bus where there is not a single human in control Cover | Verne

The best offers from El Corte Inglés on technology during Save the VAT, today May 23

El Corte Inglés is celebrating its Save VATa campaign full of offers in different product sections with very attractive discounts. Do you want to change your mobile phone or watch? Are you looking for a good sound bar to improve TV audio? Stay and we are going to review the five best deals that the store has right now. Sony WH-1000XM5 by 198.99 eurosvery complete headphones with a much more reasonable price. Google Pixel 10 Pro XL by 928 eurosthe best Google mobile with a great discount. Xiaomi Smart Band 9 Pro by 41.31 eurosa light sports bracelet with a lot of autonomy. Google Pixel 9a by 348 eurosan affordable Google mobile phone with a good photography section. Panasonic SC-HTB250EGK by 82.63 eurosa sound bar that is ideal for giving a touch of power and immersive audio to your television. The price could vary. We earn commission from these links Sony WH-1000XM5 If there are headphones that tend to drop in price relatively frequently, especially in campaigns, they are the Sony WH-1000XM5. El Corte Inglés right now has them for 198.99 euros and stand out mainly for their active noise cancellation, although they also do so because they are very comfortable headphones and because they have a good battery. The price could vary. We earn commission from these links Google Pixel 10 Pro XL He Google Pixel 10 Pro XL It is Google’s best mobile phone and it is not exactly the one that usually receives the most offers. However, El Corte Inglés has it right now for 928 euros with which it is one of the best prices we have seen so far. It is a big smartphone with 6.8 inch screen which has 16 GB of RAM and an excellent photography section. Google Pixel 10 Pro XL (256GB) The price could vary. We earn commission from these links Xiaomi Smart Band 9 Pro If what you are looking for is a good sports bracelet, but one that has an excellent screen and is also quite economical, be careful because the Xiaomi Smart Band 9 Pro has dropped to 41.31 euros. It is a device with a good 1.74-inch AMOLED screen, it is quite light with a weight of 24.5 grams, it has GPS and autonomy is approximately a couple of weeks. The price could vary. We earn commission from these links Google Pixel 9a If the previous Google mobile phone seems expensive to you, El Corte Inglés also has much cheaper proposals from the brand. We have the best example in the Google Pixel 9awhose price has fallen to 348 euros. It is a smartphone more compact with 6.3-inch screenits panel offers a refresh rate of 120 Hz and its photographic section is not too far behind, also offering good results. The price could vary. We earn commission from these links Panasonic SC-HTB250EGK Televisions do not usually stand out precisely in their audio section, so having a sound bar can be a quite noticeable change. If you are looking for something economical, the Panasonic SC-HTB250EGK Right now it costs only in El Corte Inglés 82.63 euros. It includes its own wireless subwoofer, offers a high power of 120W and allows you to connect devices via Bluetooth and HDMI. The price could vary. We earn commission from these links Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Image | El Corte Inglés and Compradicción (header), Sony, Samsung, LG In Xataka | Best smartwatch in quality price. Which one to buy based on use and seven recommended models In Xataka | Best sound bars in quality price (2026). Which one to buy and seven recommended models from 99 euros

The result is clear, alarming and there is no turning back

There is an unquestionable reality with the data in hand: In Spain it rains less now than 30 years ago. In fact, the climate has changed since the 90s: temperatures have risen, summers are longer and those rain patterns essential for activities such as agriculture or aquifer recharge are no longer what they used to be. The Spanish state is one of the regions of the planet where climate change is being seen more and better worse. In this climatic context, precipitation data tells a crystal clear story. Meteorologist Roberto Granda from Eltiempo.es has used AEMET Opendata records to draw maps that compare the average annual rainfall between the periods 1961–1990 and 1996–2025 in 71 stations with continuous data for more than 60 years. The first of these periods is not chosen at random: it is the reference climate norm fixed by the World Meteorological Organization, the global standard for detecting anomalies and trends. To distribute the values ​​between stations, Granda applied a geostatistical interpolation technique that incorporates the relief of the terrain, which makes it the most reliable method for mapping precipitation in a geography as irregular as the peninsula. The result is unequivocal: it rains less in Spain, and it is not something specific or local, but structural and widespread throughout almost the entire peninsula. In this climatic context, precipitation data tells a crystal clear story: meteorologist Roberto Granda of Eltiempo.es has used the records of the Spanish Meteorological Agency AEMET Opendata to draw maps that compare the average annual rainfall between the periods 1961 – 1990 and 1996 – 2025 in 71 stations, that is, with continuous data and for more than 60 years. It rains less in Spain and it is not something specific or local: but something structural and that affects almost the entire peninsula. Evolution of average annual precipitation in Spain. Roberto Granda with data from AEMET These first two maps collect the amount of precipitation in both time frames where it can be seen that he rain pattern continues: The north and northwest (Galicia, the Cantabrian coast and the Pyrenees) continue to concentrate the highest rainfall, above 1,500–2,500 millimeters annually, while on the other side of the scale is the southeast of Almería and Murcia, which does not reach 200 mm. But within that known pattern, absolute values ​​have fallen in practically all regions. With the data in hand, it rains less in Spain than it did 60 years ago Difference in precipitation from 1961 to 2025. Roberto Granda The most impressive map is exactly the one above these lines: the difference in rainfall between 1961 and 2025. At a glance it is clear that in almost the entire State the rain is in the red compared to 60 years ago, since the cartography is colored by beige and brown tones on almost the entire peninsular surface. The steepest falls, between 100 and 200 mm per year, are concentrated in inland Galicia, Extremadura and the central-western area. In this last area is Mediterranean aridification at its maximum splendor: the Mediterranean is one of the hot spots of climate change. Fortunately, there are some exceptionsbut they are localized: areas where the variation is practically zero or slightly positive. One of the most obvious is in the extreme northwest of Galicia, especially the Costa da Morte and the province of A Coruña, which maintains or slightly exceeds its historical records thanks to its direct exposure to Atlantic storms. Neutral or slightly greenish tones are also seen in some areas of the Navarrese and Aragonese Pyrenees, and in the corridor of southern Navarra and northern La Rioja, at the transition between the western Pyrenees and the Ebro valley. The meteorologist has also published year-by-year rainfall since the 1990s, allowing for a closer and more detailed analysis. Something that stands out considering the colors is that the variability has skyrocketed. The CSIC has an explanation: Oscillations between dry and humid extremes are precisely a characteristic of the Mediterranean climate under global warming. Precipitation per year. Roberto Granda Although the general trend is less rain, there is years that define the extremes. On the dry side, there are four years that stand out above the rest: the 94-95 biennium, devastating in the south and center of the peninsula, 2005 on the plateau or that 2012 that left reservoirs below minimum levels in half of Spain. At a quick glance, the 2017 orange draws attention: AEMET he rated it as one of the driest years since instrumental records exist. On the wet side, 96 – 97 stand out from what they had before and after, especially in the northwest and central. Also 2010 and 2013 show green and blue coverage well above the average. 2024 deserves special mention: it breaks a long streak and is the wettest year of the last decade in several basins. Of course, a wet year does not work miracles. The AEMET projections are not encouraging: this reduction in rainfall will worsen throughout the 20th century, with decreases of more than 20% in the south and southeast of the peninsula. With longer and more frequent rain events, the rain will be concentrated in more intense, concentrated and tragic events throughout the year. Because paradoxically, this pattern has consequences in both droughts and floods. In Xataka | The temperature your city will have in 2080, simulated on this disturbing interactive map In Xataka | How to see air quality and temperature with Google Maps Cover | Roberto Granda

Separations between people over 50 are growing. And there are two words that explain it: gray divorce

The term may be striking, but one thing must be recognized: it does not leave much room for misunderstanding. The “gray divorces” They are neither more nor less than that, separations carried out by couples with gray hair, spouses who are over 50 years old and often have been married for several decades. Until not long ago they were a relatively strange phenomenon; But as the population pyramid widened at its upper end and society changed, they have gained weight. So much, in fact, that there are already experts investigating its causes to understand them better. New times, new trends. Divorces with last name. There is nothing written about love. About heartbreak, either. There are those who end their marriages just a few years after saying “I do”, those who do so after decades and those who sign the divorce papers after the age of 60, when both spouses have gray hair. Sociologists and academics specialized in demographic phenomena have even given the latter a name: “gray divorces”. The term is not entirely new. In 2004 I used it and to the American Association of Retired Persons (AARP) and in 2012 researchers from the Bowling Green State University They even spoke of a “gray divorce revolution”, but since then it has attracted the attention of more and more experts. Today the expression is replicated in a good number of essaysincluding a extensive article published in 2024 in Sage Journal and that seeks to investigate its causes. A rising phenomenon. It takes reviewing some figures to understand that interest. In the US, the divorce rate among adults at least 50 years old has more than duplicate in a matter of two decades to the point that in 2010 almost 25% of separations could be considered “gray divorces”. Some experts have detected that their incidence has stabilized over the last decade or that they have even decreased after the pandemic, but still almost 40% of the people who decided to dissolve their marriages in the US in 2022 were still over 50 years old. Beyond the USA. The phenomenon is not exclusive to the US. The INE also leaves some brush strokes interesting about what is happening in Spain. For example, almost a third (31.8%) of divorces made official in 2024 were carried out by couples who had been married for at least two decades. Another key fact is that, although the highest number of separations occurs between spouses who are in their forties (40 to 49 years old), the average age at which they decide to follow different paths has not stopped growing in recent years until it is approaching 50. Among men it is already close to 49 years old. In general, the INE estimates that over the last three decades, senior divorces, between couples over 50, have skyrocketed by around 40%. Accented from 65 onwards. “Divorce in old age is increasing in the Western world, even in family-oriented societies like Israel, in which the most common family status for older adults, aged 60 or over, is to be in a long-term heterosexual marriage with adult children,” a group of researchers from the University of Haifa reflected a few months ago in an article focused precisely on the drift and causes of gray divorces. In their analysis, they also see a particularly marked increase among couples with members who are 65 or even older. Average age of spouses at divorce (YEARS) Women Men 2015 43.8 46.3 2016 44.2 46.7 2017 44.8 47.2 2018 45.2 47.6 2019 45.5 47.9 2020 45.6 48.2 2021 45.5 47.8 2022 45.9 48.4 2023 46.2 48.7 2024 46.6 49 And why do they separate? The big question. And there is no single answer. The first and obvious thing is that not only those who get divorced have changed; society itself has done it, increasingly older in regions like Europe or the US. Considering that the average age of Americans has gone growing gradually since the 1970s or that the population over 64 years of age hasn’t stopped to gain weight, it makes sense that there are also more and more divorces involving couples who have blown out all 50 candles. life expectancy has been stretched Furthermore, which broadens the life horizon of couples. “Your ability to enjoy has improved”. “In these societies, older adults enjoy relatively good health and functioning, and these conditions have improved their ability to enjoy life,” they add the Halifa researchers, who point both to the transformations of the population pyramid and at the cultural and social level. “Later-life divorce is increasing due to changes in marital and family structures and demographic trends.” Although that is the general framework, there are those who appreciate important nuances. After observing a slight drop in divorce rates among couples aged 50 to 60 from 2022, a study Recent research from Bowling Green State University raises an interesting reflection: gray divorces could be “largely” a phenomenon associated with couples Baby Boomersformed by spouses born around the middle of the 20th century. One process, two phases. During your studio Researchers at the University of Halifa discovered something else: they concluded that divorces that occur after the age of 50 or even in old age are usually the result of a “complex” and long process, lasting several years, during which two well-differentiated phases can be identified. “The first, continuous and prolonged, is that of staying together despite the distance. The second captures the moment of the final decision to separate, with a point of no return or inflection and several accelerating factors in the background.” The experts too have identified two large layers in divorces between older couples: the “interpersonal” and the “demographic”, such as increased life expectancy. Of the two, the most curious are the first, since – the researchers highlight – they do not differ much from the reasons that lead younger couples to break up: distancing, infidelities, health or financial problems, poor communication, behavioral changes or an imbalance of roles in the home. Second … Read more

In the year 958, King Sancho I of León was so fat that his court forced him to do something unprecedented: the first miracle diet.

His reign was fleeting, troubled and controversial, but Sancho I of León It well deserves to go down in the books of national history. And it deserves it for two compelling reasons, never better said. The first is that if he was removed from the throne in 958, it was not because of a game of palace conspiracies and disputes between nobles. Or those weren’t the only reasons, at least. The trigger was his exorbitant bellya belly so prominent that it earned him the nickname ‘El Gordo’ and made his subjects doubt whether he was the most suitable person for the throne. The second is that he can boast of having completed perhaps the most successful (and earliest) “miracle diet” in Spain. We explain ourselves. When I was a child, in the 940s, there was little reason to think that Sancho could one day become a relevant character in the kingdom of León. His status as the third male child of Ramiro II relegated him to a secondary position, behind his Vermudo brothers (died 944) and Ordoño. And if the crib had not favored him, his health was not buoyant either: he was not a young man given to long rides or exercising. Theirs were rather the comforts of the palace, especially those that were served in fountains, well watered with oil. From Ramiro ‘the Great’ to Sancho ‘the Fat’ Miniature representing King Sancho I of León. At the table, Infante Sancho did not hold back. They say that it was given to anthological feastswith seven meals a day, sometimes consisting of 17 dishes, among which there was no shortage of stews with game meat. Perhaps history exaggerates and has deformed his figure, but it has left us at least one piece of information to give us an idea of ​​how plump Sancho was and to what extent he developed morbid obesity: it is said that, already in his adult stage, he came to weigh 240 kilos. If his father had been nicknamed Ramiro ‘the Great’ —or ‘the Devil’, as his enemies referred to him—and his predecessor Alfonso “the Monk”Sancho was given a much less epic and much more descriptive nickname: ‘el Crassus’. Or directly ‘El Gordo’. However, it was one thing to be fond of lavish banquets and quite another to renounce the throne and settle for the delegated government of the county of Castile, a responsibility that had been assigned to him in 944. Once his father died and his older brother became Ordoño IIISancho organized a rebellion between 954 and 955 to expel him from power. The trick came to fruition. His attempt to overthrow him by force was a resounding failure, but in a surprising turn opportune for Sancho’s interests, Ordoño III died not long after, thus granting him the accession in 956 to the crown of a kingdom that was facing delicate moments due to internal tensions and Muslim incursions. His belly didn’t help either. It was bad to weigh 240 kilos, but worse to combine such weight with that of a crown that required being willing to be embedded in armor. As Professor Margarita Torres recalls in an article of the Royal Academy of History (RAH), in the 10th century a king was expected to will combine certain qualities: good judgment, balance, firmness… and the skills of a war leader. It would have been very difficult for Sancho I to appear on a horse on the battlefield, as well as fighting while brandishing a sword or even something as crucial for the crown as providing offspring. Such a condition undermined his image among the kingdom’s aristocracy, who ended up losing respect for him. Add to that the memory of Sancho’s failed coup against his brother Ordoño III and the decisions he made once seated on the throne, which led him, for example, to distance himself from his uncle, the influential Count Fernán Gonzálezand a perfect cocktail will emerge for the fall from grace of a novice monarch. Helping the king lose weight Just two years after being crowned in Compostela, ‘el Crassus’ lost his precious scepter, which passed in 958—by siege—to the infante Ordoño Alfonso. Sancho managed to save his skin and took refuge where he knew he would be safe: in Navarra, with his grandmother, Queen Todoan old woman more than 70 years. The story of Sancho I could have ended then. Fortunately, her maternal grandmother was a woman of means and decided to ask for help from the person who would have the least qualms about plotting against a Christian monarch: Abd al-Rahman IIIthe caliph of Córdoba, an interesting ally both for his position and his resources. At his service he had a renowned doctor, the Jewish scholar Hasday ibn Shapruta skilled, polyglot, cultured man who could help the king overcome his overweight. In exchange for the alliance with Abd al-Rahmanto which the Navarrese joined, the supporters of Sancho I agreed to hand over fortresses on the border. It was not a bad payment for a move that not long later, in April 959, would allow him to return triumphant to the capital of his kingdom while Ordoño IValias ‘el Malo’, was forced to flee and end up in Córdoba. The second and definitive stage of the reign of Sancho I began, which would last until his death in 966. The surprising thing is that—if we believe tradition—the Sancho who returned exultantly to León had little to do with the one who had fled some time ago to take refuge in his maternal grandmother’s castle. In fact, the nickname ‘Crassus’ had become too much for him. The reason? The strict “bikini operation” to which Shaprut had subjected him before his return to the throne, in Córdoba. The remedy was so effective that it is said that Sancho lost more than 100kg in a matter of a few weeks. Before embarking on following the diet of the wise Jew, it is better that you take note, however, of what you will need, … Read more

which cars can circulate and which rest on May 23

A new Saturday Today No Circula day is launched this weekend, a measure coordinated by the Environment Secretariat of Mexico City (SEDEMA) whose objective is to mitigate pollution levels in the Valley of Mexico. Those who plan to travel in their private vehicles must carefully verify the last digit of their license plate and the verification hologram before going out on the street. It is worth remembering that this ordinance not only restricts mobility in the 16 municipalities of CDMX, but its obligation extends to various metropolitan municipalities of the State of Mexico. The program operates in: Atizapan of Zaragoza Coacalco de Berriozábal Cuautitlan Cuautitlán Izcalli Chalco Chicoloapan Chimalhuacan Ecatepec de Morelos Huixquilucan Ixtapaluca Peace Naucalpan de Juárez Nezahualcoyotl Nicolas Romero Tecámac Tlalnepantla de Baz Tultitlan Chalco Valley Also, remember that if your route passes through any of these locations, the Saturday No Circulation Day also applies. Which vehicles and license plates are affected by Hoy No Circula Saturday? The objective is to reduce the volume of cars in circulation to reduce polluting emissions; However, Saturday sessions operate under particular guidelines that complement the rules in force from Monday to Friday. Not all units must stop on the same weekend: the hologram, the completion of the license plate and whether Saturday corresponds to an even or odd week will determine which driver must leave their car parked and who has the option of transiting. Likewise, it is mandatory to consider that the Saturday Hoy No Circula does not remain active during the entire day. The hours of application go from 5:00 a.m. to 10:00 p.m., so outside of that period—during the night and early morning—the regulations do not limit road traffic, unless the authorities dictate an environmental contingency or another extraordinary measure with added restrictions. For the specific date of May 23, 2026it is established that as we are talking about the fourth Saturday of the month, it is the vehicles with hologram 1 and license plates whose ending is an even number that will have to suspend their activities and not circulate for the duration of the program. If your car has these characteristics, it will be mandatory to keep it motionless until the regulatory deadline ends after 10:00 p.m. In contrast, those cars that have a 0 and 00 hologram retain the authorization to move freely under the guidelines of Today No Circula Saturday. Meanwhile, the units identified with hologram 2 cannot circulate under any circumstances on Saturdays. Apart from the previous categories, it is necessary to take into account that there is a list of exempt vehicles that enjoy the benefit of circulating without being compromised by the restrictions current. These include: Electric, natural gas or hybrid technology vehicles Units registered with plates for people with disabilities All those intended for urban public transport services (including funeral services) Those dedicated to school or passenger transportation Those assigned to public security and/or civil protection Motorists who do not comply will face significant financial penalties. The fine for violating the program ranges from 20 to 30 times the Measurement and Update Unit (UMA), which is equivalent to approximately 1,924.40 pesos at the minimum and up to 2,886.60 pesos at the maximum. Along with the direct monetary impact, the potential retention of the unit in a warehouse and the setbacks linked to clearing the corresponding procedures with the authorities are contemplated. In short, if you plan to make trips in your car this Saturday through CDMX or through the suburban municipalities of the State of Mexico that are included in this regulation, it is advisable to carefully check before starting what hologram your vehicle has, what the ending of your license plate is and if the calendar shows an even or odd week. Photo | Sunira Moses In Xataka | The countries that pollute the most in the world, gathered in a detailed graph

the key is in tiny technology

The promise of 6G It has been on the table for years, but there is a part of that story that is usually left out of the window. We’re not just talking about faster mobile phones, seamless video calls or almost instant downloads, but about something much more complex: getting huge amounts of data to travel through the air with great stability. That’s where technology meets its own ceiling. And a Japanese team just placed a tiny piece right in the center of that problem. 112Gbps. What the researchers have achieved is to send data wirelessly at 112 Gbps in the 560 GHz band. The demonstration was announced by Tokushima University and researchers from this university and Gifu University participated. The important fact is not only the speed, which is already enormous, but also the place where it has been achieved: above 420 GHz. According to the researchers, it is the first time that 100 Gbps class wireless communication has been demonstrated above 420 GHz. The 350 GHz wall. To understand why this result matters, we have to look at the problem that terahertz communications have been experiencing. Mobile networks have gained speed and capacity by increasing working frequencies, but this path becomes more complicated when entering extreme territories. Above 350 GHz, conventional electronic technologies face to lower output power and increased phase noise. In other words: it costs more to generate a strong, stable and useful signal to transmit data at high speed. The tiny piece is a microcomb. The word may sound strange, but the underlying idea is quite visual. A microcomb generates multiple regularly spaced optical frequency modes, like the tines of a comb. Tokushima University explains that this allows very high frequency optoelectronic signals to be obtained with a quality superior to that of conventional electronic approaches. In the configuration used by the team, an optical fiber is attached directly to the microresonator, which eliminates the need to perform extremely precise optical alignments as in conventional systems. The way forward. First, the microcomb allows the generation of a cleaner and more stable terahertz signal than that obtained with conventional electronics at those frequencies. Then modulation comes into play, which is the way of encoding the information within that signal so that it carries more data. The official source talks about high-order modulation techniques, such as QPSK and 16QAM. With QPSK, the system achieved 84 Gbps; with 16QAM, it reached 112 Gbps. It is not for tomorrow’s mobile. It is advisable to understand the scope of the advance before imagining phones directly connected to 560 GHz. The university itself speaks of a technological base for ultra-fast backhaul links and integrated photonic-wireless networks in 6G systems. Simply put, backhaul is the part of the infrastructure that connects base stations to the main network. That’s where very high-capacity wireless transmission can make sense: moving large volumes of data between fixed points. There is still a way to go. Researchers want to extract even more performance from these waves by reducing phase noise, developing more advanced antennas and increasing power output. The objective is clear: that speeds like these do not remain a one-time demonstration, but can be sustained at greater distances. There will be an important part of the reality test. What we’ve seen now is not a finished 6G network, but rather a piece of technology that helps show how a part of that network can be built. Images | Tokushima University In Xataka | Reddit was one of the last corners of the Internet free from burning. Now it’s starting to show worrying signs.

His pieces now support a million-dollar business.

He Airbus A380 It was born to be many things at once: a demonstration of European industrial muscle, a response to the growth of air traffic and a different way of imagining great long-haul trips. For years we saw it as the double-decker that promised to change the economics of denser routes, but the market ended up moving in another direction. The interesting thing is that his story did not end with the closure of the production line in 2021. Now, some of its value is showing up where it was least expected: on planes that no longer fly. The explanation begins in a very specific tension in the market. In April 2025, VAS Aero Services noted that delays in deliveries of Boeing 777Xdelayed until at least 2026, were increasing dependence on the A380 to meet the demand for large long-haul aircraft. The company then estimated that there could be up to 175 units of the model in operation worldwide, a figure that helps understand the pressure on the inventory of certified used parts. The question is not just how many A380s remain in service, but how such a dedicated fleet is maintained when the aircraft is no longer in production and the supply chain increasingly relies on certified used material. The focus is on that market, where recovered parts can re-enter service after the corresponding processes. This detail changes the reading of the retired aircraft: it stops being only an asset at the end of its useful life and begins to function as a source of components for other operators. In a limited fleet, each recoverable item carries more weight. The business is also in the planes that no longer fly In practice, this economy of the retired A380 involves converting a complete aircraft into a parts catalogue. Airbus has selected the aforementioned VAS Aero Services to manage the disassembly and redistribution of certified used material from several units that are decommissioned. The plan announced by the company involves working together with Tarmac Aerosave in Tarbes, France, and placing the recovered parts in Europe to serve the market. EMEA. The firm, an independent subsidiary of Satairan Airbus Services company, acts here as a bridge between retiring aircraft and operators in need of spare parts. The VAS information does not put a total figure on the resulting catalogue, but it does point to especially relevant elements: the engines of these aircraft will be offered for rent and can also be used as a source of used parts in demand. Simple Flying adds two pieces of information that help understand the size of the business: a set of superjumbo landing gear weighs about 5,443 kg and can fetch several million dollars on the secondary market, while a Rolls-Royce Trent 900one of the engines used in the A380, can be sold in service condition for about 10 million dollars. As we can see, each retired aircraft becomes more than just scrap. The company itself expresses it in quite clear terms. Tommy Hughes, CEO of VAS, assures that they early identified the A380 platform as a “growth opportunity in the aftermarket” and that they continue to invest in A380 aircraft at the end of their useful life to make critical components available to the global market of large aircraft operators. In the same communication, the manager adds that the time has come for a program focused on retiring the A380 at the end of its life and “monetizing the residual value of its parts in serviceable condition.” The paradox is powerful because it returns the A380 to an unexpected place. The plane that was born to redefine great long-haul travel ended up being too big for many of the airlines that had to support it, but its retired units still retain value in an industry that needs keep existing fleet operational. We are not facing a complete vindication of the program, nor before a second youth without nuances. We are looking at something more concrete and perhaps more revealing: even one of Airbus’ biggest setbacks can continue to generate business when dismantled piece by piece. Images | Airbus | Engine Alliance In Xataka | Boeing is losing ground to Airbus on all fronts. Including Italy’s air tankers

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