usatoday24

the best deals we have found today, March 31

by

Holy Week has already started and with it days of vacation and rest for many. If you are thinking of renewing some of your devices and want to do it at the best price, amazon It has discounts on technology that may interest you. These are the best bargains that we found today, March 31. Apple iPad 11 Inch: A16 Chip The price could vary. We earn commission from these links smartphone Xiaomi POCO X8 Pro by 369 euros: 6.59 inches and 512 GB. Tablet Apple iPad 11-inch WiFi + Cellular by 764.20 euros: 11 inches and 512 GB. surveillance camera Reolink Solar Floodlight Cam by 85 euros: with lights and battery that is charged with a solar panel. V16 beacon Brosstall with accessories by 31.53 euros: with non-slip suction cup and power adapter. air fryer Cosori Dual Blaze by 109.99 euros: 6.4 liters and with an app with more than 90 recipes. Xiaomi POCO X8 Pro Smartphone If you are thinking of buying a cell phone this Easter and want one that has a good configuration at a reduced price, this Xiaomi POCO X8 Pro It’s a good option right now. In its maximum configuration (12 GB of RAM and 512 GB of internal storage) it is available with a 23% discount today, being able to buy it for 369 euros. This Xiaomi Poco has a screen 6.59 inch AMOLED and 1.5K resolution. Its battery is 6,500 mAh and supports 100 W HyperCharge charging. The brain of this smartphone is the Dimensity 8500-Ultra processor and the photographic system is signed by Sony, with a 50 MP main lens. XIAOMI POCO X8 Pro – 12+512GB Smartphone The price could vary. We earn commission from these links Apple iPad 11-inch WiFi + Cellular Tablet The iPad is, without a doubt, one of the undisputed queens in the tablet sector. On Amazon, this iPad with A16 chip It is the best seller and, now, it has a 18% discountbeing a good time to buy it. Specifically, it is available for 764.20 euros. This iPad has a 11-inch Liquid Retina display with Touch ID. The most interesting thing is that it is the WiFi version and 5G connectivity, so you will always have access to the Internet (as long as you use an eSIM). In addition, it comes with an internal storage of 512 GB, more than enough for you to store movies, photos and thousands of documents. Apple iPad 11 Inch: A16 Chip The price could vary. We earn commission from these links Reolink Solar Floodlight Cam Surveillance Camera These Easter holidays can be a good time to start equipping your home for summer. If you are worried about home security, this Reolink solar surveillance camera is a bargain now. It is reduced to 99.99 euros and, in addition, you have a 15% extra discount coupon (which you have to apply before adding the product to the basket). It remains available for 85 euros. It is a surveillance camera solar with spotlights. It offers 2K resolution and motion-activated lighting up to 1,000 lumens. Besides, solar poweredso you can forget about having it plugged in, making it an ideal option for patios and houses with gardens. Reolink Solar Floodlight Cam Solar Surveillance Camera The price could vary. We earn commission from these links V16 Brosstall beacon with accessories If you are going to travel during Easter and do not want your car trip to become a via crucis due to a fine for not carrying the V16 beacon, Amazon has a 55% discount This Brosstall model that comes with some very interesting accessories. Its price, at the moment, is 31.53 euros. In addition to one’s own V16 beacon (with built-in geolocation until 2038), this approved model stands out for its accessories. The most interesting is the power adapter with 1.5 meter cable that it comes with, as well as its silicone support with non-slip suction cup (ideal for cars with glass roofs). Brosstall V16 DGT Approved Beacon with Geolocation + accessories The price could vary. We earn commission from these links Cosori Dual Blaze Air Fryer If you stay home at Easter and want to cook healthy (and for many people), this Cosori air fryer It is one of the bargains that are worth it today on Amazon. It’s about the model Dual Blaze WiFiwhich is available now for 109.99 euros. This Cosori is an airfryer with 6.4 liter capacity and a minimalist design that fits perfectly in any kitchen. It comes with 11 programmed cooking functions and more than 90 recipes are available in the app. Its basket can be put in the dishwasher and as it has a WiFi connection, you can monitor all the cooking progress from your mobile phone. Cosori Dual Blaze Air Fryer WiFi 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. Images | Xiaomi, Apple, Cosori, Brosstall and Reolink In Xataka | The best mobile phones, we have tested them and here are their analyzes In Xataka | Best mobile phones in quality price. Which one to buy based on use and seven recommended models

The US has rescued its most “brute” plane for an impossible mission

by

The 30 mm cannon an A-10 It can fire almost 4,000 projectiles per minute and its sound is so characteristic that soldiers identify it before even seeing the plane coming. In fact, for decades it has been one of the most recognizable symbols of air support in combat, although its withdrawal had already been decided. The war in Iran has resurrected it. Which means the return of the A-10. At this moment there are dozens of A-10s that have put heading to the Middle Eastand among military analysts that can only be due to one thing: that the United States has rescued its most “brute” plane for a mission that it seems impossibleand that points directly to a change in the nature of war. Because the Warthog It is not an aircraft designed for clean campaigns from high altitudes or for technological wars at a distance, but rather for flying low, “dirty” and shoot a few meters of the enemy supporting troops in direct contact. His massive deploymentalso in the twilight of its operational life, suggests that Washington is no longer thinking only about degrading Iranian capabilities from the air, but in scenarios where there will be soldiers on the ground who will need close, constant and brutal coverage. Distances in war. Hours before the deployment was known, they went viral some images of A-10s making unusually long strafing passes in Iraq (of more than 9 seconds), which gave an idea that they are not a technical anecdote, but rather a clue to what is changing on the battlefield. This type of use (long, less precise and unusual shots) only makes sense for dispersed, dynamic and close targets, as groups of combatantsnot infrastructure. That is, scenarios where the plane acts almost like aerial artillery in direct support of troops, reinforcing the idea that the conflict is evolving towards more chaotic, closer and less controlled confrontations. What the A-10 fits with. It we count yesterday. At the same time that these planes arrive, the United States does not stop to accumulate troopsspecial forces and logistics capabilities in the region, preparing operations that would no longer be only aerial but also incursions on the ground. The options being considered (from assaults on coastal installations to the taking of strategic enclaves like Kharg Island or missions for capture nuclear material) fit perfectly with the type of support that offers the A-10: close, persistent coverage designed to protect soldiers in high-risk situations. The plane thus appears as the missing piece to complete a hybrid war scenario that mixes air attacks with limited but intense ground operations. The strategic contradiction. All this occurs in parallel to a political speech from Washington increasingly contradictorywhere there is talk of ending the war in weeks while deployments are prepared that point just in the opposite direction. The possibility of closing the conflict without reopening the Strait of Hormuz reveals that the United States wants to limit its involvement, but the media accumulation (troops, drones, electronic warfare and now A-10) indicates that it is preparing for escalation if negotiations fail. In other words, we are facing a strategy that tries to keep all options open, but that in practice increases the risk of a deeper and longer war. Point of no return. If you like, on the whole, all the signs seem to converge in the same direction: the conflict is entering a phase where distance is no longer sufficient and direct contact points to be inevitable. The A-10, with its ability to operate at low altitude and punish nearby targets for long periods, symbolizes that shift toward a harsher warmore physical and more dangerous. In any case, it does not guarantee the success for the United States (in fact, his presence suggests how difficult what lies ahead will be for his troops), but it does confirm that Washington is preparing for a scenario where missiles and bombings will no longer be enough, but rather the ground will have to be held under constant fire with those thousands of soldiers that have been arriving in the Middle East. Image | US AIR, United States Air Force In Xataka | By launching more than 850 Tomahawks a month, the US was going to lose its war with Iran. So he has changed ammunition: thousands of soldiers In Xataka | The US had 17 irreplaceable “radar” planes: now it has 16 planes and many reasons to worry in Iran

150 years ago, Spain made a unique decision in the world. Ouigo and Iryo believe that Renfe uses it to get them out of the market

by

They have no rolling stock. And the worst of all (for them) is that they are not going to have it. Ouigo, Iryo and a third rolling stock company have raised their voices before the National Markets and Competition Commission (CNMC) to make it clear that the current system with two gauges of track reduces their competitiveness in our country compared to Renfe. And it doesn’t seem like it’s going to change in the short term. What has happened? The CNMC has published a document with the name “Report on technical barriers to the provision of railway services”. It sets out the challenges and interventions that Spain should carry out in the coming years. It specifies that the Spanish railway system has the obligation to improve interoperability with its neighboring countries, both to facilitate the flow of passengers and goods. But there is a drawback: the track widths. And this inconvenience has a very relevant economic impact. They complain. In the document the different postures are collected of those involved. And it states that “Ouigo, Iryo and a rolling stock manufacturer (which is not specified) warn that the uncertainty regarding the schedule and details of the Gauge Migration Plan, as well as the unification of the electrification system and the implementation of the ERTMS signaling system, makes decision-making on strategic investments difficult, and they ask that the Gauge Migration Plan be prepared and published as soon as possible.” In short: the two operators and the rolling stock manufacturer complain that Adif does not have a clear plan as to whether the Iberian high-speed track gauges are going to adapt to European standards, which move in standard gauge. The same happens with the unification of the electrification system and the definitive implementation of the ERTMS system. And they defend themselves. The position of Adif and Renfe is set out in the same document. Both companies “point out that incorporating gauge change technology in the rolling stock and infrastructure is less expensive and entails fewer interruptions in traffic than the migration of the infrastructure. On the other hand, both the AESF and the DG of the Railway Sector indicate that, in addition to Talgo, there is a second manufacturer of variable gauge rolling stock for high speed, CAF, although they admit that it is currently only approved to operate at 250 km/h.” In short: neither Renfe nor Adif They believe that adapting to the standard width is economically profitable given the high economic impact. The bottleneck. What Ouigo and Iryo defend is that the current situation and the commitment to trains with wide gauge technology leaves them behind. They have two reasons to maintain this. CAF can supply trains with this technology but they are only approved to travel at a maximum of 250 km/h. Talgo is the only company with this technology with approval to circulate up to 350 km/h. They are known as Talgo AVRIL but their production is committed to Renfe. And the results are not satisfactory either.. Beyond these two manufacturers, no one seems to want to get involved in the production of trains capable of changing tracks between standard and Iberian gauge. And the fact is that their production means meeting a demand that is still a niche or a rarity in the world railway system. Very juicy. The reluctance of Adif and Renfe is not strange either. For Adif it would mean a huge investment that has to be able to make profitable with the rest of the operators when the vast majority of current corridors in Spain already operate with standard gauge. For its part, Renfe does not want to let go of this trick either. Right now, the high speed to Galicia needs trains that are capable of moving between the Iberian gauge and the standard gauge if you do not want to transfer and the Spanish company is the only one that has the trains for this. The Galician corridor has also emerged as one of the most profitable. Travel has grown so much that it has made airlines retreat and now that they have to liberalize the line, maintaining the current situation guarantees that they will continue to be the only ones that will be able to offer this trip without transfers, which is a clear competitive advantage. Photo | Falk2 In Xataka | “Whoever wants to come, should invest”: Ouigo wanted to enter the Madrid-Galicia AVE but now sees it as impossible before 2030

they had not paid their designer

by

He superyacht that Steve Jobs designed during the last five years of his life he was on the verge of never reaching the high seas. Not because of a technical failure or a temporary fault, but because someone reported that Jobs’ heirs had not paid what they owed. the ship Venus was seized in the port of Amsterdam by court order without the possibility of carrying out its maiden voyage. The person responsible for the blockage was designer Philippe Starck, who had worked with Jobs on the project. His lawsuit had an explanation that goes far beyond a simple unpaid invoice: it was overconfidence with Jobs. Five years designing the perfect boat Jobs was involved in the design of his yacht Venus with the same obsession that he put into every Apple product. As and as happened with Jony Ive with the design of the iMac, Macbook, iPod and, of course, with the iPhone, Jobs worked closely with Philippe Starck for years to define every detail of what the Venus. From the outer silhouette to the woods of the interiors, looking for a result that combined elegance and technology in a way that no boat had achieved before. The agreement between the two was closed with the same informality that characterized many of Jobs’ relationships of trust. Starck would charge 6% of the total project cost as compensation for his design work. There was not the slightest doubt among them as to what this deal entailed. The problem is that Jobs died in October 2011 without having seen the Venus finished, and without having settled the final remuneration of the designer. As and as explained to Reuters the lawyer representing Starck’s company: “These guys had a lot of trust in each other, so there wasn’t a very detailed contract.” What during Jobs’ life was an agreement between people who respected each other, became a source of conflict with his heirs after his death. Two different figures for the same boat Starck’s remuneration was linked to 6% of the cost of the Venusan agreement that seemed simple until the time came to implement it. The original budget for the project was around €150 million, which would have left the designer with a commission of €9 million. The problem is that the ship ended up costing 105 million euros, and Jobs’ heirs argued that it was that final cost, and not the initial budget, that was the figure on which the payment should be calculated. Applying 6% to the actual construction cost, Starck’s commission was reduced to about 6 million euros, three million less than he considered he was entitled to. In the absence of an agreement, Starck turned to a debt collection agency and obtained a court order that detained the Venus in the port of Amsterdam without the possibility of making its maiden voyage until the debt was paid. The Port spokesperson confirmed the situation to the BBC: “The boat is new, but there is a claim of 3 million euros on it. The parties will have to resolve it.” The dispute was resolved just a few days later. According to reported Le MondeJobs’ heirs paid Starck an amount that neither party wanted to make public, and the Venus was free to navigate. There were no statements or details about whether the payment was in line with what the designer claimed or if an intermediate agreement was reached. The attorney for the owners of the Venus made no public comment at any point in the process, the case was closed as quietly as it had begun, and the ship left the dock of Amsterdam without anyone explaining how exactly the account had been settled. The ship that Jobs never saw He Venus It is a superyacht easily recognizable by its 80 meters in length and its sharp, high-waisted silhouette simulating a blade cutting the waves. The superyacht was built in the shipyards Feadship from the Netherlands, the same ones that built the launchpad by Mark Zuckerberg. Its navigation technology is managed by seven 27-inch iMacs installed on the bridge, and the interior design combine glassaluminum and wood with three-meter-high windows that flood the spaces with light. Jobs never set foot on it. He Venus was given directly to his widowLaurene Powell Jobs, a year after the death of the Apple co-founder, and it is she who has enjoyed it since then. Jobs was aware that he was designing a yacht that he might never see completed. Walter Isaacson stated in his biography of Jobs: “I know that it is possible that I die and leave Laurene with a half-built ship, but I have to continue. If I don’t, it is a recognition that I am about to die.” In Xataka | The chances of two superyachts colliding are few, but never zero: “You won’t believe it, but our yacht was hit” Image | Flickr (Jimmy Baikovicius), Feadship, Apple

The internet has become obsessed with drinking hot water in the morning. Science is clear about what it does (and what it doesn’t)

by

We live in an age obsessed with ice. From the omnipresent iced coffee winter to complex viral drinks like sleepy girl mocktail that flood our social networks. However, in the midst of this liquid sophistication, the most revolutionary gesture for our gastrointestinal and mental health upon waking might be the simplest, most boring and cheapest of all: a glass of hot water. Faced with the inertia of an accelerated modern life full of stimuli, serving ourselves a glass of water at a pleasant temperature is presented as the first self-care gift that we can give to our body after emerging from the inertia of sleep. But what is the truth behind this practice? Is it an internet myth or a truth backed by science? The viralities of social networks. Just enter platforms like TikTok or Instagram to see thousands of influencers documenting how this morning habit deflates them, gives them energy and improves their digestion. As documented New York Timeshot water has become the new wellness superstar on-line. However, what the internet has dubbed a novel “longevity hack” is actually a fundamental pillar thousands of years old. This practice is deeply rooted in Indian Ayurveda (where the morning ritual is known as usha paana) and Traditional Chinese Medicine (TCM). In these cultures, it is believed that the cold turns off the agni (the digestive fire) and weakens the vital energy or Qiforcing the body to expend extra energy to warm the stomach. Hot water, on the other hand, balances the Yin and the Yangkeeping the body calm. Plain water, tea or infusions? When experts talk about this habit, they literally mean just that: water. Pasu Harisadee, traditional Chinese medicine educator, points out that “simple water is the most neutral base and the most recommended for most.” Of course, additions are allowed. Squeeze a little lemon provides vitamin C; add fresh ginger strengthens defenses and combats nausea; and a touch of honey can soothe the throat. However, the medical portal Verywell Health makes an important distinction versus tea or coffee: although infusions provide fluids, the caffeine present in coffee or certain teas has a slightly diuretic effect. Pure hot water is the undisputed champion of direct hydration. The golden rule and the temperature paradox. This is where medicine draws a non-negotiable red line: be careful not to get burned. Although some portals such as Healthline suggest that hot drinks They can be consumed in a range of up to 71ºC, oncologists and gastroenterologists are much more strict. As a study published in Frontiers in Nutritionconsuming drinks over 60ºC (140ºF) on a regular basis is associated with an increased risk of esophageal cancer, in addition to damaging oral tissues and burning taste buds. The ideal temperature should be lukewarm or comfortingly hot, never smoking to the point of burning. As Helen Ruckledge summarizes, nutritionist: “A tip: if you choose hot water, boil it and let it cool instead of drinking it directly from the tap.” The science behind. The core of this debate lies in separating magic from physiology. And in this area, experts have very clear positions: Intestinal hygiene and digestive “awakening”: This is the most supported benefit. Ana Luzón, Nutrition and Dietetics technician, explains in ABC which is about pure “mechanical efficiency”. Our body is at about 37ºC; Introducing ice water suddenly means a little thermal stress. Hot water acts as “intestinal hygiene”, dissolving food remains and mucus. For her part, Dr. Lisa Ganjhu, a gastroenterologist consulted by The New York Timesillustrates it perfectly: during the night, the digestive system is paralyzed. Hot water generates waves of contraction and relaxation in the muscles of the esophagus, stomach and intestines. “It’s basically telling everyone, ‘Okay, get up. We’ve got to get going,’” he says. This natural lubrication is key to combating morning constipation. Achalasia relief: To give it a deeper medical dimension, hot water is particularly useful for people who suffer from achalasia, a rare disorder that makes it difficult for food and liquid to pass into the stomach. Heat helps relax the lower esophageal sphincter, making the swallowing process easier. Relaxation of the nervous system: Holding and drinking a hot cup activates the parasympathetic nervous system, which is responsible for the “rest and digest” mode. This calms muscles, reduces tension, and relieves morning anxiety. Besides, a 1978 study already explained, the steam from hot water helps clear nasal congestion and relieves cold symptoms much better than room temperature liquids. Debunking myths: Neither ‘detox’ nor fat-burner. The big question that haunts the reels: Does hot water detoxify? No. Kristen Smith, nutritionistand Diane Lindsay-Adler, dieticiandetail that water does not magically eliminate toxins, the liver and kidneys are responsible for that. Hot water simply helps these organs do their job of filtering properly by keeping them hydrated. It is vital to compare this with dangerous internet methods. The obsession with do “detox” based on liquid diets or juices is a danger. A Northwestern University study showed that eliminating fiber living on juices for just three days is enough to ruin the intestinal microbiome. Hot water, on the other hand, is safe and assists the body without destroying the flora. Does it speed up metabolism and lose weight? Neither. There is no solid scientific evidence that it acts as a fat burner. There is a very brief metabolic cost while the body adjusts the temperature of the liquid, but it will not cause you to lose weight. The temporary weight loss that some notice on the scale is due, purely and simply, to the fact that the hot water has helped them go to the bathroom. The other side of the coin. A good analysis is not complete without its counterpoint. When is it not a good idea to drink hot water? If your goal is pure rehydration (for example, after intense exercise), a 2013 study showed that fresh water (at about 16ºC, similar to that of the tap) is the most effective. Additionally, there is a curious paradox with sweat: drinking hot … Read more

China has been pushing the boundaries of engineering for years. Its gigantic high-speed tunnel boring machine has just given another example

by

China has been developing large infrastructures and its own machinery to execute them for years, with projects that tend to stand out for their size and the technical control they require. It is not just about building more, but about doing so under increasingly demanding conditions. This pattern is repeated in very different areas, from energy to scientific research, and also in transport infrastructure. Under this logic, the appearance of new machines and projects is not an exception, but rather the continuation of a clear trend that now adds a new chapter with the “Linghang” tunnel boring machine. The advance. “Linghang” has completed the section under the Yangtze Riverwith a continuous excavation of just over 11 kilometers, according to CCTV. The machine began its journey on April 29, 2024 from Chongming Island, in Shanghai, and after 23 months of work, it completed the underwater section of the river, surpassed the south dam and came ashore in Taicang, in Jiangsu province. The movement is not minor: it involves completing the section under the watercourse, one of the key points of the work, and leaving the project one step away from its next milestone. What’s behind. The operation is integrated into the tunnel Chongming-Taicanga key work within the Shanghai-Nanjing section of the Shanghai-Chongqing-Chengdu high-speed corridor. With a total length of 14.25 kilometers, this infrastructure brings together several technical milestones, including the world’s longest single head excavation distance in a high-speed tunnel, with 11.32 kilometers, and a maximum depth of 89 meters under the Yangtze. The design contemplates the passage of trains at 350 km/h even in the underground section. The machine inside. The tunnel boring machine used in this project has unusual dimensions even within this type of work: it measures about 148 meters in length and weighs around 4,000 tons. according to Global Times. It is equipped with an intelligent control system called I-TBM, designed to automatically manage a large part of the excavation process, from internal pressure to the forward position or the exit of the material. Added to this are elements such as high-pressure seals, a long-lasting main bearing and a cutting head prepared to withstand demanding conditions under the river. A project that is not an isolated case. In recent years, the country has built facilities such as the Three Gorges Dam, the FAST telescope either the EAST reactorprojects that, although they belong to different areas, share the same base: scale, technical control and own development. In this context, this type of machinery is best understood not as a specific milestone, but as one more piece within a sustained line of work. A close reference. In Spain, the Mayrit tunnel boring machine, currently in use in the expansion of line 11 of the Madrid Metrooffers a useful point of comparison to understand the magnitude of this type of machinery. Measuring about 98 meters in length, weighing around 1,500 tons and with a diameter close to 9 meters, it is a large piece of equipment within the European context. Images | CCTV In Xataka | Czechia wanted to build a highway and found a problem: an intact 2,000-year-old Celtic city

AI already dominated chess. Now it is forcing us to play in a different way to continue competing

by

There is something almost universal in how we understand chess. We imagine it as a duel of pure intelligence, two players in front of a board, trying to anticipate, read the opponent and find the best response at all times. That image still holds true for most of us, whether playing at home or on an app, but in the elite the game has changed a lot. Not because chess has broken down, but because the emergence of increasingly powerful engines has altered the way it is studied, prepared and competed at the highest level. That change did not come suddenly, although it did leave a very clear scene in 2018. The world championship between Magnus Carlsen and Fabiano Caruana ended with the 12 classic games in drawssomething never seen in the history of the tournament, which dates back to 1886. That result was not an isolated rarity, but the visible sign of a trend that had been maturing for years. The more the best players relied on analysis engines to prepare their games, the narrower the margin to surprise from the start and the more difficult it became to break the balance. The trick was to stop playing like a machine To understand what has happened you have to look at how professional chess is studied today. The great masters have been working with engines, programs for years specifically designed to analyze positions and find the best continuations with precision well above the human level. We are not talking so much about conversational models as ChatGPT either Claude, who according to Bloomberg are pretty bad at chessbut from tools like Stockfish or the legacy it left AlphaZero. The underlying issue is that these tools have homogenized part of the knowledge in the elite: many players come to the board with a very similar preparation in the first plays, and that reduces the room for surprise. This shared preparation began to have a very concrete effect in practice. If both rivals know in advance the strongest lines and the most reliable answers, winning requires much more than avoiding gross errors. For years, the feeling grew that classical chess was becoming more closed at the top, not because of a lack of talent, but because each important detour was much more studied than before. Bloomberg also recalls that the fear of a “death by draw” was not new, but the arrival of engines superior to humans, since Deep Blue in 1997 and later with increasingly stronger domestic programs, gave that fear a different dimension. Carlsen’s career helps to understand to what extent this change has weighed on the elite. After the 2021 World Cup, an exhausting duel that included an eight-hour game and seven draws, The Norwegian decided not to defend the title again and cited a lack of motivation. He did not abandon classical chessin fact won Norway Chess in 2025 and is still the highest-rated player in the world, but he was showing more and more interest in faster formats such as rapid and blitz, and also in freestyle chess, which alters the initial position of the pieces to neutralize the preparation. The message that this evolution left was quite clear: even the best player on the planet seemed to look for spaces where previous study did not determine everything. The interesting thing is that the most powerful response came not only by changing the format, but also by changing the way of playing within the board itself. A new generation of grandmasters, already raised with motors, began to assume something that sounds counterintuitive: always following the computer’s first suggestion does not guarantee an advantage over another human. The aforementioned media gives a very concrete example in the 2024 Candidates Tournament, when Praggnanandhaa chose a play considered suboptimal by the engines against Ruy López, took his rival out of preparation and ended up winning. That’s the key to change. In elite chess it is no longer enough to ask what the best move is in the abstract, it is also important what it is. the most uncomfortable for the person in front of you. Engines may consider several nearly equivalent options, but not all of them create the same type of practical problem on the board. On the other hand, the engine can show you an optimal line, but that does not mean that it has taught you to understand it. Seen this way, what we are observing is a much more interesting transformation. The engines remain unbeatable and have been far ahead of humans for years, but precisely for this reason they have forced the grandmasters to move the battle to another terrain. Precision continues to be essential, but it is no longer enough on its own if it is not accompanied by judgment, understanding and the ability to adapt. Images | Florian Cordier | Pavel Danilyuk In Xataka | A study says that AIs are “cheating” at chess. That’s what we want to think

the one that the US and China are fighting 80 km away

by

More than 80% of world trade It moves by sea and about 60% of that traffic passes through the Pacific Ocean, converted into the great economic highway of the planet. In this scenario, it does not seem a coincidence that the most modern ports are no longer only designed to move containers, but to influence entire global routes. A silent movement. In recent weeks, the United States has taken a key strategic step in Latin America by approving a investment of up to 1,500 million of dollars to redesign and relocate the Callao naval base, the main maritime enclave of Peru. The operation is not limited to improving infrastructure, but seeks to create an environment safer and more efficient separating military operations from civil traffic, while allowing the commercial port to expand. The project, executed under the framework of military cooperation and with US technical presence for years, consolidates Peru as a relevant partner in the regional security architecture. The shadow of the Chinese port. The element that gives true context to this decision is the growing Chinese presence in the area, especially with the development of Chancay megaportoperated by the state-owned COSCO and converted into a key part of the Silk Road. Located less than 80 kilometers from Callao, this port not only reinforces commercial links between South America and Asia, but also awakens concern in Washington for its possible dual use, civil and strategic. The proximity between both infrastructures turns the Peruvian coast into a silent point of friction between the two powers. Infrastructure as a political tool. Beyond its technical nature, the project reveals how global competition is moving to the port and logistics infrastructure. The United States is not deploying forces or weapons directly, but rather reinforcing its presence through investmentsengineering and cooperation, ensuring access, influence and future operational capacity in a key region of the Pacific. If you also want, the strategy allows you to consolidate positions without formally altering the military balance, but conditioning the long-term strategic environment. Peru as a key piece. For Peru, the initiative fits within a broader process of military and industrial modernization which includes submarines, fighters and land systems, with the participation of multiple international partners. The renovation of Callao not only improves its naval capacity, but also promotes a technological and industrial ecosystem own, reinforcing its maritime sovereignty and its role as a relevant actor in the region. This positioning turns the country into a connection point between global interests and local dynamics. The new competition. The case of Callao illustrates a deeper change in the rivalry between great powers: it is no longer just about traditional military bases, but about control logistics nodestrade routes and strategic points in the global chain. Seen this way, the United States and China are not colliding directly, but rather competing for influence through investments that, under economic appearance, have potential military implications. Because in that context, Latin America stops being a secondary scenario and becomes just another piece of the global board. Image | Creative Commons, Peru Presidency In Xataka | “Chinese money is expensive”: Peru gave the keys to a giant door to China that the US now wants to blow up In Xataka | China has been building a megaport in Peru for eight years. It has just been released to revolutionize South America

Artemis II will make the Apollo that took us to the Moon look like a space slum: it will even have a private toilet

by

If all goes well, Artemis II It could be launched on April 1 towards the Moon. It will be the first time that a manned spacecraft travels to our satellite in more than 50 years and, although this time there will be no moon landing, the capsule with 4 astronauts on board will make a lunar flyby, which will be the highlight of a 10-day space trip. A week and a half during which, logically, the crew will have to clean up and relieve themselves. But how do you go to the bathroom in space? Luckily, the capsule will have a comfort that they didn’t have in the Apollo program. A toilet. The complicated mission of going to the bathroom. From Apollo 10, in 1969, until Apollo 17, in 1972there were a total of 12 astronauts who traveled to the Moon. At that time, her only toiletries were a few wet wipes. to urinate They used devices similar to condoms that were changed daily. When it was time to evacuate, they were connected to a bag, with a kind of hose. It was not a very efficient system and there were often leaks. There was also no system adapted to the female anatomy, since all the astronauts were men. The greater waters. As for feces, a bag was used that stuck to the buttocks. Something quite similar to a diaper, but with a compartment to put your hands in and use toilet paper. Again, there could be leaks. In fact, there is a transcript of an astronaut from Apollo 10 in which he asked for a napkin to pick up a fragment of feces that was floating in the air. Once caught (sometimes literally), the bags were saved and stored for analysis on land. Added to all this is that the astronauts did not have the slightest privacy to go to the bathroom in space. The experience, and especially the smell, could not have been pleasant at all. The urine collection system of the Apollo missions was very rudimentary. Opportunity cost. Whether it is for personal hygiene or for urinating or defecating, going to the bathroom in space involves two major complications. On the one hand, microgravity prevents what should fall under its own weight from doing so. We return to the problem of floating feces from Apollo 10. On the other hand, water is needed. Transporting sufficient quantities of water into space would place excess load on spacecraft. Furthermore, precisely because of microgravity, it would move freely, so that some of the many devices that exist in the small space of a capsule like the Orion of Artemis II could get wet and damaged. For this reason, the use of water is reduced to a minimum and methods are sought to overcome microgravity as much as possible. Artemis II’s toilet. In Artemis II the astronauts They will use liquid soap and leave-in shampooas well as very small amounts of water that can be dried immediately with towels. As for the most difficult part, the Orion capsule has a system similar to that used in the International Space Station. It is a container with a hose connected to a funnel through which urine descends thanks to an air suction system. Each astronaut will have their own hose and, since the crew has three men and one woman, it will adapt to both male and female anatomy, as necessary. Where does all that go?. Once the urine is collected, it is released into space. Regarding feces, they are also collected by suction and stored in sealed bags that will travel to Earth on the return trip. Best of all, this system is isolated, so astronauts can relieve themselves alone. There is a curtain that can be removed if they need more space and a door in the floor of the capsule that allows them the privacy they craved on the Apollo missions. Image | POT In Xataka | Artemis II will take NASA to the Moon half a century later. He will do it with the help of the University of Seville

expand the SER zone to Sundays and beyond 9 p.m.

by

Parking on the streets of Madrid will be more complicated and more expensive. This is what can be deduced from the modifications introduced in the Sustainable Mobility Ordinance, which regulates traffic in the city. With the latest changes, the city government team has approved the extension of regulated parking services to new neighborhoods and the possibility of extending hours, including Sundays and holidays. What is the SER zone? He Regulated Parking Service (SER) is the measure applied by the city of Madrid to control surface parking in certain neighborhoods. The aim is to facilitate parking for residents and put certain obstacles in the way of outsiders to guarantee the rotation of the space. It is a system that we see in many cities in Spain for especially stressed areas where there is a high volume of cars parked on the street or where there is a large influx and residents have problems parking. In the case of Madridis characterized by: Green spaces: parking for up to two hours. It’s where you pay the most. Blue spaces: parking for up to four hours. Intermediate price. Blue and green spaces: long-term parking of up to 12 hours. Where you pay the least. Cars with an ECO label pay half and Zero emissions cars park for free with no time limit. Cars without a tag cannot park outside their neighborhood. The hours are from 9:00 a.m. to 9:00 p.m. Monday to Friday and Saturdays from 9:00 a.m. to 3:00 p.m. In August and on December 24 and 31, hours end at 3:00 p.m. On Sundays and holidays the service is not active and, therefore, you can park without a time limit and completely free of charge. What has been approved? On March 24, The Plenary Session of the Madrid City Council approved some modifications to the city’s Mobility Ordinance. It has been reflected that vehicles without a label (DGT badge A) They will be able to circulate through its streets (the initial plan went through ban its circulation already in 2025) and some changes in the SER zones of Madrid. These changes will make parking on the streets of the capital more difficult since the SER service will be extended to new neighborhoods in the coming years and the door opens for the hours to also be extended, including Saturdays and Sundays. According to the Madrid City Council“the initiative responds to the need to guarantee the availability of parking for residents in neighborhoods that concentrate intense commercial, cultural, sports, tourism and leisure activity, causing a high influx of visitors. With the extension of the Regulated Parking Area (AER), as established in article 49.1 of the current WHO, the aim is to balance the availability of parking for residents with the necessary rotation on public roads.” More neighborhoods. The changes in the regulatory text do not confirm the extension of the SER zone to more neighborhoods but do open this possibility “whenever the neighbors require it”, in the words of the council. In total, if the projects go ahead, the service would be extended to 18 new neighborhoods spread across six districts. Those responsible assure that 51,819 parking spaces would be created to be distributed among the districts of Fuencarral-El Pardo, Latina, Carabanchel, Usera, Ciudad Lineal and Puente de Vallecas. In order to expand the SER service, it will be necessary to have the agreement of the district board that will make the decision after consulting neighbors and associations. The calendar goes through the following extensions: Before December 31, 2029: neighborhoods of Peñagrande (Fuencarral-El Pardo), Valdezarza (Moncloa-Aravaca), Opañel and San Isidro (Carabanchel), and Costillares (Ciudad Lineal). Before December 31, 2035: Valverde (Fuencarral-El Pardo) Lucero, Aluche, Los Cármenes and Puerta del Ángel (Latina) Puerta Bonita, Abrantes, San Isidro, Opañel and Vista Alegre (Carabanchel) Zofío and Orcasur (Usera) Pueblo Nuevo, Quintana, Concepción (Ciudad Lineal) and San Diego, Palomeras Bajas and Numancia (Puente de Vallecas) The big exception will be Moratalaz, whose councilor has managed to get an amendment approved so that the SER service cannot be extended to this neighborhood. Longer. But, in addition to the fact that payment for parking will be extended to more neighborhoods if the district boards approve it, it will also be possible to extend the number of hours in which this service is active. Among the modifications, the possibility has been included that on days when a high demand for parking is expected or at specific times, the district Government Board may extend the hours beyond 9:00 p.m. from Monday to Friday and 3:00 p.m. on Sundays. They can even activate this regulated parking system on Sundays and holidays. The Madrid City Council points out that these extensions will be punctual and cannot be extended “in a fixed manner.” Therefore, “special situations that require temporary extension” will have to occur. However, there is no limit to the number of times in which this new protocol can be applied. Photo | Madrid City Council and Quique Olivar In Xataka | The secret of the perfect pedestrian neighborhood is more than half a century old and is hidden behind one word: Woonerf

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.