Mobile Tech & Gadgets

Although there are scientists saying the opposite, it is time to recognize it: continents do not exist

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For a couple of years and from time to time, a very specific type of article has gone viral: one that repeats that there is a group of researchers from the University of Derby has found a new (micro)continent in Davis Strait. That is, between Greenland and North America. And yes, it sounds a little Martian. How could we have lost an entire continent in the 1,143 kilometers that that strait measures? It has its explanation What the hell is a continent? The most intuitive answer is “a large area of ​​land surrounded by water”; But the truth is that it only works in theory and, when we tackle the problem, everything gets complicated. Therefore, if the question is “how many continents are there in the world?”, the only logical answer is this: “it depends.” What do you mean “it depends”? The reasons behind many of the divisions we handle are “purely historical and cultural.” In fact, as Miguel García explains“the educational systems of different countries establish different continental divisions”: In Anglo-Saxon countries, it is most common to say that there are seven continents (Europe, Africa, North America, South America, Asia, Antarctica and Oceania); On the other hand, in Romance language countries, the most common answer is that there are six continents (uniting the Americas into one); Six continents are also explained in the countries of the ex-Soviet orbit (although they keep America separate and what they unite is Europe and Asia). There are more options, of course. For example, we could unite Asia, Africa and Europe on a single continent and, together with America, Australia and Antarctica, there would be four. By proxy, we could even remove Antarctica because, well, without its snow cover it would become an archipelago (whose largest island would be smaller than Australia). It’s time to admit that continents do not exist. They are social constructs, like municipalities or provinces. Hence, as García explainsFrom a geological point of view, it can be concluded that continents do not constitute a scientific concept. In any case, we can talk about tectonic plates (and, although defining their number is also a hassle, we would not talk about less than 15). So what are the Derby researchers talking about? Now it’s time to get into the matter: what researchers have used is something elsethe thickness of the Earth’s crust. In general, there are two types of Earth’s crust: continental (about 35 kilometers thick) and oceanic (between 8 and 10). Of what they have realized is that as the tectonic plates between Canada and Greenland have shifted, the Earth’s crust has been reconfigured. The result has been a protocontinental (i.e. extremely thick) crust on what should be an oceanic crust. And what is all this for? It must be admitted that, once we get the matter down, everything seems more boring. However, the finding is very interesting: we actually don’t know very well how tectonic dynamics work. We have very developed ideas and models, yes; But when it comes down to it, there are more questions than answers. Being able to study in detail the formation of a protomicrocontinent is a unique opportunity to understand phenomena such as the one that is dividing Africa in two. And we have already seen that, unlike what we tend to believe, this has a real impact on daily life of millions of people. Image | Kate Ter Haar In Xataka | A huge crack has opened in Kenya’s Rift Valley and it seems it’s just the beginning This article was originally published in 2025. We have updated its content.

The oil reserves of the main powers, in a graph that summarizes how well China is doing

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Since the Strait of Hormuz was closed On February 28, after the offensive by the United States and Israel, the world as we know it hangs by a thread: going to a gas station to refuel, catching a flight or simply filling the refrigerator are mundane actions at risk, although at the moment what we have noticed the most is that prices go up and flight cancellations. The threat of running out of oil is getting closer. Oil is not just energy: having oil means having more time in the face of an energy crisis. The question is: how many days can an economy function without a single new barrel entering its borders? Well, it depends on two factors: how much you have stored and how you manage it. A few days ago the United States Energy Information Administration answered that question in the form of graphic for some of the world’s major powers. The result is uncomfortable and summarizes very well that China has done its homework. The EIA analysis shows oil inventories in December 2025, that is, just before the game began. We insist: it is not just the barrels that remain, it is a map that reveals who has room to hold out. That the Strait of Hormuz is closed It doesn’t affect everyone the same.. In March 2026, the United States and other IEA members they agreed a coordinated emergency release of reserves after the closure because approximately 20% of the world’s oil passes through that redoubt of a few kilometers. But the exposure to the shock is totally asymmetrical: while Europe and East Asia import massively from the Persian Gulf, the United States has record domestic production (13.6 million barrels per day) that drastically reduces your dependency. Although China appears at the top as the outstanding leader, paradoxically it is the most exposed in volume, but also the best prepared in reserves: it has room to withstand months of supply cuts. On the other side of the coin is Europe, the most vulnerable to this situation: its reserves are noticeably smaller and its own production is residual. Which countries are most and least prepared for the closure of Hormuz Inventory of crude oil reserves in some specific countries. EIA. December 2025 During 2025, China accumulated an average of 1.1 million barrels per day, reaching almost 1.4 billion barrels. To put it on scale, it is more than triple what the United States stores in its strategic oil reserve (1,397 compared to 413). And it has done so quietly: China does not publish official data on its inventories, so the EIA estimates them by crossing imports, exports and data from third parties such as Vortexa, Kpler and Kayrros. As collects Reuterssince 2024, Chinese national companies add emergency oil to commercial reserves following government instructions. In short: they have a second strategic layer, logistics deliberately designed to endure in situations of blockade, sanctions or conflicts. China has made good use of cheap sanctioned Russian, Iranian and Venezuelan oil to fill its deposits at bargain prices, according to a report from the US Congressional Committee. Estimated crude oil inventories of China and the United States in December 2025. EIA Although the United States strategic reserve has capacity for 714 million barrels, at the end of last year it barely had just over 400, its lowest level in decades, after large sales in 2022 and 2023. The explanation is that the United States used its reserve to mitigate inflation after the war in Ukraine and has not yet recovered. That is to say, America’s room for maneuver has been reduced and with reserves at 58% and the Strait of Hormuz closed, it is at its lowest levels since the early 1980s, when the SPR was still in the process of filling. If there is a phrase to define the situation of the old continent, it is that Europe is hanging by a thread. OECD Europe held just 179 million barrels in government inventories as of December 2025, a structurally weak figure for a bloc that imports more than 97% of the oil it consumes. That Europe is dependent on oil is not a surprise, but with the closure of Hormuz the need to change this reality is urgent. He underlying problem in Europe is fragmentation: each member state manages its own reserves under the minimum framework of 90 days of demand required by the IEA, but without a common European strategic reserve. So in the face of a severe crisis, the response comes disseminated and not unified. Japan takes bronze, with 263 million barrels accumulated in government reserves. However, what is most striking is its legal architecture: the Petroleum Storage Law Japan forces private industry to maintain 70 days of demand (about 220 million additional barrels) over the government’s 90 days. A public and private double layer system that makes Japan the most robust system per capita. Finally, Japan participates in the international joint storage system: the EIA excludes from its calculation the international joint storage inventories that Japan maintains outside its borders. That is to say, the real figure of Japanese access to crude oil in an emergency scenario is higher than what the graph says. In Xataka | After gasification plants and renewables, Spain has another energy lifeline for Europe: oil refineries In Xataka | The world’s rare earth reserves, laid out in this graph showing the brutal dominance of a single country Cover | EIA

features, price and technical sheet

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March 2023. It has been more than three years since Volkswagen will show us the ID for the first time. 2all. That car has finally been called ID.Polo. It is a subtlety without much importance that perfectly summarizes the path that the company has taken in recent years and what steps the electric car has been taking. Be that as it may, we already know all the technical and mechanical details and the price of a car that It will be manufactured in Martorell. Volkswagen ID technical sheet. Pole VOLKSWAGEN ID. Pole Body type Five-seater urban Measurements and weight 4,053 mm long, 1,816 mm wide and 1,530 mm high. Wheelbase of 2,600 mm. 1,576 kg weight. Trunk 441 liters. Maximum power 155 kW (211 hp) WLTP consumption 13.5 kWh/100 km and 449 km of autonomy. DGT environmental distinctive Zero emissions. Driving aids (ADAS) Mandatory by the European Union. Adaptive cruise control with parking assistant. Others 10-inch screen for the instrument panel and 13-inch screen for the infotainment. Possibility of including matrix lights, 480-watt Harman Kardon premium sound system with ten speakers, including a central one and subwoofer, and seats with electric adjustments and a massage function. electric hybrid No. Plug-in hybrid No. Electric Yeah. Version with LFP battery of 37 kWh net (autonomy to be confirmed) with powers of 85 kW (116 HP) and 99 kW (135 HP). Version with NCM battery of 52 kWh (449 km of autonomy) and 155 kW (211 HP of power) Price and release Now available in its 52 kWh battery version. Without aid: from 35,070 euros With discounts and aid: from 24,330 euros “Typically Volkswagen” When Volkswagen presented the ID. 2all said it was a car “typically Volkswagen”. By this they meant that it was a car that should fit into most families. That “2all” didn’t leave much room for doubt either. Those days we thought that the electric car was going to advance faster than what we have seen since. The “cheap” electric car has a problem. Right now, its batteries are short and its main obstacle is its autonomy on the road. With a Volkswagen Polo you traveled anywhere with more or less discomfort in terms of space. The ID. 2all It promised those same inconveniences but, in addition, added another that many clients do not seem to be willing to assume: lengthen travel times. In the three years that have passed since then, the brands have verified that the customer has certain reluctance to make the leap to this technology if they do not have a guaranteed autonomy large enough to Do not turn trips into a small ordealno matter how few they are per year. And they have also discovered that they do not want something disruptive, that they do not care if the car is electric if it maintains the essences that we already knew. Volkswagen has remained firm in its commitment to offer an electric car for less than 25,000 euros but it has changed some decisions that were not liked. The most obvious, the name. The car will eventually be called Volkswagen ID. Polo, writing a new page in the history of the model. The second thing is the physical buttons, which the German company is returning to its models after poor usability decisions and certainly erratic functioning on its touch surfaces. The most urban Volkswagen Polo in history Current technical limitations, until higher energy density batteries arrive and their popularity lowers manufacturing prices, forces this Volkswagen ID. Polo is the most urban version of its history. And the small electric from the Germans arrives with a size of 4,053 mm long, 1,816 mm wide and 1,530 mm high. Measurements more than solvent for the city that, with a wheelbase of 2,600 mm, promise a lot of interior space. The point is that your starting battery to get below 25,000 euros is very short, barely 37 kWh net which will be combined with powers of 85 kW (116 HP) and 99 kW (135 HP). With that size, the car will be limited to the urban environment and the periphery. With a highway consumption of 20 kWh/100 km, these versions of the ID. Polo would not reach 200 kilometers of real autonomy. Above, a 155 kW (211 HP) version can be ordered and 52 kWh NCM battery which approves a maximum of 449 kilometers but anticipates a real road autonomy of 250 kilometers if consumption is 20 kWh/100 km on the road. Without proving it, going below that figure would be extraordinary news for those looking for a car with a minimum cost to their pocket on a day-to-day basis and who does not sacrifice the ability to go out on weekends without the trip taking forever. As long as, of course, the trip is less than 350 kilometers. Volkswagen promises fast charges from 10 to 80% of battery capacity in “approximately 24 minutes.” Inside, the car comes with a Digital Cockpit that is built on a 10-inch screen to serve as an instrument panel. The infotainment is mounted on a 13-inch central screen compatible with Android Auto and Apple CarPlay. This screen is accompanied by a lower button panel and touch controls on the steering wheel. A decision that is marked by the latest controversies caused for the jump to “everything touch” and that we have tried to correct here. At the moment, the car only arrives with its most powerful version and larger battery, but the brand announces that in summer we will see its most basic versions. These will already have an adaptive cruise function, LED headlights with automatic high-low beam activation and a multifunction steering wheel. In its higher versions, keyless opening and starting, rear view cameras with parking aids, inductive charging for the mobile phone or voice control of the infotainment system can be added. In the top-of-the-range versions, matrix headlights, IQ.LIGHT LED Matrix headlights, can be added, and as an option, a 480-watt Harman Kardon premium sound system with ten speakers, … Read more

let humanoid robots work

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An airport can seem like a highly automated machine: screens, boarding gates, belts, controls and processes that advance almost without us realizing it. But it is enough to look a little beyond the passenger journey to find another reality: planes that must be prepared, luggage that must be moved, merchandise that must be loaded and operations that continue to depend on human hands. What we have seen now in Japan starts precisely from that less visible area of ​​the trip, where automating is not as simple as it seems. The test. According to the statement published by Japan AirlinesJAL Ground Service, the group company in charge of ground handling operations at large national airports, and GMO AI & Robotics will begin a demonstration with humanoid robots at Haneda airport in May of this year. The plan includes phased verifications until 2028 and the companies present it as the first demonstration of its kind in Japan. A key point. The commitment is not only to automate a task, but to test machines capable of moving in an environment already designed for people. The airline explains that ground operations are carried out in limited spaces around the planes and with support equipment of very different shapes, something that makes the use of fixed automated installations or single-function robots difficult. The advantage of the humanoid robot, according to the companies, is that it can adapt better without requiring major modifications to airport facilities or aircraft. What robots will do. The first phase does not aim to replace all ground operations at once, but rather to measure very limited use cases. So to begin with, the robots will be deployed in tasks of loading and unloading freight containers. Other possible uses are also contemplated within the project, from baggage and cargo handling to cabin cleaning and the operation of ground handling equipment. The key is in that nuance: these are scenarios that we want to test, not capacities already implemented on a large scale. The bottleneck is on land. We are not facing an isolated test because an airport wants to exhibit technology, but rather a tentative response to a very specific problem. Japan Airlines links the project to a lack of ground handling personnel, a pressure it attributes to the growth of inbound tourism and the decline in the working-age population. Furthermore, these tasks are not just repetitive: the company remembers that they require qualified personnel, involve safety requirements and can involve a considerable physical burden. Testing doesn’t solve everything. The design of the project itself invites you to read it with caution. As we say, the demonstration will advance in phases: first, operations at the airport will be observed, mapped and analyzed to identify where the robots can act safely, and then repeated verifications will be carried out that simulate real environments. The ultimate goal is to build a more sustainable operation through less dependence on manual labor and a reduction in physical workload, but not completely eliminate the human role. Images | Japan Airlines In Xataka | Anthropic is one step away from being worth as much as Samsung. And what the market is buying is not Claude

We know that all things are in crisis due to the closure of Hormuz, but the aluminum thing is truly worrying

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The world economy has come face to face with a scenario that no one wanted to foresee. The global aluminum market is facing what analysts and experts already classify as a “black swan” event. The Third Gulf War has caused a drastic closure in shipping routes, triggering a supply crisis of historic proportions. An unprecedented crisis. “The magnitude of the supply crisis that we are seeing in the aluminum market is probably the largest single supply crisis that a base metals market has suffered in the post-2000 era,” Nick Snowdon, head of metals and mining research at the trading firm Mercuria, summarized it forcefully. in statements collected by the agency Reuters. And the numbers support the alarm: the Persian Gulf region has a smelting capacity of 7 million metric tons annually. That is, almost 9% of this year’s global supply is at the epicenter of a war conflict. A logistical bottleneck. The implications of this blockage go far beyond financial speculation, as aluminum is the backbone of vital industries such as transportation, construction and packaging. Natalie Scott-Gray, Senior Metals Demand Analyst in StoneXfocuses on logistical asphyxiation. According to the expert, the closure of the Strait of Hormuz does not have an easy solution, since “there are no other maritime routes that have a similar capacity.” This disruption, Scott-Gray explains, has the potential to eliminate up to 50% of the Middle East’s aluminum supply, equivalent to a direct 5% hit to global production. In Europe, the impact has already jumped from offices to factories. According to the specialized portal Miningconsumers in the construction and transportation sector are being squeezed. In Rotterdam, the physical premium (the extra cost paid above the market price to ensure delivery) for aluminum extrusion ingots has more than doubled since the start of the war, rising from $530 to $1,100 per metric ton. And the perfect storm arrives. The market has reacted with panic. According to data from Reutersfear of shortages triggered prices on the London Metal Exchange (LME) to a four-year high, reaching $3,672 per ton in mid-April. Since the start of hostilities, the reference price has risen by 14%, how it complements Financial Times. What follows this crisis is an imminent structural deficit. Mercuria estimates that the market will face a minimum deficit of 2 million tons by the end of the year, an alarming figure if we consider that visible global inventories are barely around one and a half million tons. The West is particularly vulnerable. The United States imported almost 22% of its aluminum from the Middle East last year, while Europe relied on the region for 18.5% of its imports. Safety nets are failing: Emirates Global Aluminum (EGA) has been forced to declare status of “force majeure” in several European contracts after suffering an Iranian attack on its foundry in the United Arab Emirates. Simultaneously, Kubal, the only Swedish foundry (owned by the Russian Rusal), has mysteriously stopped its deliveries in Europefurther straining short-term availability. The “kings” of chaos. This aluminum shock does not occur in a vacuum; It is the symptom of a greater illness. Daniel Yergin, vice president of S&P Global, warned in Bloomberg that we are facing “the biggest energy disruption we have ever seen.” The impact transcends oil, affecting natural gas, fertilizers and metals. Aluminum production is extremely energy intensive, so rising fuel prices are driving up the costs of foundries around the world. However, in a troubled river, fishermen gain. While manufacturers suffer, the giants of commodity trading are making a move. He Financial Times reveals that the Swiss firm Mercuria has begun aggressive expansion, investing more than $3 billion in base metals. In a strategic shift, they have gone from simply financing shipments to purchasing real assets, acquiring 25% of an aluminum smelter in Indonesia. “We have both the appetite and the capacity to do more,” he assured the British newspaper Kostas Bintashead of metals at Mercuria, confirming that the company is firmly committed to this metal in the midst of the chaos. The clock is ticking. The current crisis has mutated, In the words of Yergin to Bloombergin a clash between two blockades: American economic pressure versus Tehran’s ability to “wage war on the world economy”. The paradox is that this energy and logistics bottleneck will end up accelerating the transition to electric vehicles and will force countries to redesign their energy security. But in the short term, reality is stubborn. As the analysis concludes ReutersMiddle Eastern aluminum simply cannot be replaced overnight. China, the world’s largest producer, has a strict legal annual production limit of 45 million tonnes, and neither the United States nor Europe have enough idle capacity they can turn on to salvage the situation. The “black swan” has landed, and the global industry will have to learn to survive in a scenario where aluminum, once abundant, has become a treasure caught in the crossfire. Image | Magnificent Xataka | Iran has pulled out a “trick” to sell to China while avoiding the US: turning the ocean into its secret gas station

unlock the mother of all “extra payments”

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Elon Musk is very interested in get to mars to demonstrate humanity’s ability to advance the space race. And also for your pocket, we are not going to fool ourselves. According to the salary package approved by the SpaceX board and recently reviewed by Reutersthe company’s CEO will receive immense incentives if two goals are met: reaching a market value of $7.5 trillion and establishing a permanent human colony on Mars with at least one million people. It’s outrageous, but the incentive is worth it. Now that’s extra pay.. If the two aforementioned objectives are met, Elon Musk will receive 200 million in restricted shares with super voting. This means that it is not money as such, but it would give you greater sovereignty over the company’s decisions. In fact, a super vote means that each share counts as several votesinstead of just one. A symbolic salary? Whether he reaches those goals or not, Musk already has what the company describes as a symbolic salary of $54,080 a year. It is true that in the United States this can be a relatively normal salary for qualified people and very low for a CEO. In Spain, on the other hand, the majority of the population might find it offensive that it is classified as symbolic. In any case, in this case it is the sovereignty over the company that really incentivizes the founder of the company. The current situation. As of December 31, the CEO of SpaceX It owned 68.8 million in previously awarded Class B stock options with an exercise price of about $42 that expires in 2031. This means it has a locked-in price per share. If the market value of those shares rises, as expected, you could buy them much cheaper and then sell them, keeping all the profits. Only with 61.8 million shares is already outrageous. If it reaches the promised figure of 200 it would be an immense benefit. Power over the council. Elon Musk he is still the head of the council that made this salary decision. Furthermore, one of its directors is your great friend Antonio Thank you. Logically, the decisions made about Elon Musk’s actions will always be a benefit for him. What you have already earned. According to Bloombergby early 2025 Elon Musk had been able to earn $380 billion thanks to the performance of the stock value of his companies. At the end of 2025, His total fortune had already exceeded $600,000.. With all this, if he achieves his goal of colonizing Mars, this fortune will reach astronomical figures. In every sense of the word. It is true that the objectives are immense; But, since they do not have an agreed deadline, the company expects to achieve it at some point. In fact, according to the research director of EquilateCourtney Yu, are numbers that help set expectations for investors about what the company’s goals really are. Money calls for money and, as it could not be otherwise, Elon Musk is counting on taking a very large piece of the cake. Image | Justin Pacheco/Magnific In Xataka | Carnegie built libraries, Gates sold them on CD-ROM, Musk locked them in an AI: the history of knowledge control

no car is more luxurious than the one no one can buy

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One hundred buyers have paid 3.5 million dollars for a Rolls-Royce that does not exist, that they have not seen and about which they know very little. The most surprising thing is that many other millionaires would have paid much more than those 3.5 million to be among that group of select owners. The British brand has been turning the inaccessible into the highest possible aspiration for a century and has used that FOMO of millionaires to promote their Project Nightingale, the first model of the new Rolls-Royce Coachbuild Collection. A concept of exclusive cars manufactured one by one in an artisanal way in which the first luxury is knowing that no one will be able to buy one like it. Do things like yesterday, with tomorrow’s technology The Nightingale Project is not a car itself, but a collection of fully customized bodies and artisanal manufacturing. The resulting car has the dimensions of a Phantom, but only has room for two people. Its design is inspired by the 16EX and 17EX prototypes that the brand developed in the 1920s. The name of the new model comes from “Le Rossignol”, the house that co-founder Henry Royce had on the French Riviera. Rolls-Royce 17ex from 1928 The new proposal from the British luxury brand is based on a 100% electric platform. According to the official note of Rolls-Royce, “the quiet, effortless delivery of power amplifies every characteristic that has defined the Rolls-Royce experience for more than a century.” The first 100 units of this new electric luxury concept are already sold and deliveries will not begin until well into 2028. Nowadays we see it as an eccentricity to make bodies by hand, but this was normal until Henry Ford generalized mass production of automobiles. However, until the late 1940s, all Rolls-Royces were produced one by one. The Nightingale Project recovers that artisanal and unique essence of the classic Rolls-Royce and adds the latest technology and exclusive luxury finishes of the brand, adapting it to the client’s taste. Although the brand announced this project only a few days ago, in reality the buyers of these first 100 units have been involved in the development since 2024, and this year they will accompany the engineers in tests in extreme climates. As explained CEO Chris Brownridge to Bloomberg: “Customers always ask us for more extraordinary cars. But we know that luxury does not lie only in having the car, but in the experience of knowing that they were present from the beginning,” said the manager. Luxury is no longer measured in money, it is measured in desire Antoine Tessier, CEO of duPont Registry Group and co-author of the report of the Boston Consulting Group on the future of the luxury car, puts it aptly described: “If the automaker tells you that you’re one of 900, that’s one thing. But if they say, ‘We’ll give you access to one of three,’ that’s where it becomes psychological or even egocentric. You can say, ‘I’m different.’ You’re no longer part of the richest 1%, you’re part of the 0.1%, and that makes you feel good.” It has been a long time since horses, cylinders or acceleration stopped being the main argument for selling luxury cars like those manufactured by Rolls-Royce. This already It’s not about cars, it’s about status and exclusivity. Rolls-Royce Project Nightingale According to Felix Stellmaszek, global director of BCG’s automotive practice, he stated in his report that “technical specifications are not even among the main reasons why people buy certain vehicles or certain brands. It is much more about the emotion and the overall experience that a brand offers. Access is essential.” According to data in this report, the US market for vehicles over $100,000 is valued at around $110 billion and could double in the next decade, registering annual growth of between 5% and 7%. For its part, the hyper-luxury segment (vehicles over $500,000) in which Rolls-Royce operates will grow at a rate of 5% over the next decade. The key to this segment is found in the scarcity and exclusivity. For this reason, luxury car manufacturers are investing in their customization “ateliers.” The billing of customization workshop of Ferrari has grown so much that, according to official dataof the 1,525 million euros of profit it obtained in 2024, about 1,300 million euros of those profits were invoiced from units that had gone through the Ferrari Atelier. Porsche is in the same situation, which has stepped on the accelerator at its Sonderwunsch programin which the brand accepts orders from the owners to build exclusive units and 100% handmade of their cars. Lamborghini has also jumped on the bandwagon with the Opera Unica editionsin which unique versions of its series models are created by hand. However, the brand that has best known how to exploit this new need for extreme exclusivity among millionaires has been Bugatti with models like the Tourbillonwith which it does not matter if you have all the money in the world to pay for it, if you have not been selected as a potential owner of one of its few units, you can never have it. In Xataka | Bugatti has found a new vein: its customers spend an average of 500,000 euros on extras to personalize their car Image | Rolls-Royce

The traffic jams in Valencia are hell. And a bridge over the Turia aspires to resolve the chaos between the V-30 and the A-3

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Traffic jams for miles and with a regularity that seems almost infallible. Valencia has a problem with traffic jams and the connection between the V-30 and the A-3 is one of the hot spots every morning. They explain in The Provinces that the growth of the city leaves 800,000 residents inside… surrounded by 800,000 residents of the surrounding towns. With some infrastructure built decades ago For a much smaller number of residents, roads and the main Valencian roads are clogged with an assiduity that punishes the neighbors day after day. But of all the roads, V-30 is the most marked. The road has problems along its entire length. The new port terminal anticipates more complications looking to the future but other hot spots such as the connection with the A-3 is one of the critical steps usually indicated. To begin to alleviate the situation, the Ministry of Transport has given the green light to the construction of a remodeling of the link between both roads to facilitate traffic between the A-3 and the V-30. A new bridge to alleviate the situation The Ministry of Transport has published approval for the action on the link between V-30 and A-3, which includes a lane expansion and the construction of a new bridge. In total, nine structures will be affected, of which six are newly built. The project will have a budget of 56 million euros (VAT included) and will try to unclog an area that is constantly overwhelmed, especially during peak hours. The remodeling, They explain on the ministry’s websitewill have the following interventions: New planned structures: Bridge parallel to the existing one over the Turia riverbed that will also serve to bridge the crossing over the V-30. Underpass at the A-3 junction and the Puerto-Madrid branch (2 structures). Cycle-pedestrian underpass under the Valencia-Puerto branch. Cycle-pedestrian walkway over the Valencia-Barcelona branch. Existing drinking water pipe protection structure. Planned expansions on existing structures: Expansion of the underpass of 9 d’Octubre Avenue. Extension of the pedestrian walkway over the branches: Madrid-Barcelona, ​​Puerto-Madrid and the V-30 service road. Expansion of the pedestrian walkway over the A-3. In the case of the action on the A-3, the road will be expanded to four lanes towards Madrid. These lanes will be available to drivers from the interchange to the airport access. The objective is to facilitate the flow of traffic on a link that, right now, has become a bottleneck. in the diary Levant They explain that the situation is so complicated that, like a domino effect, the traffic jam usually extends to the V-31 highway as drivers try to find some other alternative route to the junction that forms there. In addition, the expansion of the lanes is also good news in order to save the high volume of trucks that begin their journey in the city port and take this road to begin their route to Madrid. Right now, the volume of cars is so high that the traffic jam is not only found on the A-3 towards Madrid. The branch from V-30 requires a long turn that reduces the speed of the cars. Between an A-3 with very dense traffic and slow access, the right lane of the V-30 ends up suffering all the punishment, being completely collapsed during rush hour. In addition, the residents of Xirivella, next to the road, will have acoustic screens and trees installed to reduce the sound of traffic and mitigate the visual impact of the structures. This was a demand that citizens had been demanding for some time and that had not been executed. Photo | Google Maps and Ministry of Transportation In Xataka | The great dream of Tres Cantos and Colmenar Viejo literally passes over El Pardo: “close” the M-50

Birds in cities are more afraid of women than men

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Walking through a park and having a pigeon, a parrot and a sparrow fly away when we approach is quite an everyday occurrence, since they see us as a threat, probably due to our large size in comparison. But the truth is that we now know that this gesture It is more common when the human approaching is a womanas if it were a genre that scared him more. They have investigated it. This curiosity has been the conclusion reached by a published scientific study in British Ecological Society in which it is noted that birds escape sooner when women approach than when men approach. And to get here, the research team did not rely on a few observations, but designed an experiment that grouped 2,701 observations across five European countries and 37 different urban species. The results. If we look at specific figures, it has been seen that when the person approaching the birds is a woman, the flight distance is approximately one meter greater than when a man approaches. And here the question we can ask ourselves is whether this is a simple coincidence, but here the researchers have made it clear that this is not the case, since the conclusion that birds distinguish the sex of the human observer is statistically solid. And to ensure this accuracy, the researchers controlled multiple variables during the approaches, including initial distance, the size of the bird school, and surrounding tree cover. Because? Although the pattern of behavior is undeniable, the exact causes remain largely a mystery, with researchers pointing to a lack of a concrete explanatory mechanism. The theories that are mainly pointed out are related to different factors, such as differences in body shape between the woman and the mobile phone or even movement, since the way of walking can be a warning signal for animals. Furthermore, it is proposed that the smell that each of the genders has is a possible hypothesis to explain this anticipated flight reaction. But the truth is still a great mystery. Survival in evolution. The fact that birds pay so much attention to humans makes sense if we take into account the enormous evolutionary pressure that cities exert, since in a very short time birds have had to adapt to our presence and above all to the pressure of having us literally on top of them in part of their environment. And little by little we are learning that not all human beings have the same effect on them. Images | wirestock at Magnific ArthurHidden on Magnific In Xataka | Spain has a very ugly bird that does not want it to become extinct. And all of Europe depends on you not doing it

a respite for affected services

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There are weekends when the problem does not start when someone tries to watch a game through an unauthorized means, but when a perfectly legitimate website stops loading or a store loses sales because people cannot access its website. This is what several companies and platforms have been denouncing in recent months: IP blocks associated with the strategy LaLiga against unauthorized emissions that many times end up reaching services that had no relationship with that content. And that is the bottom line: protecting rights should not turn third parties into collateral damage. Now Congress has taken a first step to try to put order in this scenario. The Economy, Commerce and Digital Transformation Commission approved yesterday April 29, 2026 a non-legal Proposition promoted by ERC that, as published by Democratwas agreed with the PSOE to request more proportionality in the face of judicially ordered IP blocks. In practice, NLP serves to record of a parliamentary position and forward a petition to the Government. It is not a small thing, especially when the debate had been accumulating complaints from affected companies and users for months, but it is not equivalent to changing the legal framework quickly. The next step, if there is one, will have to come through regulatory means. One initiative, several specific requests The initiative converts this general idea into several requests to the Government, with a common axis: that the response to illegal content does not end up affecting unrelated third parties. From the published text we can extract these points: Review, with the competent ministries, the protocols for the execution of sentences on IP blocking to prevent them from affecting legitimate digital platforms or essential services Create an inter-ministerial mechanism that evaluates the impact of these orders on legitimate services and applications, and that promotes alternative technical solutions. Promote regulatory changes in the Digital Services Law and the Intellectual Property Law to incorporate technological proportionality and reinforce the responsibility of rights holders in the direct control of illegal content, avoiding massive blocks on unrelated third parties Protect rights such as information, freedom of expression and digital social innovation against indiscriminate technological measures, especially when they affect free, non-profit or public service services Open a space for dialogue with affected platforms, operators, LaLiga and digital rights protection organizations to define good practices Take an active position before the judiciary so that blocking orders respect proportionality and reduce their impact on citizens, in line with the EU Charter of Fundamental Rights The important difference is that we are not dealing with an abstract statement. Among its points, as we can see, the document expressly mentions the Digital Services Law and the Intellectual Property Law as frameworks in which to promote a reform to incorporate technological proportionality. In other words: the text does not change the law today, but it does draw a fairly clear route to try to do so. That is the context that turns the discussion into something broader than a dispute between LaLiga and those who try to access unauthorized broadcasts.As we have seen in Xatakaamong those affected there are examples from very different areas: online sporting goods stores, services managed by technical agencies, digital communities and even public law corporations such as the Seville Bar Association. Each case suffers it in a different way: commercial activity that drops, payments that are not recorded, traffic that drops or users who cannot access when they need to do so. The vote also leaves an interesting political picture. Democrat also details that the initiative went ahead with the support of PSOE, ERC, Sumar, Bildu, PNV and Compromís, while PP and Vox voted against and Junts was absent. The same medium also includes a relevant nuance: despite rejecting this NLP, the PP stated that it will present its own amendments to the Digital Services Law in a line aimed at avoiding damages to legitimate services. Images | Xataka with Nano Bana | LaLiga In Xataka | LaLiga has been at war with Cloudflare for years over piracy. It has just joined forces with its main competitor

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