Mobile Tech & Gadgets

The depressing future of cheap mobile phones, in two graphs that are a death sentence for the low-end

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Quick, make a wish. The motive behind these lines is more difficult to see today than a four-leaf clover: the Realme C71 (which we tested less than a year ago) came on the market with 8GB of RAM, 256GB of storage and a RRP of 149 euros. A species in extinction, something impossible in 2026. We are facing a paradigm shift in the mobile industry. In recent years we have seen how manufacturers benefited from an excess supply of memories that made it possible to build combinations of RAM and storage at ridiculous prices. That era is over: a recent report from Counterpoint Research confirms that the cost of components is suffering its greatest pressure in a decade and the outlook is bleak: either brands sacrifice their profits or pass the cost on to the consumer. Or both and an extra: the entry range is disappearing in every sense. What has happened to the price of NAND and DRAM. The price increase in the first quarter of 2026 has been abysmal and without close precedents: RAM memory (DRAM) has suffered a quarterly increase of more than 50%. NAND Flash has seen an even more aggressive rise, exceeding 90% compared to the previous quarter As a picture says a thousand words, the graph prepared by Counterpoint Research: Source: Counterpoint Research Price Tracker Why is it important. This phenomenon is not a simple fluctuation or a temporary shortage, it is a structural change that puts the economic viability of many manufacturers in check. DRAM (speed and multitasking) and NAND (storage capacity) are essential in the user experience. Until now, scaling these memories was cheap, but not anymore. In the entry range, the cost of memory already represents almost half of the manufacturing “ticket”, sometimes exceeding the cost of the processor or the screen itself. With current profit margins, absorbing this impact is impossible: either the price is raised, or it is sold at a loss. The market has already revised downwards global shipment forecasts for 2026: Counterpoint estimates a drop of 2.1%, while IDC is more pessimistic and projects a decline of 12.9%, which would exceed the 12% contraction recorded in 2022. Context. The culprit has its own name: generative artificial intelligence. More specifically, the explosion of artificial intelligence infrastructure. The data centers that power AI models are demanding memory on a large scale, thus becoming direct competition with mobile manufacturers for the production of Samsung, SK Hynix and Micron. Capacity is finite and AI takes priority for reasons of profitability. If we also take into account that the latest generation processors manufactured in 2nm they have become more expensivewe have the perfect storm. Retail. The increase in the price of memory does not affect all mobile phones equally. This is how the weight of memory is distributed in the total cost of the device: The entry range ($200 or less) is the most affected. With a typical configuration of 6 GB + 128 GB, memories already represent 43% of the total cost of the device. An increase of 30 dollars per unit is estimated. In the mid-range (400-600 dollars) the combination goes from 25 to 36%, which can mean 60 to 80 dollars per unit. In the premium range (over 800 dollars), the increase is more diffuse and they are also exposed to double pressure, that of the most expensive memories and that of the processors, which translates into increases of between 100 and 150 dollars that we will begin to see reflected in the launches of the second half of the year. How will the user notice it?. Counterpoint has estimated these price increases between $30 and $150 depending on the range, but the cushioning is not always going to be so obvious and direct. In the entry range, where the margins are so small, another way out is to cut the catalog to a minimum. We will see manufacturers “killing” the base model to force the jump to the next price step, much smaller catalogs and, above all, technical stagnation. The old 128GB will return as standard and, in the worst case, we will see steps backwards with the use of slower and older memories (LPDDR4X) to try to save the furniture in the mid-range. In Xataka | Best mobile phones in quality price. Which one to buy based on use and seven recommended models In Xataka | Having an AI on my phone that works without an Internet connection is more useful than I thought: this way you can start it Cover | Xataka, Pepu Ricca

Archaeologists opened a 2,600-year-old Etruscan tomb and found something surprising: four intact corpses

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Imagine moving a huge slab of stone and discovering that time stopped behind it 2,600 years ago: an intact Etruscan burial chamber, just as they left it when they sealed it. The scene seems straight out of an Indiana Jones movie, but no: it happened in Lazio, about 70 kilometers northwest of Rome and behind is the archeology team It was that of the San Giuliano Archaeological Research Project, Baylor University in Texas and the Italian authorities. The discovery. The tomb is located in the necropolis of San Giuliano in the Marturanum park and what is truly striking is not that it is Etruscan, but that it is the only one in the area that has not been looted. In a region historically plagued by looters, finding a virgin funerary context is simply a statistical anomaly. The unboxing of the grave goods. In the tomb were the remains of four individuals arranged in carved stone funerary beds and their preliminary analysis suggests that the buried people could be two couples. In addition, there is an entire funerary inventory that, due to its richness and variety, suggests individuals of high social status, although anthropological and isotopic analyzes have not yet confirmed their rank. Thus, more than 100 funerary objects appeared almost intact, with an exceptional state of conservation: 74 ceramic vessels, iron weapons, bronze objects, silver hair reels or a bronze fibula still with remains of tissue attached. Of all these pieces, the discovery of a vase located at the entrance to the tombwhich was possibly part of the funerary rite prior to sealing. Why is it important. Beyond the state of conservation, Dr. Bárbara Barbaro, director of archeology at the Soprintendenza, synthesized in a statement: “it gives us a complete vision of life through the prism of the funerary ritual”, something practically impossible from a looted tomb. A kind of time capsule through which to learn about the life, death and funeral rituals of the time. Thus, based on the skeletons, the scientific team can analyze through DNA tests the link between individuals, the remains of tissues and objects help to understand habits and fashions of the time and, in addition, San Giuliano is a clear example of how the Etruscans transformed a rocky landscape into monumental architecture. Context. It is a sealed cave chamber tomb dated to the end of the 7th century BC, in the final phase of the Orientalizing periodone of the most flourishing phases of the Etruscan civilization. Since 2016, the research team has documented There were more than 600 Etruscan tombs in the area, but all the previous ones had been looted. In fact, the rest was plundered since the Roman occupation in the 3rd century BC. On an architectural level, these tombs have been carved directly into the rockin the shape of a small house with a gable roof, a characteristic design of Etruscan funerary architecture. Pending subjects. The field investigation has already concluded, but remains pending the essential to understand everything: the study and analysis of archaeological data. Thus, the genetic and isotopic analyzes of the bone remains will be decisive in knowing the origin, diet and family ties between the buried people. The trousseau found could also shed light on the patterns of production and circulation of objects in Etruria at the time, as well as on the fine chronology of funerary habits and customs. In Xataka | Solving the mysterious origin of the Etruscans: what we know about the people with the most unknowns in Europe In Xataka | A cargo sunk in a Swiss lake 2,000 years ago confirms it: the Roman legions did not deprive themselves of anything Cover | Tomba dei Rilievi, Alessandro Antonelli

The United Kingdom has a laser capable of shooting down drones flying at 650 km/h. And each shot is the same as two beers.

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For some time now, armies have pursued an idea: weapons that fire energy instead of projectiles. Already in the Cold War was experienced with systems capable of concentrating heat at a distance, although technical limitations relegated them to tests and prototypes for years. Today, with advances in electrical generation and beam control, that ambition has begun to emerge from the laboratory, although it still entailed challenges that for a long time seemed impossible to solve. The UK seems to have solved the most important one. From the laboratory to real combat. He DragonFire program marks a turning point in the evolution of directed energy weapons, and it does so by going from technological demonstrator to embedded operating system. The United Kingdom has decided to accelerate its deployment until 2027integrating it into Type 45 destroyers and becoming the first European country from NATO in deploying a functional naval laser. There is no doubt, the movement is not only technological, but also doctrinal, because it implies changing the way in which air defense at sea is conceived, integrating new layers that do not depend on traditional ammunition. Two beers for the price of a shot. The key element of DragonFire is not only its accuracy, but rather its economy. Each shot costs just about 10 pounds (just over 11 euros) in electricity, just a couple of “pints” in a pub compared to the hundreds of thousands that a conventional interceptor missile can cost, which completely alters the balance between attack and defense. we had seen it in Ukraine and now in Iran. In a scenario where cheap drones are launched by the dozens or hundreds, responding with expensive missiles had become unsustainable, while a laser allows the pace to be maintained. without depleting critical resources. This difference makes the laser an especially attractive tool in modern conflicts where saturation is more important than sophistication. Extreme precision and new capabilities. The system has proven capable of hitting targets the size of a coin a kilometer away, maintaining the beam on moving targets until causing structural failure. More: its architecture combines multiple fiber lasers in a single high-quality beam, guided by electro-optical sensors and continuous tracking systems. Furthermore, its sustained firing capability eliminates one of the main limitations of conventional weapons: need to rechargeallowing you to take on multiple threats consecutively in a matter of seconds. The response to swarms. The rise of cheap drones and swarm attacks has put in check to traditional defense systems, designed to intercept more limited and higher value threats. DragonFire positions itself as the direct response to that change, offering an effective solution against small, fast and numerous targets without compromising missile arsenals intended for strategic threats. In this context, the laser does not replace existing systems, but rather complements themreinforcing short-range defense and freeing up resources for more complex scenarios. From sea to air and land. Beyond its naval deployment, the program aims for broader integration in ground and aerial platformswhich infers a structural change in modern weaponry. Let us think that the possibility of standardizing this type of technology in vehicles, ships or even combat fighters opens the door to a new generation of systems where energy progressively replaces to physical ammunition. Analysts recalled by Army Recognition that although there are still limitations (such as the need for line of sight, electrical power and thermal management), the advancement of DragonFire indicates that that concept before fantastic of “infinite ammunition” has ceased to be a theoretical idea and has become an operational reality in development. Image | UK Ministry of Defense In Xataka | Spain has built a laser that shields the backbone of its Navy: the A400M is now ready for combat In Xataka | China has achieved something hard to believe: reducing the production of laser weapons and parts for electric cars to one second

Inheritances have become the key for young people to buy a home. In Galicia they are giving them up

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The data is shocking. In a country where inheritances and donations have become the ‘key’ that allows thousands of young people to acquire their own homes, something difficult to consider without that family support, in Galicia a curious phenomenon is being recorded: a record of inheritance renunciations. Just last year almost 4,000 people They said ‘no’ to the possibility of receiving the legacy that their parents, grandparents, uncles or any other relative had left them when they died. Nor is it a new phenomenon Nor is Galicia the only region in which resignations growbut his case is paradigmatic: those 4,000 cases mark a historical maximum. The question is… Why the hell are inheritances rejected? What has happened? That at a time when inheritances have become the “ticket” that allows many young people take the leap from tenants to owners of their own home, a curious record has just been recorded in Galicia: a historical maximum of heirs renouncing their family legacies. The data has advanced it Vigo Lighthouse. In 2025, almost 4,000 people in the region said ‘no’ to the assets left to them by their deceased relatives. The media cites statistics from the Notarial College of Galicia, which also shows that the current volume of resignations far exceeds that of a few years ago. Why do they do it? The big question. As it reflects a recent report of ARAG, Galicia is one of the autonomous communities that offer a more attractive tax framework for inheritances between descendants and spousesat least those that do not exceed one million euros. There are other taxes that come into play, such as municipal capital gains that can be applied to urban properties, but it does not seem that this is the reason that explains the trickle of inheritance renunciations. What is it then? The reality is that there is no single answer. One of the reasons that most influence resignations is (as ironic as it may sound) the inheritances themselves. Its nature. When we think about them, money accumulated in savings accounts, farms, houses and vehicles comes to mind. The reality is that in many cases legacies are ‘poisoned gifts’. What does that mean? That legacy properties don’t just add up. They also ‘subtract’, either because they arrive accompanied by unpaid mortgages, loans or guarantees or simply because the value of the inheritance does not compensate for the cost of assuming it. The latter may sound strange, but it can occur in inheritances from uncles to nephews or between brothers. Bonuses aside, if the value of the legacy is not high, it may not be worth paying capital gains, notary and registrar. Year pure renunciation Resignation in favor of another person (translative) 2011 18,933 800 2012 23,235 777 2013 28,783 689 2014 34,340 741 2015 37,623 756 2016 38,826 687 2017 43,001 776 2018 46,684 826 2019 47,421 818 2020 44,582 745 2021 55,576 1,124 2022 55,509 1,099 2023 56,179 1,117 2024 54,866 1,273 2025 (until October) 46,265 1,041 Are there more reasons? Yes. Like a good part of Spain, Galicia is a territory in full change: its population tends to concentrate and uninhabited areas increase. In practice, this means that part of the inheritances left in the community are simply rural or forest properties with difficult (or no) access, buildings in ruins and plots reduced to their minimum expression in a land characterized precisely by his smallholding. In short, properties of low value, off the market and that may even entail liabilities, such as keep them clean to avoid fires. It is also not unusual for inheritances to include plots whose ownership is fragmented among different family members, sometimes unrelated to each other. Lighthouse explains People also come to the offices of notaries who want to renounce legacies simply because they had no relationship with the deceased or want to avoid family problems that could lead to lawsuits. ccaa RESIGNATIONS IN 2024 RESIGNATIONS IN 2011 Andalusia 10,889 2,443 Aragon 1,229 505 Asturias 2,033 713 Balearics 1,526 728 Canary Islands 2,123 645 Cantabria 712 210 CASTILLA AND LEÓN 3,347 1,358 CASTILLA-LA MANCHA 2,123 592 Catalonia 9,672 4,815 VALENCIAN COMMUNITY 5,502 1,615 Estremadura 1,209 311 Galicia 3,859 1,051 COMMUNITY OF MADRID 5,687 2,050 REGION OF MURCIA 1,752 390 Navarre 744 207 the Basque Country 1959 1,103 Rioja 500 197 Is it just a matter of inheritances? No. Other factors are added to the above, such as the lack of liquidity of the heirs at the time in which they must receive their legacy or simply the increase in inheritances processed in life. In the end, resignations are increasing, but so are agreements between living relatives who anticipate the process to avoid conflicts or benefit from tax advantages. In the background there is also a purely demographic component: as societies like the Galician one age deaths increasewhich in turn leads to more inheritances and the possibility of increased resignations. Is it something new? No. Nor does it only happen in Galicia. A quick search in the newspaper archive shows that rejections of inheritances have been increasing for some time and they are not rare in other autonomous communities either. just a year ago The Country revealed that the proportion of rejected inheritances had risen considerably to reach historic highs in the historical series. Their percentages must be handled with some caution because they are based on statistics in which resignations are equated with renunciants when in reality a legacy can fall on several people who do not accept it. In any case the data of the General Council of Notaries are eloquent: if in 2011 the organization recorded 18,933 resignations (“pure and simple renunciation of inheritance or legitimate”), in 2016 there were already 38,826 and in 2024 (last annual data closed) 54,866. The 2025 results are still partial, but show about 46,300 rejections through October. Why is it so shocking? Partly because of the context. The General Council of Notaries itself published a report at the end of 2025 which shows that “donations … Read more

Australia has a problem: extremely boring and monotonous roads. And it also has a solution: sign trivia

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If you drive on Australian roads you may come across unusual signs and we are not talking about the kangaroos warning (that also), but the one that warns you that you are about to cross the “90 Mile Straight“, a stretch of almost 150 kilometers in a straight line that means spending just under two hours without turning the steering wheel. Or a sign that directly throws you a random question typical of Trivial. The objective is that your brain does not disconnect because on such a monotonous route, boredom can be lethal. In fact, Australia has some of the most dangerous roads in the world and it is not because of their poor condition or their dizzying curves, quite the opposite: they are too long, too straight and too empty. So the country is exploring different solutions to avoid this potentially deadly drowsiness. Boring Australian roads. All of these roads have decent pavement, a predictable layout, a landscape with little variation and little traffic, a recipe for disaster: The Eyre Highway takes the cake: it connects Western Australia with South Australia across the plain Nullarbor Plain (which takes its name from the Latin: treeless) between Balladonia and Caiguna: 200,000 square kilometers of limestone land with hardly any vegetation or hills. A 146.6 km straight line without a single curve that you have to travel at 110 km/h (the legal limit in most of the country). After the Saudi Arabia Highway 10is the second longest straight road in the world. The Stuart Highway It crosses the center of the continent from north to south, from Darwin to Port Augusta, traveling more than 2,700 kilometers inland on a fairly simple route that also crosses the Northern Territory. There it has large stretches through northern areas with distances up to 252 kilometers Between gas stations, temperatures of up to 45 °C are reached and a landscape monotony that has little to envy of the Nullarbor. In fact, one of the roads with the highest rate of fatigue accidents in the country, according to the Australian government. The Barkly Highway It connects Queensland to the Northern Territory via the Barkly Tableland, a flat, arid plateau where the road stretches almost straight for hundreds of kilometres. The extreme heat, the total absence of shade and the sections without signage or rest areas make it a minefield for those who travel through it. The Flinders Highway Also in Queensland it runs through the interior of the state for more than 800 kilometers. It connects Townsville with the interior through a repetitive landscape, with little traffic and long distances between towns, the ideal breeding ground for boredom. At night it is even worse. The danger of road hypnosis. The highway hypnosis or white line fever is more than just being bored and drowsy: it is an altered mental state that allows you to continue driving, responding to basic stimuli and maintaining speed, but without being aware of what you are doing. Simply put: put your brain on automatic mode. science has an explanation: Flat, straight roads with little landscape variation produce a chronic deficiency of sensory stimulation, reducing alertness to dangerously low levels, causing drowsiness and inattention. This study on the phenomenon explains that cognitive fatigue reaches its peak just 20 minutes after entering that monotonous environment, much sooner than it might seem, even for those who are driving. When the brain warns, it has already been on autopilot for a while. The consequences can be tragic: unconscious speed increases or a minimal reaction capacity that already causes havoc. In Australia, fatigue while driving is four times more likely as a cause of this road hypnosis than drugs or alcohol. In Queensland, it accounts for 20 to 30% of road deaths. A15, Queensland. Via Google Maps Trivia on signs. The solution that Australian authorities have been implementing for years is so simple that it is shocking: posters with a question and answer game. As you enter one of those boringly dangerous areas, you come across a yellow sign that warns: “Fatigue Zone. Trivia Games Help You Stay Alert” (Fatigue zone. Trivia games to help you stay alert). From that moment on, you will find signs scattered along the route several kilometers away with a question and his corresponding response. Example: Question: Who was the first Premier of Queensland? Answer: Robert Herbert. And so on. The cognitive mechanism is exactly what science describes: introducing an unexpected and irrelevant stimulus for driving that forces the brain to come off autopilot. So the driver has to read, process the question, remember and, if there is a co-driver, even debate the answer. And then wait to see the solution a little later. A simple but effective way to activate the mind. Each question and answer is glued to the panel and secured with a padlock, allowing them to be renewed. And does it work? Well, probably yes, but no one has rigorously measured it. However, in theory the mechanism is supported by neuroscience. Professor Narelle Haworth, Director of the Center for Accident Research and Road Safety Queensland, endorses his presence: “Always doing the same thing, without much stimulation, causes a decrease in alertness (…) The idea of ​​trivia games on the road is to keep drivers more attentive… perhaps a passenger who knows the answer will start a conversation.” But Haworth herself acknowledges that although the objective is in line with road safety research, there is no study that has specifically analyzed the impact of the signs. In addition, it has its limitations: the signs lose effectiveness with those who travel the same route frequently and already know all the questions. And obviously they have a quite common risk in these times: Someone might think to look at their cell phone to look for the answer. And in any case, it does not replace rest. Triple animal sign. Bahnfrend, Wikimedia Trivia by dropper. This measure started in 2012 by the Queensland Transport Administration with the aim of “helping drivers … Read more

CATL is the largest battery manufacturer in the world and has a new goal: electrify the entire sea

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CATL, the Chinese giant that dominates the global battery market for electric vehicles, it has become entrenched to move towards a new front: the electrification of maritime transport. It makes more sense than it seems, but it is still a great technical challenge. Although the company is not caught by surprise. Below these lines we tell you all the details. What you are already doing. The company, which controls 37% of the global market for batteries for electric cars and 22% of the energy storage market in electrical networks and data centers, has been working in the naval sector since 2017. It has so far deployed its battery systems on about 900 vessels, although mainly on small ships operating near the Chinese coast, in ports or on rivers. Its subsidiary dedicated specifically to powering ships already exists, and this year it plans to more than double the team’s staff, reaching around 500 people, according to confirmed Su Yi, the head of that division, told the Financial Times. Why now. As the media shares, the maritime sector is responsible for 3% of global carbon emissions, and the International Maritime Organization has set itself a goal halve those emissions by 2050. But there is another more recent catalyst that has made many companies reconsider: the recent escalation of war between the United States and Israel against Iran and the temporary closure of the Strait of Hormuz. The war in the Middle East has once again highlighted the fragility of energy supply chains and CATL has a good margin of maneuver there. According to counted To FT Neil Beveridge, an analyst at Bernstein specializing in energy in China, the long-term consequence of this type of situation will be an acceleration of the “global mega-migrant towards electrification.” CATL shares on the Shenzhen stock exchange have risen about 13% since the conflict with Iran broke out. The challenges. Electrifying boats is not like electrifying cars, up to this point I think we are all clear. But seriously, batteries have a much lower energy density than traditional fuels, making them impractical for long-distance ocean crossings. The middle shared the study by the Mærsk Mc-Kinney Møller Center for Zero Carbon Navigation, in which they concluded that the most promising approach in the short term is hybrid: combining electric propulsion with combustion engines. Added to this are extra risks that come from the marine environment itself: greater exposure to humidity and salinity, much more difficult evacuation conditions in the event of a fire, and the need for more demanding maintenance than in any car. Replicate the truck business model. CATL does not want to limit itself to selling batteries, as it wants to build an entire infrastructure around it, just as share in FT. It already operates in China a network of battery exchange points for trucks on highways, and now intends to take that same model to the sea. The idea is that ship operators can change their batteries in port without having to charge them, which would also eliminate that cost from the ship’s acquisition price. The company is working with municipalities and ports to develop this ecosystem from scratch; Cities like Guangzhou, one of China’s major shipbuilding centers, already offer subsidies for electric-powered vessels, according to share the middle. A personal story. There is a rather curious detail in all this. And just as account FT, Robin Zeng, founder of CATL, studied marine engineering at university before switching to electronics. “Naval engineering was his original discipline and passion,” Su Yi explained to the outlet. It has its advantages, because over time this discipline could end up becoming the next great industrial transformation of your company. Financial muscle. CATL closed 2025 with a net profit of 72.2 billion yuan (about 10.4 billion dollars), 42% more than the previous year, driven mainly by demand for energy storage. From this position of financial strength, the company has the muscle to invest long-term in a sector where margins are still uncertain. We’ll see how the company ends up doing. Cover image | Wikipedia and Elias In Xataka | In 2022, Europe forced energy companies to swallow the cost of the gas crisis. Now she’s willing to do the same.

It is so expensive that Spaniards can no longer spend the summer there.

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With summer almost (almost) around the corner, we Spaniards begin to think about where to spend our holidays. That has little new. What is curious is what the INE reveals about our behavior when planning these trips: we think less and less about national destinations, without leaving the country, and we look more abroad. The question is… Why? The low cost they make it easier for usTrue, just as true is that the tourism market is no stranger to generational change and changes in trends. There is however another key factor: the cost of spending the summer in Spain. It has risen so much and so fast that sometimes it makes more sense to travel to the Caribbean either Indonesia. Where do we Spaniards travel to? The question arises, but fortunately we have a valuable tool to answer it: the INE. Recently its technicians published a report on “resident tourism” that leaves a couple of curious conclusions. When we travel, we Spaniards do it above all through our own country. In fact, ‘domestic’ (national) trips meant in 2025 87% of the totalfar from the 13% destined abroad. That’s logical. The surprise comes when we go down to the detail, to the trend. What does the data say? The INE estimates that in 2025, residents in Spain will carry out 175.7 million trips4.7% less than in 2024. However, the ‘puncture’ did not affect all trips equally. The drop was concentrated in those that had a domestic destination, whose flow contracted by 6.1%. Those made abroad experienced the opposite trend, with a growth of 5.2%. The trend was even more pronounced during the last quarter of the year: between October and December the flow of trips to destinations within the country itself fell 7.1%. Those made abroad rose 7.2%. Year Spanish trips without leaving the country Spanish trips abroad 2020 96.45 million 5.07 million 2021 135.69 million 7.20 million 2022 155.25 million 16.13 million 2023 166.60 million 19.29 million 2024 162.81 million 21.62 million 2025 152.94 million (-6.1% year-on-year) 22.75 million (+5.2% year-on-year) Is it the only indicator? Perhaps Spanish tourists think less about Spain when planning trips, but in return foreigners do so much more. In 2025 they visited our country almost 97 million of international tourists, a historical figure that maintains the growing trend registered since the health crisis. They increased over all visitors from the United Kingdom (19.1%), France (12.8%) and Germany (12%). As for the most popular destinations, Catalonia, the Balearic Islands, the Canary Islands, Andalusia and the Valencian Community stand out above all. This flow was in turn reflected in the money billed by the sector. Last year, direct spending exceeded 175 billion euros, 5.2% more than in 2024, although the trend is again very different depending on whether we are talking about national or foreign tourists. While spending associated with foreign tourism grew at a rate of 7% the national one stagnated, declining a slight 0.3%. Is it something new? Yes. And no. The data itself is new and updates the ‘general picture’, but the trend comes from behind. If the hotels in Spain have already managed to increase their flow of overnight stays about 5% In 2024 it was not due to the greater dynamism of domestic tourism, but rather due to the avalanche of foreign clients, whose demand skyrocketed by 7.5%. The same thing happened (although more cushioned) in 2025: the Spanish hired 0.2% less of hotel rooms while travelers from other countries demanded 1.6% more. They are not the only clues that tell us about a new reality: as tourist destinations in Spain become more expensive, driven in part by travelers from countries with greater purchasing power (in the case of the United Kingdom, France or Germany), more and more Spaniards choose to go abroad. It is not at all surprising if we take into account that sometimes spending a week in a country of the Southeast Asia or the Caribbean It costs them the same as doing it in the Balearic Islands or the Canary Islands. Are the prices that close? That’s how it is. At least if we go to the most extreme cases. In 2025 Mabrian made a study which demonstrates it with a specific case. After searching different options, their technicians concluded that the average price of the plane ticket to visit the Balearic Islands amounted to 142.77 euros. Added to this was an average price per accommodation of 285.72. In the case of Bali the ticket rose to 238.97 euros, but in exchange the cost of the hotel remained at 99.26. The agency made similar comparisons with Sicily, Algarve and Atalya. The conclusion was always the same: flights abroad were more expensive, but the difference with the Balearic Islands was compensated by including accommodation. Other similar analysis from Destinia, also published last year, showed that the 2,726 euros paid per couple in Menorca or 2,694 in Mojácar barely differed from the 2,883 in Punta Cana or 3,094 in the Riviera Maya. Is there price data? Yes. And from different sources. One is the INE, which calculates that in 2025 the hotel price index increased on average by 5.1%which raised the average daily billing of the accommodations per occupied room to 127.7 euros. The other indicator is offered by the firm Cushman & Wakefield. According to your calculationsin 2025 the average price per night in a hotel in Spain rose to 166.1, 4.8% more than in 2024 and (above all) “a new all-time high.” In the Balearic Islands, Marbella and Benidorm the increase was around 10%. It’s not just that hotels are becoming more expensive in Spain, it’s that they are doing so faster than those in the rest of Europe. “Spain’s 4.8% growth is well above that of Europe as a whole (1.2%) and is also higher than that of southern Europe (3.5%). In terms of revenue per available room, Spain continues to be one of the leading destinations, with an increase of 5.5%, surpassing European growth … Read more

If you are going to install air conditioning, remember what happened to South Korea. It was the architectural disaster of the millennium

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In the 1990s, some of Asia’s densest cities reached concentrate millions of people in urban areas built in just a few decades. In that same period, several studies began to warn that a significant part of the buildings erected during the great economic booms had serious structural deficiencies. In fact, in some inspections after major accidents, it was estimated that only a minority of buildings fully complied security standards. When you grow faster than you can build. In a few decades, South Korea went from the devastation of war to becoming an industrial and urban powerwith a speed of growth that was hardly unprecedented. Furthermore, during the economic boom in the 1980s, the country was chosen to host the 1988 Olympic Games, and an exorbitant number of buildings were built to meet these new needs. That impulse translated into a construction fever where building architectures mattered more than doing them well, and where practices such as cutting costs, accelerating deadlines or ignoring technical warnings became common. In that scenario was born Sampoong Department Storenot as a project exceptionally flawed from the beginning, but as a typical product of an era when progress was measured in square meters and not in safety standards. Air conditioning as a wick. The key point of the tragedy that was about to take place and that ended up turning the department store into the millennium architectural disasterit was not a single error, but a chain of decisions that ended up concentrating all the fragility of the building in an apparently secondary detail: the air conditioning system. As? Apparently, the equipment installed on the roof They weighed tens of tonsfar above what the structure could support, and their accelerated installation did not even follow normal procedures, as they were dragged on the roof, damaging the structure itself. From that moment on, a terrifying image: every vibration when you turn them on widened invisible cracks that toured the building. What should have been an element of comfort became a lethal burden that ended up acting as the final trigger for the collapse, concentrating years of accumulated negligence in a single point. The department store before the disaster Condemned from the plans. The disaster began long before anyone heard creaking in the ceiling. The original project It was a residential block four floors, but was transformed by Lee Joon, future director of the Sampoong Group, to turn it into a large shopping center without properly redesigning the structure. Plus: Due to bans in Seoul that prevented foreign companies from signing contracts in the city, these monstrous buildings were awarded to a handful of South Korean companies. Overwhelmed by pressure, companies decided that it was best to accelerate the pace of work, regardless of the cost. Thus, the diameter of the pillars was reduced from 80 to 60 centimetersand the distance between them was increased to increase the useful surface, columns removed to install escalators, its thickness was reduced to gain commercial space and a fifth floor was added that was never planned. Each modification increased the weight and weakened the resistancewhile companies that warned of the danger were fired and replaced by more accommodating ones. The result was a chaotic building that, on paper, no longer had a safety margin even before opening its doors. Cracks getting bigger. In the months before the collapse, the building gave multiple warnings that something was wrong. Visible cracks appeared, floors vibrated, employees felt dizzy, and engineers warned of a imminent structural failure. The management’s reaction was to close some areas, turn off the air conditioning at the last minute and continue operating normally in the rest of the building. The reason was so simple as devastating: Losing a day of sales in a complex that received thousands of people was unacceptable. Even on the day of the collapse, with cracks of several centimeters and obvious signs of danger, it was decided do not evacuate customers. Images after the collapse The collapse. On the afternoon of June 29, 1995, the building did not explode nor was it the victim of an external attack: he just gave in to the crazy number of negligence. The air conditioning equipment ended up passing through the weakened roof, the columns could not support the accumulated load and the building collapsed. collapsed in a matter of 20 secondscrushing entire plants on top of each other. More than 500 people died and more than a thousand were trapped, many of them in a space that, just a few hours before, symbolized the country’s economic success. It was a destruction so rapid that it turned a shopping center full of life into a mountain of rubble in less than half a minute. Images after the collapse An avoidable tragedy. Rescue efforts continued for weeks, with survivors found even more than two weeks later under the remains of the building. But the magnitude of the disaster revealed an even more disturbing reality: many victims did not die only from the collapse, but due to subsequent failures in emergency management. Meanwhile, investigations confirmed the most obvious: there was not a single cause, but one after another.accumulation of avoidable errorsfrom the use of low-quality materials to business decisions that prioritized immediate profit over any safety criteria. Monument in memory of the collapse Corruption, punishment and a system in question. The collapse not only destroyed a building, but exposed an entire system. Those responsible, starting with owner Lee Joon, were convicted, including several officials involved in corrupt practices, but the impact was much broader. Subsequent inspections revealed that a significant portion of Seoul’s buildings had very serious structural problemswhich forced us to review regulations and reinforce controls. The Sampoong ceased to be an isolated case and became in a symbol of what happens when a society builds too quickly and too badly. The legacy. Today, where the building stood there is no visible trace of the tragedy, but its lesson remains crystal clear. The disaster was not the result of bad luck … Read more

Looking to reduce fossil fuels in transportation, Hyundai has the solution: a nuclear container ship

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About 80% of world trade is moves by sea. Although it may seem like slower transportation, something key to maintaining prices is moving a large amount of material on each trip, something that is out of the reach of trucks, trains and planes. There, the huge container ships They lead the way with the associated problem of enormous spending on fossil fuels. The industry is looking for alternatives to operate no carbon emissions and Hyundai has a clear path. A nuclear container ship. Pioneer. HD Korea Shipbuilding and Offshore Engineering is the naval branch of the company and, in 2025, they presented a model of container ship nuclear seeking to eliminate emissions of a large ship with electric propulsion powered by a small nuclear reactor. The reactor type would be an SMR with thorium-based fuel and liquid salt as a coolant. After months working on the plan, this 2026 HD and ABS (American Bureau of Shipping) they arrived to an agreement to jointly develop the vessel. This is something that is in the design and subsequent prototype phase, but the agreement between the two lays the foundations for the development of a ship that is expected to be the first nuclear container ship. 16,000 TEU class. The class of a container ship is measured by the TEU, or Twenty-foot Equivalent Unit. Basically, x number of 20-foot-long containers, 16,000 containers at a time in the case of the Hyundai ship. It is far from the 20,000 and 25,000 TEU vesselsbut it will be a step forward in the maritime mobility of the future. Furthermore, the ship will not need to be as massive as others thanks, precisely, to that nuclear propulsion. By replacing the conventional machinery of diesel engines, exhaust systems and huge fuel tanks with a nuclear compartment and electrical systems, there is free space to transport more containers while maintaining the ship’s compact size. Compact within what these monsters are. Armor. To guarantee radiological safety, what this ship must include is a double stainless steel tank shielding system designed to ensure that there are no radiation leaks to both the inhabited areas of the ship and the ocean. The liquid salt itself as a coolant will also act as a safety measure against reactors that require pressurized or boiling water. If SMR stands for ‘Small Modular Reactor‘, MSR respond to ‘Molten Salt Reactor’, and basically means that, in case of emergency, the salt mixture can solidify to stop the reaction, being another security measure. all the sense. For now, the Hyundai ship has received the approval of its partner – an advantage of being the body that is also in charge of these things – but it is a project. The next steps are development and prototype, so there is still no authorization for the construction of the ship. However, it makes perfect sense for container ships to switch to nuclear propulsion. It is something that we have already seen on large ships like aircraft carrier and submarinesand the main advantage (apart from reducing emissions) is that life on the high seas depends solely on how much food can be loaded on board. Obviously, the investment is more expensive initially because it is not cheap to change the mobility paradigm, but it would not be tied to fluctuations in the price of fuel for transportation, something that we have been seeing recurrently in recent years and that, obviously, changes the shipping price. Alternatives. Hyundai is not the only one in this race and its national competitor Samsung also has a project in the oven. China, or Norway, transport heavyweights, They also have concepts of container ships powered by nuclear reactors. In the end, the industry must move because the International Maritime Organization is regulating greenhouse emissions and demanded reductions of 20% by 2030 with the aim of achieving neutrality by 2050. A render of China’s nuclear container ship In that sense, maritime transport not only represents 80% of the transport of all goods, but is responsible for 3% of global CO2 emissions of human origin. Now, nuclear electric motors are not the only way and recently we are seeing that the industry is exploring the path of battery electrification and even the return of a technology that seemed forgotten: the candles. Image | hyundai In Xataka | The West stopped building nuclear power plants because they were too expensive: China is teaching it a lesson

Two gigantic submarine cables between Spain and Italy, among the large European electrical interconnection projects

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The European Union is immersed in a full energy transformation at two levels: the transition towards renewable sources and a structural change deep, so that success depends less on each country’s individual generation and more on the ability to move that energy efficiently across borders. In this framework, the European Network of Electricity Transmission Network Operators (ENTSO-E) works on a continental grid that eliminates technical bottlenecks. An example: the energy island called the Iberian Peninsula. The objective is for energy to flow from areas with surplus to others with deficit, preventing it from being trapped without a commercial outlet due to lack of transportation capacity. With that logic, the ENTSO-E just published its complete portfolio of the Ten-Year Network Development Plan 2026 with almost 200 transmission projects, 22 of them completely new. Among these novelties there are two particularly important for the Iberian Peninsula: they connect Spain with Italy. The cables. Apollo Link and Iberia Link are two high-voltage direct current submarine cable projects that would cross the Mediterranean to connect the Iberian Peninsula with northern Italy. They are independent of each other but share the same mission: to create a direct electric highway between an area with great renewable generation capacity such as Spain and one of the industrial regions with the highest electricity consumption in Europe, northern Italy. None of the projects has support from the transport network operators of each state, Red Eléctrica and Terna, respectively, but rather They are initiatives of private investors of Italian origin whose identity has not been revealed. Why is it important. The emerging continental grid is vital for the decarbonization of the continent as it allows the full use of renewable energy surpluses: Spain is one of the leaders in solar and wind energy (Italy stands out in solar, but not so much in wind) and this interconnection makes it possible that when there is excess production in the Iberian Peninsula, that clean energy can supply Italian demand instead of being left without a commercial outlet due to lack of transport capacity. The foreseeable net flow would be predominantly from west to east, although the connection would also allow energy to be imported from Italy in times of shortage on the Peninsula. But for the Iberian Peninsula it is even more relevant: this future east-west corridor allows its surpluses to be evacuated to the rest of Europe, thus ending its limited interconnection capacity. And also something essential: this connection provides security of supply (as evidenced the blackout) and the possibility of coupling markets to reduce electricity prices for the final consumer. Context. The Iberian Peninsula is considered an energy island within Europe. Its interconnection capacity with France round 3,000 MW, far below of the 15% target of installed capacity established by European regulations. And this has consequences: in times of high renewable generation, prices become negative within the peninsula and surplus energy cannot be exported. In times of scarcity, it cannot be easily imported either. This is just one of the projects that seek to end the energy isolation of the peninsula: they are also on the table the Bay of Biscay submarine cable planned for 2028 and included in all PCI lists since 2013. And under construction is a new northern interconnection of Portugal with Galicia which will add an extra 1,000 MW of exchange capacity. On the other hand, the trans-Pyrenean projects in Navarra and Aragon they are still blocked and with no date on the horizon to unclog them. Retail. Some technical curiosities of both cables: Apollo Link is the more ambitious of the two. It consists of an interconnection between Spain and northern Italy with a capacity of 2 GW planned to enter service in 2032. It would implement the most modern standard for long-distance underwater transmission for bidirectional control and minimize losses, bipolar HVDC technology with VSC converters. It would operate with the standard adopted by the European industry of 525 kV, facilitating interoperability. Its capacity allows it to supply several million homes. According to its promoters, it would generate more than 300 million euros annually in net social benefits. Iberia Link shares the same technology and operating voltage, but has a lower capacity: 1.2 GW. What distinguishes it is its length: 1,034 kilometers of submarine cable between southern Spain and northern Italy, which would make it one of the longest underwater electrical links in the world. It has no published entry into service date. Specifications of both cables. TYNDP map Yes, but. That they are included in the TYNDP 2026 is the prerequisite to qualify for the status of Project of Common Interest that opens the doors to community financing and an accelerated regulatory framework, but for the moment the situation of both is “under consideration”, which means that they are in the study phase and do not yet have European regulatory approval: they will have to pass the cost-benefit analyzes of the ENTSO-E to take the first step to materialize (we will know in the last quarter of 2026). And furthermore, they do not have the support of state operators, nor permits or approved layout because they are in preliminary phases. Likewise, the history of blocking similar projects invites caution. But even if they became a reality, these projects would only partially mitigate the electrical isolation of the peninsula: they are only 3.2GW of the 10-15GW of total interconnection necessary to truly influence the European market. In Xataka | The submarine cables belonged to the teleoperators, and now the big technology companies are controlling them In Xataka | The first great Atlantic submarine cable that connected us to the internet says goodbye for a simple reason: it was too expensive to repair it Cover | ENTSOE

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