Mobile Tech & Gadgets

The DGT is not going to fine for the V-16 beacons at the moment, and therein lies the key

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Since last January 1, anyone who is stranded on the road due to a breakdown has to place the V-16 beacon connected. And what happens if I don’t have it? Absolutely nothing. At least that is what the Government assures. Because, with the law in hand, the agents can fine us if they consider it appropriate. We also don’t know how long this “truce” will last. “It is not tax collection”. This is what Fernando Grande-Marlaska stated in the press conference in which he gave the results of the road accidents relating to 2025. The DGT has made public the accident data for last year but a good part of the press conference has revolved around the topic of the moment: the connected V-16 beacon that the DGT has been required to carry since last January 1. The agents, Grande-Marlaska assures, will not fine for a “reasonable” period of time, in words reported by The World. They do it because, they say, “our objective is not sanctioning or collecting, what moves us is the obligation to save lives.” “Reasonable”. It is the temporary measure that the Minister of the Interior has used to refer to the time that the agents have before fining. The word says nothing because, really, from January 1, 2026, Traffic can fine us for not having the corresponding signage elements. The fine is 80 euros and it does not take into account whether we carry the triangles with us because the only essential element in the car when signaling an accident is the connected V16 beacon, which must be approved by the DGT. And the triangles have been left in a kind of limbo so that the driver can do with them whatever he considers. Not now. The position of the DGT has changed over time. Since it was confirmed that the V-16 beacon would be the only signaling element of a road breakdown, the discourse has changed and its position has been relaxed. At first it was argued that the use of triangles could be grounds for a fine since an incident was not being correctly signalled. Now, Interior says that there will be a period in which fines will not be imposed for this. Later it was left up in the air whether the beacon+triangle combination was valid. Finally, it will be allowed put the triangles “at your own risk”. many doubts. In his speech, Grande-Marlaska pointed out that last year more than 100 people died on the road, “a significant number for getting off to put up the triangles”, in words reported by Motorpassion. In The World They point out that estimates point to 25 pedestrians dying while trying to put the triangles in what Grande-Marlaska describes as “bleeding.” However, as we have said in Xatakathe DGT has never offered clarifying data. Traffic has always classified these victims as people run over “after getting out of the vehicle” but without clarifying under what circumstances. They do not indicate whether they were hit when getting out of the car, putting the triangles on, changing a tire on the shoulder or waiting for help to arrive. According to their accounts, between 2018 and 2022 (a period that includes before and during the COVID-19 pandemic), an annual average of between 18 and 26 people died in accidents “after getting off the vehicle” on high-capacity roads. as reflected in the document itself which explains why the regulations and technical requirements of this connected V-16 beacon are changed. Taking the total number of deaths in this entire series (8,615 people, according to data from Statista), we are talking about just over 1% of deaths that fall into the category “after getting out of the vehicle.” No fines but no extensions. The result in the application of the measure has been paradoxical. From the Interior they say that the measure is “essential” to reduce the number of road accidents but omitting its use or not having the beacon will not be penalized despite there being no extension. And, at the same time, Traffic defends that it has not implemented an extension because it is something that has been known since 2023 and that we should have already purchased the device. According to Pere Navarrodirector of the DGT, “we considered delaying it” but that “would not have changed anything.” Also left to the driver’s discretion whether or not they want to put the triangles in despite the fact that they consider it a sufficient risk to promote a regulatory change. And they recognize that something has been done wrong with the communication of the new measure. Photo | DGT and Help Flash In Xataka | The V-16 beacon business: who is making money with the elimination of the DGT triangles

What are they and how do they affect the maximum speed on highways and highways?

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Let’s explain to you what are dynamic speed limits on highways and highways. Because no, the speed limits are not going to change forever nor are we going to say goodbye to 120 km/h, but in some sections the maximum at which you can drive will depend on each moment. Therefore, taking into account everything that is being said and exaggerated, we are going to try to explain to you how this type of speed limits works. Just remember that At the moment they have only been implemented in some sections of specific roads, not on all highways and expressways. What are dynamic speed limits? Highways and expressways have a speed limit of 120 kilometers per hour. But when a section of road tends to have a lot of traffic or complications on a regular basis, or simply when the weather and visibility are poor, then these static limits can even become dangerous, because people tend to go faster than they should. For these cases, the DGT is beginning to implement a technology that has already been satisfactorily tested in countries such as Germany or France, managing to reduce accidents in high traffic areas. It is about the dynamic speed limitswhich will vary depending on the conditions at any given time. This technology uses artificial intelligence to record and process traffic or weather data in real time, and will take into account visibility, peak times, times and incidents that occur. With all this, The speed limit will be adjusted automatically taking into account the situation at all times. In the sections where it is implemented, the speed limit will be displayed on the illuminated panels on the roads. Thus, if the conditions are not bad, this system will at specific times reduce the speed limit from 120 km/h to 100, 90 or even 80 km/h. For example, if it is very foggy this morning, perhaps the limit is 120 to 80 km/h to avoid accidents. That limit to which it is lowered will be the legal one at the moment in which it is posted, so speeding will have fines which can range between 100 and 600 euros and between 2 and 6 license points. Come on, it doesn’t matter if you’re on a stretch of highway, if it says the limit is 80 right now, that’s how it is. For now, These dynamic limits have only been applied to one trackwhich is the AP-7, in one of its sections in Catalonia. Taking into account that it is a system that works satisfactorily in other European countries, if the bet goes well in this area, it would not be ruled out that it be implemented in others. Cover image | Jorge Franganillo In Xataka Basics | DGT express fines: what they are and how this new system works to notify violations in 48 hours

I have tried to buy one of the 7 euro Renfe tickets. And Renfe has done Renfe’s

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January 8 in Madrid. A cold that cuts the face. Traffic jams everywhere with the children returning to school. Back to normal, to the office. To the computer. Depression. We Madrid residents need few excuses to flee the city. Perhaps that is why the Renfe discounts sounded like a swan song. Beach and paella. It almost doesn’t matter if it’s in May, April or the next weekend in January. Aware that It would be almost impossible get a ticket at that price, I missed the opportunity to avoid unwanted frustrations. Let’s try tomorrow, see if… And here I am, hooked on the Renfe website, with thousands of people ahead of me in a virtual queue that leads nowhere. I was looking for a relaxing weekend. An appetizer to put in my mouth during this return to routine. And right now I feel like I’m in line at Doña Manolita on December 21, two kilometers from the door and 20 minutes until the lottery administration closes. Seven euros (or many more) And well, here we are. I go to the Renfe website. I select the offer that promises tickets for seven euros. And we have to wait. Seven minutes and just over 3,000 people. It could be worse, I think. Much worse, in fact, because since yesterday the website has been crashing. Of course, They are not the more than 166,000 people which my colleague Javier Pastor encountered in April 2022. Then the tickets cost 15 euros and there were 100,000 seats available to buy in three days. This time Renfe The number of seats has not been made public. but it has confirmed that the reduction with seven euro bills will be active until January 18. I think that with ten days of margin, the volume of people who aspire to buy their ticket will be somewhat lower. Time, in fact, seems to be working in my favor. The minutes are falling. A little slower than what is stated on the sign above but just over 10 minutes after logging in, Renfe confirms that I have started the purchase process. According to them, it should have been on the platform for a couple of minutes. I therefore have 18 minutes left. Or I should wear them. Because I confirm that I want to access the site as soon as possible. “Yes please”. The screen refreshes. Another minute has passed. We have 17 minutes left. “Yes please”. Wow, it seems that my turn has expired despite having waited patiently and confirmed all the steps without leaving the active tab (whatever might happen). And here we are, starting the whole process again. Again seven minutes ahead and more than 3,000 people in the virtual queue. My paella is starting to choke. Again, same screen: “Yes, please” This time yes. This time it seems that I have been able to access the platform. Obviously, the tickets are not as I expected. I sail between weekends. The only seven euro tickets on a Friday are those that leave at 6:30 am. I discard that option because I have the bad habit of working on Fridays. I choose to leave on Saturday at that same time. The relaxing weekend starts with an early morning, but hey, we’ll disconnect until Sunday night. But to return on Sunday night there are no offers. Accepting that I will have to spend more than 14 euros to go and return, I stretch the gum to the maximum. I tell myself “I’ll take Friday off on vacation but I’ll take full advantage of the weekend.” I’m going to June. I select departure at seven euros at 6:30 in the morning. But dynamic prices have done their thing. Returning on Sunday at the last minute will cost me over 60 euros. There are no longer even weekends at bargain prices. And assuming that hotels will be much more expensive, I return to the month of January. I think that going for seven euros and returning for 35 euros from Valencia is not bad at all. I have already taken the bait of compulsive buying and I’m not willing to let go. I select the departure on Saturday at 6:30 in the morning. I eat that paella. I select the return after 9:00 p.m. I’ll see what I do until that time, Alberto’s problem from the future. Mech. Mistake. Yes, I have selected the one-way ticket but Renfe tells me no. I refresh and go back. I select the idea again. I select the return. Now, I go one step further. It remains to fill in the traveler’s information and pay. I would like to do it but At this point the website freezes. It starts to malfunction. The scrolling is jerky and it is impossible to press any button. I can’t fill out the form. It won’t let me change the email. Of course, it doesn’t let me go to the payment platform. Soda. I have 4245 people in front of me. Photos | Renfe and Xataka In Xataka | Renfe is obliged to compensate for delays of more than 15 minutes starting January 1. The Government wants to prevent it

Starting Monday, everything is going to change

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As I write these lines, there is more than 13,500 homes without electricity in the Île-de-France and the culprit is only one: Goretti. A storm that, As Samuel Biener pointed outhas intensified very rapidly in the Atlantic and has hit Great Britain, France and the north of the Peninsula. It is the first named storm of the year and, in Spain, we have been somewhat lucky (because its trajectory has gone north), but it is a very clear reminder of the devastating effects of explosive cyclogenesis. Then, simply, there will come a thermal shift “from the bowels of the Atlantic.” Goretti and Spain. As I say, we will not bear the worst of the impact of the storm. But that doesn’t mean anything: Removing wind and swell in the Cantabrian Sea and the western Pyreneesthe greatest effect that our country will suffer is the mass of polar maritime air that will leave us with cool and humid weather in the coming days. That will bring widespread rain and snow, AEMET has made it clear that has been put on alert to 14 communities and the autonomous city of Melilla. However, we are talking about orange notices and, if we compare with what we have experienced in recent days, it will seem ‘almost’ little to us. Therefore, we have to be careful, yes; but above all, we have to look at next week. Script change. As explained meteorologist Víctor González“all the predicted scenarios indicate that a deep trough will be established to the west of the peninsula starting next Sunday and especially during Monday, January 12.” The specific consequences of this are not yet clear (there is some uncertainty), but the general scheme is: a south and southwest advection that will bring us “air of tropical maritime origin.” What can we expect? In two words: rain on the Atlantic coast, widespread thaw and much higher temperatures than we have been suffering. At least, for a while. Because, finally, southern advection will warm Spainbut (when it retreats and leaves us in an anticyclonic situation) the low insolation will activate what in other years we have called the ‘iberian freezer‘: the air mass stabilized over the peninsula will progressively cool until some low pressure system alters it. In short, let’s fasten our seatbelts because curves are coming. Image | ECMWF In Xataka | While the snow devours half of Europe, there is a place where it is 27ºC and on the beach in the middle of January: Greece

The US has taken over Venezuela’s oil. The problem is that the package includes a gigantic debt with China

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The map of world power has been redrawn in just one week. The capture of Nicolás Maduro by US forces is not just a regime change; is the birth of the “Donroe Doctrine”, a movement with which Washington seeks to consolidate an energy empire “from Alaska to Patagonia” to control 40% of world production. However, after the military euphoria in the White House, a dilemma of trillion-dollar proportions looms: the oil has been taken, but it is mortgaged, and China demands its bills. The collector at the door. Control of the largest reserves on the planet has put the US face to face with the great creditor of the Caribbean. According to the South China Morning Post (SCMP)the current exposure in a state of “limbo” is estimated at $10 billion, although other estimates by think tanks collected by the same medium raise the historical debt to more than 60,000 million, much of it structured under the “oil for loans” model. But how was this sum arrived at? China needed energy for its industrial rise and Venezuela needed cash. Under this premise, Beijing financed railways, power plants and more than 600 bilateral agreements. Now, the great fear of the Asian giant is that the new government in Caracas —protected by the Trump administration— invoke the doctrine of “hateful debt”. As Cui Shoujun explains in SCMPthis legal remedy would allow the loans to be repudiated, alleging that China’s money did not benefit the people, but rather financed the survival of the regime. It would be the perfect “legal pretext” to clean up the balance sheets before the American oil companies take the reins. The agony of the Chinese state companies and the shield of the “Teapots”. The anxiety in Beijing is not just political, it is corporate. As revealed by Bloomberggiants such as China National Petroleum Corporation (CNPC) are carrying out damage assessments amid fears that decades of investments will evaporate. Nevertheless, according to information from Reutersthese companies still operate in the country through joint ventures such as Sinovensa, and control rights to reserves amounting to billions of barrels. However, China has an “ace up its sleeve.” A couple of months ago, they were absorbing 90% of measurable crude oil storage. Besides, as detailed by the Financial Timesmuch of the flow of Venezuelan crude oil arrived in China through the “teapots” (independent refineries), which bought the oil at steep discounts to avoid previous sanctions. By taking control of exports, the United States not only recovers crude oil, but also eliminates a key competitive advantage for the Chinese industry, raising its energy costs at a stroke. The technical paradox. Many wonder why Trump would risk so much for oil that seems “bad.” The answer is a necessary technical symbiosisAmerican and Spanish refineries (like Repsol’s) act as “stomachs” designed for heavy crude oil from Venezuela, which needs to be mixed with light oil from the fracking to produce diesel efficiently. However, the prize comes with a bill astronomical repair. The infrastructure is literally in ruins: loading an oil tanker today takes five days compared to the one day that was enough seven years ago, and the crude oil arrives “dirty” (with excess water and salt) due to lack of maintenance. Reconstructing the sector will require 10 billion dollars annually for a decade, to which is added the drama of natural gas: Venezuela today burns in “smoke” the equivalent of the consumption of all of Colombia due to pure technical negligence. The battle of the offices. Trump has taken control of the energy crown jewel, but has found himself with an astronomical repair bill and a Chinese creditor who won’t go away quietly. As the Financial Times warnsif the US decides to also suffocate supplies from Iran after this blow in Venezuela, China could see 20% of its cheap crude oil imports compromised, which would force Beijing into an unpredictable reaction. The real battle did not end with the capture of Maduro; It is just beginning in the offices of Washington and Beijing. Venezuela is the jackpot, but it is a prize that comes with fine print that could go bankrupt the financial balances of half the world. The oil era is not over, but the map of who controls it and who pays for it has been rewritten with blood and debt. Image | Luisovalles Xataka | The war in Ukraine has just met that of Venezuela: that means that its two invaders are facing each other

The judge has allowed it to eat up the inner courtyard of the block

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The elevator is a necessary element in any building, but there was a time when it was not so common. Many old buildings face a problem: they want to install an elevator, but it doesn’t fit in the stairwell. It is not usually common, but there are cases in which installing the elevator involves “eating” part of the homes. The conflict. Our colleagues tell it Xataka Home. Given the lack of space in the common areas, a community of Madrid residents unanimously agreed to install the elevator, occupying part of the private patios of the ground floor homes. One of the two affected homeowners took the case to court, claiming that installation in the stairwell was possible. The judge agreed with him and the community’s decision was annulled, but it didn’t end there. The sentence. The community of neighbors appealed to the Provincial Court, which ended up agreeing with them. The problem with installing the elevator in the common areas is that it did not comply with the regulations, but it also meant causing great damage to the building because the staircase had to be demolished, in addition to blocking access to the homes for a long time. The criterion was based on the general interest of the community and the fact that the installation in the courtyard was much more reasonable from a technical point of view. The private use. In the case of this sentence, the space occupied by the elevator is the private use patio of the first floor. That is, the property belongs to the community, but its use is exclusive to one of the neighbors since access is through their home. As stated in Economist & Juristhe article 9 of the Horizontal Property Law It is clear: “a permanent easement can be built over a private space, without requiring the consent of the affected owner,” as long as it is justified and is of interest to the community. Mandatory installation. The LPH establishes that the elevator is mandatory if a resident requests the facility for accessibility reasons. The community will be obliged to install it and its cost must be borne by all owners. It can also be approved by a simple majority, which prevents the installation from being blocked if, for example, the neighbors on the ground floor or first floor refuse to do so. Sometimes they eat the kitchen. There are many buildings without elevators that do not have space in common areas and, in some cases, their installation requires invading part of the homes or a commercial premisesthat is, a private property. As stated in The Confidentialthe Supreme Court declared that it is “an easement of passage in favor of the community.” Of course, in these cases the owner has the right to compensation, which will be set based on the value of the square meter. Or the street. In Madrid it is quite common to see elevators attached to the façade of the building and that invade part of the sidewalk. This is an exceptional measure to guarantee accessibility to the building, provided there is no other remedy. According to the regulationsthe sidewalk must remain at least 1.8 meters wide, although in some specific cases it is allowed to narrow to 1.5 meters and even 1.20 meters if there are no other options. In this case, the project must be presented to the city council, which is the one who studies and approves whether to grant the planning permission for works. In other communities such as Cantabria, lThe regulations also contemplate this possibility. Image | Laura Sacristán, Xataka In Xataka | What changes does the new Spanish regulations ask to make in elevators before July 1?

what they are and how to use them to give ChatGPT more functions

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Let’s explain to you What ChatGPT applications are and how to use thema functionality with which you can connect the artificial intelligence to third party services. This way, you can use features from Photoshop, Canva, TripAdvisor, Apple Music and many others right from the app. ChatGPT. We are going to start the article by explaining in a simple way what exactly these applications are and what you should know about their use. Then, we will tell you step by step how to use them. What are ChatGPT applications ChatGPT applications, also called GPT Apps or connectors, are extensions that allow AI to connect with external services to perform specific tasks. ChatGPT has several uses, but there are functions that it misses, ranging from precise edits to searching for your local or personal information. Therefore, where the limits of AI do not reach are those of the applications to which it connects. For example, you can connect with Google Drive, Outlook, Canva, TripAdvisor, TheFork, Apple Music, Photoshop, Teams, Dropbox, and many more. This will allow OpenAI’s artificial intelligence to gain other special powers, from search and reserve restaurants even checking documents in the cloud or your email. You will even be able to automate tasks and actions on other platforms. Here you should know that some of these interactions will require access to your accounts of these services, such as when you want to check your email or make a reservation. However, if you are only looking for general information it will not be necessary. If you need to link your personal account to this service, then you will be asked and given explicit permission, ChatGPT will not log into your account itself. When it accesses the data, it will do so with the permissions you give it, just like Google and so on. ChatGPT will not be able to see your passwords, but if it accesses your data, keep in mind that you will be sharing it with OpenAI, so be careful if you are concerned about your privacy on topics like emails, your Google Drive files, or social media data. How to use apps in ChatGPT There are two ways to use applications in ChatGPT. The first is click on the section Applications which you will find in the left panel, above the chat history. This will take you to a screen that is an index where you can browse all the available ones or use the search engine to find one. The second option is put an at sign @ and start typing your name in the chat where you write the prompts by ChatGPT. This will open a window where the names of the applications will appear as you type. When you tap on an app, you will go to the screen where you can connect it to ChatGPTchoosing whether you want it to use relevant memories and share its data with the application. If you don’t need to link your accountit will just be a switch. But some applications will ask you to link your account in them. In these cases, the screen will have a button linking to the service, for example Outlook, so you can log in and give access to ChatGPT. And now, all you have left is start using these apps. If you access them from the apps menu, you will have the option to start a chat with this service. If you access from the normal chat, just mention them with the at sign to write the prompt and ask them to do something. You can also attach elements or whatever is necessary for what you are going to ask them for. In Xataka Basics | 18 simple Christmas images that you can make with ChatGPT in a couple of clicks or a single prompt

The DGT does not have an “ITV for V-16 beacons”, but the fact that many people believe that it does reveals how confusing everything is being.

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You will have read that the DGT has launched an MOT for the V-16 beacons. Well, there is no MOT for V-16 beacons. The DGT has not launched a new procedure. There are also no V-16 beacons that were approved and are no longer so. And although it is very likely that you have read the opposite, you can rest assured if you have purchased one of the beacons that the DGT has now supposedly suspended. Having said all this, it is normal that you are confused and that is why we are going to explain what happened. There is no MOT for beacons and you don’t have to do anything If you have read that the DGT has launched an ITV for beacons, we confirm that you have fallen into a clickbait. And to explain certain terms it is common to use a concept well known to everyone (in this case the ITV) to point out that the V-16 beacons will pass a exam every two years (as happens with cars). It is the same that occurs with the calls “continuous line radars”. They simply do not exist, it is a system that uses other technology but to popularize them among readers they talk about “radars” when in reality they work in another way. In this case something similar happens, with the aggravating factor that it is not entirely true that the V-16 beacons are passing an exam every two years. The latter is nothing more than the renewal of a license to be able to put approved V-16 beacons on the market. My partner Yúbal Fernández gives the answers to all the questions that may arise in this article. To understand the origin of the mess you have to go to the DGT website. There, where all the approved models are listed, another list appeared a few days ago called Brands and models with certificates with expired validity. It includes four models of beacons (three of them from the company Ledel Solutions and the other from the company Ditraimon). They are, in the literal words of the DGT, “brands and models with certificates of completed validity that covered their manufacture, being valid for use by drivers who have acquired them until the end of their useful life.” To clarify all doubts we have contacted the DGT who has explained to us that this is an administrative procedure and not a purely technical one. They have clarified to us that when you receive a certificate to put a V-16 beacon on the market, it is valid for a period of two years. When this ends, there are three possibilities: The manufacturer resubmits the same beacon to the corresponding laboratory. In that case, it is verified that all requirements are still met and the manufacturer can continue selling said beacon. The manufacturer presents the beacon but with a cut in its characteristics. In that case, if it does not meet the minimum requirements, the beacon cannot be sold and the manufacturer loses the certificate. At that moment he enters the new DGT list. The manufacturer has no intention of continuing to sell the beacon and does not appear for the certificate renewal. In that case, you lose the certificate immediately and cannot continue selling that same beacon. Therefore, the so-called “ITV for beacons” is nothing more than an administrative renewal in which it is confirmed that the manufacturer continues to comply with the requirements required to put the beacon on the market. But it only applies if he takes the said exam. That is to say, in that case it does work like the MOT of a car, which only receives approval if we take the “exam” and pass it. Or the renewal of the driving license, which we will lose after its validity if we do not undergo the relevant tests. What can lead a manufacturer to not renew its certificate? Simply put, a company can forget this procedure if it does not want to continue producing this beacon because it is not achieving the expected profitability or has a product that works better in the market. A good example is the company Ledel Solutions, which has not received the renewal of the certificate for three products. However, it has up to 32 different beacons with the approval of the laboratories. Some of these certifications were issued last November or December 2025. AND if you have bought any of these beacons, there is no problem either. The DGT has insisted that if the beacon is in the commercial area we go to, we can rest assured because it will have met the technical requirements if it has been approved by the DGT. That is why it is important to check before paying if the model in question is on the list of Certified brands and models. In any case, remember: we are talking about a purely bureaucratic process in which the driver is not affected in any way. If you bought a V-16 beacon that is part of the new DGT list, you have nothing to worry about and no need to buy a new one. Your connectivity is guaranteed for at least 12 years and no one is going to fine you for carrying a V-16 beacon if the product has the DGT certificate. Photo | Aeca-ITV and Geobeacon In Xataka | Fines for improper use of the V-16 beacon: when you can be fined for using it off the road and when you can’t

Russia has reminded the planet that the war in Ukraine is a ticking bomb. And for this he has pressed a nuclear button: Oreshnik

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Over the past few months, the war in Ukraine has seemed advance by inertia: fronts that barely move, stalled negotiations and constant wear and tear that threatens with normalizing the conflict in Europe. But in recent weeks Moscow has remembered, without the need for major territorial conquests, that it continues to have the ability to alter the chessboard with a single gesture: the nuclear one. The button that is always there. In a stuck war In the mud of the front and industrial wear and tear, Russia has once again remembered that it is still sitting on a strategic bomb pressing a button that does not need to be pressed completely to take effect: that of Oreshnik missilean intermediate-range system with nuclear capacity whose use, even with inert or conventional charges, functions as a political message rather than as a tactical weapon. The launch detection from the Kapustin Yar strategic polygon and the subsequent explosions near Lviv, a few kilometers from the Polish border, do not seek so much to destroy decisive objectives as to point out that Moscow can escalate whenever it wants and from wherever it wants, even from facilities associated with its strategic nuclear forces, deliberately breaking the “conventional” routine of the conflict. Symbolic weapon, real threat. It we have counted before: the Oreshnik, derived from the RS-26 program and capable of carrying multiple warheads that separate in flight, it is not a missile designed to win battles in Ukraine, but to cross psychological red lines in Europe. Its hypersonic speed, its potential range of up to 5,500 kilometers and the fact that Ukraine lacks defenses capable of intercepting it turn each launch into a demonstration of the structural vulnerability of NATO’s eastern flank. When Russia first used it against Dnipro in 2024 with dummy heads, he made it clear that he was not testing marksmanship, but rather strategic credibility. Now, by bringing the impact closer to the NATO border and the European Union, the message is even more explicit. Controlled climbing. The reappearance of the Oreshnik is no coincidence. It occurs while Ukraine refuses to give up territory in the negotiations, while Moscow insists that any Western troops deployed on Ukrainian soil would be a legitimate objective and while Washington, under Trump, intensifies pressure on Russia’s allies like Venezuela. The Kremlin justifies the attacks as retaliation for alleged Ukrainian attempts to attack the residence of Vladimir Putinaccusations that even US intelligence services they doubtbut the real logic is different: to raise the psychological and political cost of Western support without formally crossing the nuclear threshold. Energy, winter and strategic terror. As in previous winters, Russian missiles and drones are once again baiting the Ukrainian energy infrastructureleaving entire neighborhoods in kyiv and other cities without electricity or heating amid sub-zero temperatures. The Oreshnik fits into this strategy of calculated terror: not only does it damage critical facilities, but it amplifies the feeling of helplessness by introducing a weapon that symbolizes the maximum possible escalation. Ukraine responds by hitting power grids in Russian regions such as Belgorod or Oryol, but the strategic asymmetry remains intact. Europe as a target audience. Furthermore, by hitting near Lviv and, by extension, Poland, Russia is not just talking to kyiv, but with Brussels, Berlin and Paris. The Oreshnik is a reminder that Ukrainian theater is inseparably linked to European security and that any expansion of military support has an immediate reflection on the deterrence ladder. It is no coincidence that Moscow recently showed the deployment of the system in Belarus, further extending the reach shadow over the continent. The temptation of blackmail. Thus, with minimal and extremely slow territorial advances, and a growing human and industrial cost, Russia uses the Oreshnik missile as a substitute for victories on the battlefield. It is not a weapon to conquer Ukraine, of course, but rather to remind the world that the conflict cannot be closed by ignoring the Russian nuclear dimension. From that prism, each launch is a warning: Moscow does not need to detonate a warhead to reactivate the founding fear of the Cold War. Just show the button, press it even half and make it clear that it is still there, waiting, like a time bomb that sets the pace of all future negotiations. Image | Ministry of Defense of Ukraine In Xataka | Ukraine has become an animal slaughterhouse: Russian soldiers appear with horses and drones blow them up In Xataka | First it was Finland, now the US has confirmed it: when the war in Ukraine ends, Russia has a plan for Europe

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