Mobile Tech & Gadgets

Its design will not go unnoticed from the air

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In Bishoftu, about 40-45 kilometers from Addis Ababa, Ethiopia is already moving earth for a project that aims high in every sense. Ethiopian Group has officially started work on a new airport that, according to Prime Minister Abiy Ahmed Aliwill be “the largest aviation infrastructure project in African history” when completed. But size is not the only message: Zaha Hadid Architects It proposes a gigantic terminal with the approximate shape of an X, a visual signature that also responds to a functional idea, making the passenger’s journey more intuitive within a complex designed to grow in phases. Ambition is no longer counted only in renders. The difference here is that this is no longer an idea: the works have begun and the plan arrives with a budget, deadlines and a defined operational design. Reuters places the project at $12.5 billion and confirms that Ethiopian has officially started construction, with the idea of ​​completing it in 2030. The group behind the state airline is not only promoting the work: it will also be in charge of the design of a planned complex with four runways, a detail that anticipates the operational scale it seeks to achieve. When the form is also logistics. As we say, the terminal in X works as an aesthetic statement, yes, but the architecture studio insists in that it is also a circulation decision. The firm explains that the docks are connected to a central axis that runs through the building and that this organization aims to reduce transfer distances, something key in an airport that aspires to manage large volumes of passengers. This is inspired by Great Rift Valley and that each dock will have its own identity in materials and color palette to reflect the diversity of the country. The key figures. Reuters reports that the airport is designed with capacity for 110 million passengers per year and space to park 270 airplanes, a leap that multiplies by more than four the capacity of the country’s current main airport. In a first phase scheduled for 2030, there will be a 660,000 square meter terminal and two runways, designed to serve 60 million passengers per year. An airport on the limit. This plan is not only born from an ambition for image or regional leadership, but also from an operational need. It turns out that the country’s main airport will reach its limits with current traffic in the next two or three years. This information explains why Ethiopia is not talking about tweaks or expansions, but rather about building a new airport hub relatively close to the capital. For Ethiopian Airlines, considered the largest African operator, the equation is as simple as it is forceful: without physical capacity, there is no way to sustain the business. Architecture designed for the climate. Zaha Hadid Architects maintains that the project aims for LEED Gold certification and that part of the strategy involves passive resources: natural ventilation, shading and semi-open spaces that take advantage of the climatic conditions of the area. Added to this is a package of more industrial measures, from solar panels to produce energy on the premises itself to water management designed for an infrastructure of this size. Terrestrial connectivity. The project includes linking the new airport with Addis Ababa and Bole airport through a high-speed line, a key element if the infrastructure wants to operate as an integrated system and not as an isolated piece. We are looking at a design that has been designed for a high volume of connections, with the expectation that 80% of travelers will be in transit without leaving the airport. That is why specific services are contemplated for long stopovers, from a hotel in the air zone to restaurant offerings and outdoor spaces with local vegetation. Images | Zaha Hadid Architects In Xataka | Spain has been dreaming of a megatunnel with Morocco for decades. To no one’s surprise, he will not be there for the 2030 World Cup

Latin America is the next step

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If you have ever been traveling and, upon arriving at your destination, you have wanted to book an excursion in Spanish, a skip-the-line entry or a transfer without complications, it is quite possible that you have come across Civitatis. The company, based in Spain and founded in 2008, has made a name for itself as an online platform for booking activities, guided tours and destination experiences designed for Spanish-speaking audiences. Now he wants to play another game: look beyond Europe and grow strongly in Latin America. Look beyond Europe. After years consolidating its presence in Europe, Civitatis is preparing for a change of scale in its international expansion, with Latin America as a priority. The company frames it as a strategic step and also as a positioning adjustment: in an informative meeting prior to Fiturits CEO, Andrew Spitzerdefended that the focus is not only on growth, but on truly integrating into the market. The goal, at least in his story, is for this growth to stop being peripheral and become central. three levers. From there, the plan is based on three pillars. The first has to do with the United States: the company highlights the proximity to that market and the weight of the Spanish-speaking population as an opportunity for organic growth. The second is Brazil, where the company plans to grow by 30% in 2026, an objective that involves expanding the catalog also in Portuguese to better adapt to the country. And the third is more structural: in Latin America the wholesale channel, supported by distribution agreements with travel agencies, has more weight than in Europe, where direct sales to the end customer predominate. Operating muscle. According to the data provided by the company, Civitatis already works with three regional centers in Mexico, Argentina and Brazil, which function as a base to coordinate its activity on the continent. Together, these hubs concentrate 70 employees out of a total workforce of 360, according to the figures shared at the meeting prior to Fitur. The reading is clear: it is not just about selling in the region, but about building structure and teams on the ground to sustain growth. The app as an inflection. The other major axis of the plan for 2026 does not have to do with the map, but with the product. The company is preparing the launch of a new mobile application with which it aims to stop behaving as a purely transactional platform and become a travel companion. Europa Press adds that the app would be designed to centralize reservations, itineraries and complementary services under a space called My Trips, with access even offline. The idea of ​​relying on artificial intelligence to promote greater personalization also appears in that roadmap. What exactly is Civitatis?. It is not a traditional tour operator, but a platform that connects travelers and local tour operators, acting as Online reservation channel for activities and visits at destination. Their proposal consists of bringing together this dispersed offer, presenting it in a digital catalog and managing the reservation from the same place, so that the user does not have to go supplier by supplier. This intermediation position also marks its limits and its opportunities: expansion does not depend only on opening the market, but on building a local catalog and making it accessible with the same product logic. Grow cautiously. The expansion into Latin America and the launch of the new application also have a business reading: Civitatis maintains that its roadmap is based on sustainable profitability. It should be noted that the company does not currently have an IPO among its priorities, despite being in the full acceleration phase. And El País places as a key piece the investment of Vitruvian Partners, with 100 million euros in 2022 and another 50 million in a second operation two years later. From here, the game consists of combining global ambition with measured growth, without losing the ability to adapt to each local market. Images | Laurentiu Morariu | Civitatis In Xataka | The “European Bizum” is on the verge of becoming a reality and there are two clear losers: Visa and Mastercard

Mexico needs the Mayan Train to work. And they are so desperate that they have put it in military hands

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There are many ambitious trains, but like the Mayan Train there are not as many. And it’s not because this train stands out for its speedby go through impossible tunnels either for luxurybut because few trains in the world must support a load as heavy as this one: being the backbone of the tourism in Mexico. Born with tremendous ambition, he started his engines with promises of wealth. AND is crashing resoundingly. So much so that Mexico has completed the transfer of control of the train to the Secretariat of National Defense. Army, to manage. FONATUR Tren Maya was the organization attached to the Ministry of Tourism that, since 2018was responsible for leading and managing the project. However, things did not work out, the plans were not fulfilled and, already in September 2023, when Obrador saw the arrival of the deadline to launch the train, he began to take steps for the Secretariat of National Defense to take control. After a series of steps, and as we read in Chroniclerit was at the end of 2025 when the process was finalized for Tourism to stop operating the train and Defense to take charge of it. Goals. The program has the following goals: Consolidate responsible transportation with the environment and society. Offer a safe and innovative transportation system. Ensure profitability through efficient management. That last point sounds like an ax to the previous management, but they are going to have a difficult time. Indifference. It was a few weeks ago when, in an article published by El País, the figure was revealed: the Mayan Train moved 5% of the expected demand. Neither tourists nor locals seem to have the slightest interest in a vehicle that was born to unite the different regions of the Yucatan Peninsula. Just because, It is the tourist jewel of Mexicobut also a tremendously unequal region in which Chichén Itzá brings together the majority of archaeological tourism, to the detriment of the others. And it seems that the train is not solving this. The report states that, during the first year, it transported about 3,200 passengers daily. Do we contextualize? The forecasts were for 74,000 passengers per day. Billionaire failure. It is a hard blow for a project that was already born on the wrong foot. It was the most ambitious project of the previous president, Andrés Manuel López Obrador, one without private or foreign capital, 100% Mexican, which caused headaches practically from the beginning. Obrador took advantage of that public investment, but from an initial budget My dear between 120,000 and 150,000 million Mexican pesos -about 7,400 million euros-, it ended up costing more than 500,000 million pesos -about 24,500 million euros- for 1,500 kilometers of roads. Current itinerary Expansion. The change in management is not symbolic: a series of actions have been proposed to expand services. On the one hand, passing under military control implies that seeks to operate with greater security for passengers, especially in areas where conflicts with drug traffickers are a problem. Greater professionalization of management is also sought through an administration under military command, but in the background there is an expansion plan. The aim is to transport cargo such as food for isolated indigenous communities or medical goods. Also that the train serves as a humanitarian corridor in the face of misfortunes, and for this they will create more than 3,000 additional kilometerswith an extension to Puerto Progreso. Will anything change? It’s the million dollar question. On the one hand, the Sheinbaum Government has made it clear on more than one occasion that they want the railway to be the backbone of the country not only for the transportation of people, but also as a freight corridor. The goal By 2030, four million passengers per year and 4.7 million goods per year will be moved thanks to the integration with the Interoceanic Corridor of the Isthmus of Thuantepec. Come on, turn the train into something that can compete against the Panama Canal. But of course, it can become a way to move goods, but we have to see if passengers use it to move. In statements to El País, it is more profitable for locals, and it is also more practical, to get around by bus. And tourists usually arrive in Yucatán with already established itineraries that do not require train services. And, on the other hand, there are the controversies associated with the military and the construction sections that they were in charge of in the past. Sections 5, 6 and 7 were commissioned directly to SEDENA, and there are not few cases of environmental violations, social conflictsviolation of human rights against indigenous Mayan communities and extra costs associated with those sections under military control. Images | Mayan Train, ProtoplasmaKid In Xataka | Urban transportation in Mexico City hangs by a thread. Literally: they will have the longest cable car in the world

Tesla popularized “invisible” car door handles. China has just handed down its death sentence

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In China they have been wanting for a long time ban retractable handles of the vehicles, a design commonly popularized by Tesla. It is no wonder, since over the last few years we have witnessed serious fatal and safety incidents involving this type of handles. The regulations will force many of the best-selling models on the market to be redesigned. what has happened. The Ministry of Industry and Information Technology of China has approved a new safety regulation that will come into force on January 1, 2027. The regulation prohibits door handles recessed in the body and requires that all vehicles have visible handles and a mechanical opening system on each door, according to they count from Financial Times. Why is it important. The hidden handle design has become popular in recent years in electric cars. In China they had been following Tesla’s example for a long time, looking for a more minimalist aesthetic and small aerodynamic improvements. Virtually all of the major electric car manufacturers in China have models with retractable handles. However, these designs have proven to be dangerous in emergency situations. The trigger. A fatal accident in 2024 with Aito’s M7 SUV was one of the main triggers. Three people, including a two-year-old child, died after a crash. Videos shared on social media showed rescue teams breaking windows to try to save victims. As Aito explained in a statement, “the power and signal cables were immediately cut, preventing the handle controller from receiving the ejection signal.” The concern continued after two accidents with the Xiaomi SU7whose videos showed people struggling to open the vehicle doors to rescue those inside, without luck. What the regulations require. Just like they explain from CarNewsChina, the ‘GB 48001-2026’ standard states that each door must have a mechanical exterior handle located in specific areas of the door surface, with sufficient space for manual operation in emergencies such as deployment of restraint systems or battery problems. Electric handles must include independent mechanical mechanisms capable of withstanding forces of at least 500 N. On the other hand, inside, each side door must have at least one mechanical opening handle with graphic symbols of at least 100 mm × 70 mm and clearly visible instructions or pictographic symbols. Impact on the industry. The regulations will affect numerous models from manufacturers such as Xiaomi, BYD and others that have adopted designs similar to Tesla. Bill Russo, founder of Automobility, counted to FT that the standard will require changes to some models but not a complete redesign. “Many manufacturers already design alternative handle solutions for export markets with different regulations,” he explains. “With the new regulation, we will be ready to change any handle as the government wants,” Stella Li, executive vice president of BYD, told Bloomberg TV. Outside China. Perhaps the most notorious case is in the United States, where the issue of hidden handles is also being investigated. The National Highway Traffic Safety Administration opened investigations on Tesla Model Y and Model 3 over concerns about the accessibility of their vehicles in emergencies. A particularly serious accident in California that caused the death of three teenagers in a Cybertruckwhere neither the occupants nor anyone close to the incident could open the doors through the hidden handles and reinforced glass, prompted Congress to take action and Tesla to announce a redesign of its handles. Cover image | Eyosias G In Xataka | Putting solar panels on an electric car sounds like a total win-win: the reality of extra autonomy is a bucket of cold water

The fascinating search for the oldest person ever photographed

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Have you ever wondered who the oldest person ever photographed was? We don’t talk about the first photograph in history that the human being was capable of doing, which is also a very interesting topic, but the one in which the person born appears before any other who has ever been immortalized in a photo. It is not an easy task to give a clear and emphatic answer, since it is difficult to trace people born at the end of the 18th century, but there is a certain consensus around some names. Who knows, maybe in a few years we will discover a new photograph that will surprise us again as the ones we have in our hands have done. Be that as it may, the topic is as exciting as it seems. Conrad Heyer and John Adams According to the information offered by the Maine Historical Societythe oldest person ever photographed was Conrad Heyer. He was a veteran of the American War of Independence whose date of birth dates back to 1749. The following photo of Heyer is estimated to have been taken in 1852, four years before his death. Yes, here he was 103 years old. And yes, it is amazing to be able to see a photograph of someone born in the mid-18th century. The photo is simply impressive, both in terms of composition and because of Heyer’s firm and almost defiant gaze. It was made using the daguerreotypea photographic procedure that was made publicly known in Paris in 1839 and was subsequently used for years throughout the planet. Also in Spain, of course, where daguerreotypes were made from 1839 to 1860. But back to the topic at hand, was Conrad Heyer the oldest person ever photographed? This is what appears in the data offered by the Maine Historical Society, as we have seen, but on the other hand the Susquehanna County Historical Society has a copy of a photograph of a certain John Adams. A shoemaker by profession, he was born in Worcester a few years before Heyer, specifically on January 22, 1745: Conrad Heyer, born in the 18th century, very happy to pose for posterity, as can be seen. John Adams, also very excited. Once again it is a daguerreotype, although in this case it is not known for sure what year the photo was taken (the original has not been found). With the data we have, what we do know is that it had to be taken sometime between 1839 and 1849, the year in which Adams died at 104 years. Heyer and Adams enjoyed lives of more than a century. And from what we see in the photos, it can be said that they were not in bad condition at all. There are at least a couple of other people who could dispute Heyer and Adams for the honor of having been the oldest person ever photographed, although the documentation is somewhat confusing and they are not as clear-cut cases as the previous ones. The first of them is Baltus Stoneanother Revolutionary War veteran like Heyer. His date of birth could have been 1744 according to the manuscript that accompanied a daguerreotype from 1846, but in other documents It is implied that he could have been born in 1743, 1747 or 1754. Too much dancing around dates. On the other hand, the New York Historical Society He has in his possession a daguerreotype taken in 1851 of a slave named Caesar which, judging by the information that appears on the back of the frame, born in 1737 in Bethlehem (New York), and died in 1852. If this were true, not only would we have a clear winner, but Caesar would be 114 years old in the photo. Yes, looking at the image it is a little difficult to accept these data as good: Baltus Stone himself. The New York Historical Society itself confirmed to Benjamin S. Beck in a private conversation that Caesar’s date of birth could not be fully confirmed. The only public record that may shed some light on this is an August 7, 1850 entry in the Bethlehem population census listing a 110-year-old Cesar Nicholls (he was born as a slave to a Van Rensselaer Nicoll). Veterans of the Napoleonic Wars arrive In addition to the daguerreotypes of John Adams and Conrad Heyer, who could well be the two oldest people ever photographed, we cannot forget the collection of photos about veterans of the Napoleonic Wars property of Anne Seddon Kinsolving Brown. Although it is not known for sure how Ms. Brown obtained these photographs, their story is fascinating. After Napoleon’s death in 1821, veterans of the Grande Armée and the Guard who survived the Napoleonic Wars marched in uniform every May 5 to the Place Vendôme in Paris to pay their respects to the fallen emperor. The photographs in Mrs. Brown’s collection were taken around the year 1858, as the veterans shown in them were wearing the St. Helena medal awarded to them all in August 1857. They are the only remaining photos of these soldiers wearing their original uniforms and insignia. All of these veterans were around 70 or 80 years old at the time they were photographed. That is, all of them were born at the end of the 18th century and, therefore, they are part of the group of people born before 1800 who were photographed. Images | Brown University Library In Xataka | What happened to Technicolor: evolution and death of the company that changed cinema and was overwhelmed by its ambition In Xataka | The first photographic meme in history was extremely macabre: posing as decapitated corpses

Europe wants to manufacture 20% of the world’s semiconductors by 2030. It has just taken the first step

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43,000 million euros. That is the figure that the European Commission set to achieve something that is currently out of reach: technological sovereignty regarding semiconductors. With the ‘Chips Act‘, Europe seeks to position itself as a power in a semiconductor production segment dominated by Asia with Taiwan at the head. Now, and after years of dreaming, Europe inaugurates the first installation: the FAMES Pilot Line. The objective is not conservative. By 2030, the Old Continent wants produce 20% of integrated circuits of the world. We have an ace up our sleeve called ASMLthe global spearhead in terms of manufacturing of advanced photolithography equipment refers. The Dutch are the ones who produce the machines that buy foundries like TSMC o Intel to manufacture the most advanced chips on the market. But there is a problem: we have the machine that makes the chips, but we don’t have someone to make chips. That is what the project wants to change, and with FAMESthe European Union Chip Law lays the first brick to be more relevant. It’s not going to be easy at all. FAMES, the spearhead of Europe’s Chips Law Unlike a private company, FAMES is something much more European: a collaboration between countries and institutions. It represents a new example of public-private collaboration like the one we are seeing in parallel in the european space race. And the pilot program is located at the CEA-Leti facilities in the French town of Grenoble. With an initiative of 830 million euros contributed by both the European Commission and the participating states, FAMES brings together 11 organizations belonging to eight countries and, after two years of preparation, has presented favorable technical results to begin developing advanced semiconductor technologies. The organizations and countries of the FAMES Consortium FAMES, with 830 million in financing, is the first of the five pilot lines that will be inaugurated under this Chips Law initiative, and the CEA-Leti plant has been expanded with about 2,000 new square meters destined to clean room. It is an extremely clean area isolated from the outside, with strictly controlled temperature and humidity conditions and optimal conditions for manufacturing semiconductors. CEA-Leti already had 12,000 square meters of clean room, so the expansion under the Chips Law is considerable. And the big question: what will they do in this pilot program? Well, something known as Fully Depleted Silicon-on-Insulator, or FD-SOI. This is a manufacturing process in which a thin insulating layer (less than 10 nanometers) is placed under the transistors so that the chips operate at lower voltages. And the goal is to create 10 and 7 nanometer processors. FD-SOI Thus, they consume between 30 and 40% less energy without losing performance, making them more efficient. That efficiency and delivery of energy to the chips is something that everyone is trying to improve, from an Intel that already has its most cutting-edge technologies ready in this sense to a TSMC that is preparing its response by the end of 2026. That Europe is developing its solution now seems demoralizing, but it must be taken into account that, for decades, the technology of the Old Continent has depended on external manufacturing, so advancing this manufacturing process at this time is not bad news. But well, in the end, FAMES represents the first platform in which some advanced technologies for the manufacture of semiconductors will begin to mature and, together with the rest of the pilot lines, the objective is to transfer these advances and knowledge to the industry and, obviously, to a final product. We will see if the 2030 goal is reached, but Europe itself is not very optimistic about the matter. Europe thinks that Europe will fail in its objective At the beginning of last year, we already said that the European Court of Auditors itself believed that the European Chip Law would be a failurepointing out unlikely which would be if they achieved the goal of building 20% ​​of the planet’s semiconductors by 2030. And… they are not misguided. Europe is seeking its technological independence while inviting entities like TSMC to its soil, but the two main technological centers are also moving. The United States is attracting talent to its territory, with TSMC buying more land to open a megafactory and Intel as a banner in the American foundry. China is not standing idly by and, following a Western veto, its semiconductor industry has made unthinkable advances with old ASML machines while companies like SMIC either Huawei develop your own solutions to create advanced chips and be able to shield itself from American technology. And beyond countries, private companies such as Intel itself, TSMC, Samsung, GlobalFoundries or Texas Instruments are also moving, installing new cutting-edge plants both inside and outside the United States, a country that is determined to invest what is necessary to achieve leadership. In the end, getting 20% ​​of the world’s chips is a tremendously ambitious goal and Europe is very far away in this industrybut you have to start somewhere and FAMES represents that first stone on the path of the European semiconductor initiative. Images | Intel (edited), FAMES In Xataka | We already know what the chips that will arrive until 2039 will be like. The machine that will allow them to be manufactured is close

Social networks are a problem for teenagers. Taking them away as the Government wants will also be

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As father of two teenagershe Pedro Sánchez announcement It touches me closely. It has also done so in recent months the conversation and the measures that They have already been activated in other countries. For all parents in a similar situation, and for all those who are going to experience it – if indeed those measures end up being activated—, the conclusion is clear. For those under 16 years of age, the smartphone is two things at the same time. The first, a black hole that devours your attention and that also conditions that basic structure on which they build their own social identity. It is not just that the cell phone is a disturbing dopamine instrument in which they spend hours and hours: it is that it is there where they socialize. In fact, in 2026, leaving a teenager without a cell phone not only prevents them from accessing the entire viral world: it means leaving them in a situation of social ostracism. You make him more or less a pariah. WhatsApp—at least, in Spain—is the main and primary communication channel for adolescents, even more than that of adults. There they organize class work, meet to go out and manage their own group dynamics. If this measure is activated, couldn’t that significantly influence your ability to connect with your friends and acquaintances? Nowadays, relationships for them are already totally hybrid, and removing their access to social networks, no matter how well-intentioned the measure, can have a terrible impact for many of them. Banning social media seems like a good idea until it doesn’t. All this debate has brought back the buzz of dumb phones, dumbphones. They are those mobile phones with aesthetics from the 2000s that recover shell-type designs or even physical keyboards and small screensbut rather than being limited in form, they are limited in substance. The idea is to reduce this dependence on the smartphone and turn that device into something minimal to call, send SMS and little else with the idea of ​​not being glued to the screen all day. The idea is nostalgic, again well-intentioned and even romantic, but impractical. Those dumbphones They are postulated as a tool for digital detoxification, but this movement faces an overwhelming technological and social reality. In the short term the concept may be nice and praiseworthy. In the long term it is, above all, an obstacle. And it is because the modern world has been designed by and for be lived with the smartphone at your side. Not using it means returning to a more uncomfortable and less practical life. On the one hand, that FOMO which can be beneficial (not everything we miss will be important, and probably most of it will not be), but on the other hand, there are real advantages in that total access to today’s world that the mobile phone gives us. We actually don’t even need a stupid cell phone. There have long been ways to limit the use of applications and those dedicated to social networks—the settings of digital well-being from Android or iOS—as well as tone up our mobile so that its home screen does not encourage us to use the mobile, but precisely the opposite. Parents also have access to parental control solutions, and at home, for example, we use Family Link with some success, although recognizing that it is virtually impossible to control everything. Trying to solve the current problem – which there is – with these types of measures is like putting doors on the countryside. It is a technical challenge that is almost impossible to solve and that follow in the wake of the famous pajaporte. Beyond the other gigantic debate that arises from this, that of privacy, here this control of minors seems unfeasible. The solution is probably not in the device or the apps it runs, but in re-educating the kids. The mobile phone should be a functional tool, not an object of constant validation. Parents there all have a difficult role, and I always say that if I had had a cell phone at their age I would probably be as trapped by it as they are, or more so. Do we have a problem with young people, cell phones and social networks? Definitely. Is this measure the solution? It seems hard to believe. I, of course, have serious doubts that it is. Image | Miguel Angel Perez In Xataka | The life of those of us who change our mobile phone almost every week (for work)

They owe you a day of rest

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The Supreme Court has made it clear that holidays are not days of rest. They are different rights. Therefore, if a holiday coincides with your day of restthe company has to give you another additional day off. For years it has been common that, if a holiday coincided with, for example, a Saturday, that day of rest was lost. A Supreme Court ruling has considered that loss of a holiday “does not conform to the law.” Therefore, the employee must be able to enjoy both rights: to weekly rest and to enjoy official holidays. The injustice: that holidays coincide with your rest. The High Court ruled in this sense in a ruling from July 2024which establishes that workers who work from Monday to Sunday and have a fixed day of rest during the week have the right to an additional day when that rest coincides with a work holiday. This resolution corrects the previous criteria of the Social Chamber of the Superior Court of Justice of Madrid in response to the demand of the workers of a business that opened from Monday to Sunday with rotating shifts, in which the staff’s breaks did not always coincide with the weekend. This meant that, if an employee was assigned, for example, Mondays as a day of rest, and it coincided with one of the 14 holidays recognized by law, that employee would lose either a holiday or a holiday, while his colleagues (with other days of rest) did enjoy both. On holidays you also rest. The usual practice to date was that, if the holiday coincided with the assigned day of rest during the week, the employee “lost” that day since, in reality, that rest was also occurring. However, the Supreme Court ruling reinforces that the 14 annual holidays recognized by law must be enjoyed in their entirety, without overlapping with the minimum weekly rest to which workers are also entitled, thus separating both rights and forcing the company to compensate the employee with another additional day off. Weekly and holiday rest are not the same. The doctrine of the Supreme Court is based on article 37.2 of the Workers Statutewhich indicates that “work holidays will be paid and non-recoverable.” That is, they cannot replace or be a replacement for any other type of rest. In practice, the court considers that allowing a holiday to overlap with the day of rest creates comparative grievances between people with different calendars within the same company. While some enjoy the 14 legally recognized holidays plus their weekly rest, others end up with fewer days off per year just because their day of rest coincides with the holiday. If both coincide, another day must be assigned. Based on this doctrine, if a national, regional or local holiday coincides with the assigned day of rest, the company must grant you an additional day off on another date. This compensatory day does not have to be the one immediately following the holiday, but rather must be set by mutual agreement, respecting the work calendar and ensuring that the holiday is not lost. For companies, this forces them to review quadrants and calendars in sectors that open every day, such as commerce, hospitality or certain essential services, where it is common to work on Sundays and holidays. How it affects you if the holiday falls on a weekend. In a classic weekday from Monday to Friday, if a holiday falls on a Saturday, the new jurisprudence prevents that holiday from simply “disappearing.” The company has to compensate with an additional day of rest. According to the article 47 of Royal Decree 2001/1983 that regulates the effective enjoyment of days of rest, when for organizational reasons the day of rest cannot be enjoyed, the company “will be forced to pay the worker for the hours worked” or to grant an alternative compensatory rest. That is, since the holiday must be taken because it is not recoverable, the day of rest is not “lost”, but must be compensated with another day or paid with a 75% increase if not enjoyed. In Xataka | If you can’t stand your boss anymore, you can resign, but you need to give advance notice of voluntary resignation: how and when to give it Image | Pexels (Leeloo The First)

Pedro Sánchez has only detected that the social conversation has already moved

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Pedro Sanchez From Dubai, he has promised five measures against digital platforms: criminal liability for managers, prohibition of access to minors under 16 years of age and criminalizing the manipulation of algorithms. The package sounds grandiose, but the most relevant thing is not in the technical details or its parliamentary viability. The panoramic. We are seeing the beginning of the “smoking” of the smartphone even at an institutional level. In society it started a few years ago. Social media is the stated goal, but the gateway is the device. The pattern. We have seen it before. There was a time when smoking on a plane was normal, getting tipsy during pregnancy did not cause social alarm, it was acceptable to travel with four children crammed behind in the car, and sugar was simply an innocent pleasure. In all cases, the change followed a similar sequence: First, scientific studies that point to a course of action. Then, a critical mass of citizens begins to “feel” that there is a problem. Next, governments move toward regulation. Finally, what was normal becomes unacceptable. Where are we. Right now, in phase 2 and approaching phase 3. The evidence on The impact of mobile phones on the attention and performance of minors they are growing. But that doesn’t matter much anymore. What matters is that a growing majority of parents, educators and citizens have come to the conviction that something is wrong. When you ask if children spend too much time on their cell phones, almost no one says no. Between the lines. Politicians do not usually lead these changes in consciousness, they simply detect and amplify them. Sánchez has not invented concern about social networks, he has only smelled that the wind is blowing in that direction and has placed himself in front of the current. This is what governments do when they sense that a cause has more support than detractors: fertile ground to announce something that will generate sympathy. The contrast. Just a decade ago, criticizing social networks placed you in the camp of technophobes, boomers disconnected, those who did not understand progress. Today that position has been almost completely reversed. Defending that a 12-year-old child have unlimited access to TikTok is beginning to be the cause of almost unanimous bad looks. The one that was before mainstream Now he has to explain himself. See a child today (or not so child) spend dinner making scroll to chain videos provokes a different reaction than doing it seven years ago. In another seven years it will surely be even more different. Yes, but. The analogy with tobacco has its limits because the cell phone is not only a vector of addiction, it is also a tool for communication, learning and socialization. Prohibiting access to minors under 16 years of age sounds reasonable until you think about how a 15-year-old teenager today coordinates his or her class work or meets up with friends. The upcoming regulation will have to be somewhat more surgical than that of tobacco, which was simply prohibited in closed spaces. The big question. Or big questions. Will we remember this time as we now remember the photos of doctors smoking in hospitals? Will our children stare in disbelief at images of entire families staring at screens in a restaurant, each absorbed in their own feed? If the pattern repeats itself, probably yes. Whether the measures that Sánchez has just anticipated succeed or not is the least important thing. What matters is that you have correctly read where the conversation is moving. In Xataka | Meta, Google and TikTok have condemned an entire generation to “doomscrolling.” And now they are going to be judged for it Featured image | Xataka

Tesla has revolutionized the industry with a 9,000-ton Giga Press. China has responded with the world’s largest

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Tesla has revolutionized car production. He has done it with the help of his Giga Press, a huge assembler capable of producing huge parts of the chassis to save time and money. In their race to lower costs, numerous brands have ordered their own. And a Chinese manufacturer has the largest in the world. What is a Giga Press? A Giga Press It is a machine capable of producing huge parts of a car chassis in a single process. Until now, those huge pieces have been (and continue to be for most manufacturers) assembled separately, slowly taking shape like a 10,000-piece puzzle. What is achieved with a Giga Press is to reduce the number of those pieces that have to be assembled. That is to say, simplify the puzzle. This is achieved with a huge press into which the material is injected to produce the part and the mold is pressed with great force to obtain the desired final part. Why is it so important? With the Giga Press, Tesla has managed to save time and money in the production of their vehicles. By simplifying the process, you can produce much more in less time and, therefore, amortize the investment more quickly. In fact, one’s own Tesla trusts in new evolutions to be able to reduce hypotheticals but also there are not a few companies that have ordered theirs with a view to achieving these same results. The largest in the world, of course, is in China. 16,000 tons. This is the figure that the Giga Press that Dongfeng has in its facilities in Wuhan (China) manages to apply, as reported in Car News China. This company has been working since last January with a new machine capable of casting parts with a pressure never before seen in the industry. The machine, they explain in the middle, has been designed, developed and produced entirely in China by LK Machinery which also provides these machines to other companies like XPeng. To give us an idea, Tesla’s Giga Press are capable of assembling parts with 9,000 tons of pressure. In this case, Dongfeng will dedicate the pressing to parts of battery casings of their electric cars. They assure that the machine will improve the rigidity of the assembly and the protection of the energy accumulator. Each piece moves forward every 135 seconds. And it’s not the only one. In parallel, Dongfeng will also have another press, this one capable of applying 10,000 tons of pressure. In this case it has a moving part and a stationary mold. The latter is filled with molten steel at a temperature of 720ºC and the moving part is placed on it. From there, pressure is applied until the new piece is shaped. The objective between both presses is to produce up to 600,000 pieces annually to incorporate into your cars. For now, in the first phase, up to 200,000 pieces will be counted and the objective is to gradually scale production until reaching the desired cruising speed. Both machines are the result of a clear commitment to this type of machines in China in recent years. Already in 2021, InsideEVs It stated that local manufacturers were looking for their own and, above all, that Tesla had managed to locate the supply of its suppliers in China so the materials used in the Shanghai machine did not have to be imported from third countries. It has its problems. Although the mass pressing of parts has revolutionized the industry and many manufacturers have sought their own machines, the truth is that this type of production It also has its negative side. And millions of copies are needed to amortize the set and get economic return on a very important investment. This also requires maintaining a design for a long time because any variation in the part forces the production line to stop for too long until the desired original mold is found. That “slave” design of the brand itself is one of the problems that Tesla has encountered, which is that it cannot launch cars on the market with new variations beyond small aesthetic touches. Photo | LK Machinery In Xataka | Tesla was supposed to be a company that sold cars. And the problem is that it is stopping selling them at full speed

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