Mobile Tech & Gadgets

Tesla resurrects the Dojo project with a radically different philosophy

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Elon Musk is one of the most important agents in the era of artificial intelligence. Meta, Alphabet, Microsoft with OpenAI and Oracle are prominent names when we talk about gigantic data centersbut if there is someone who cuts the mustard, it is Musk with his xAI company. His Colossus Memphis with 100,000 H100 from NVIDIA to train Grok surprised even Jensen HuangCEO of NVIDIA, but Musk’s goal is not to depend on others. NVIDIA leads the way in chips to train AI (so much so that even Chinese companies want to buy its H200, even if they don’t let them do it). But Musk, like China, wants independence and technological sovereignty, and That’s why he invested in Dojo. It was an ambitious plan to build a customized supercomputer to train the neural networks of the controversial autonomous driving (the FSD). After more than five years in development, 1,000 million dollars invested and key engineers who took the lead drainMusk hill the tap in August of last year. The future was in the AI5 and AI6 chips which were less specific, but could still be used to train the FSD system. However, there is a new twist to this tortilla chip and Musk has decided to relaunch the project. tesla reactive the development of Dojo 3, and it does so by burning bridges with the previous philosophy of this supercomputer. Dojo 3, the heart of Tesla’s autonomous driving Although Tesla has stopped more doubts than anything else these last few years regarding autonomous driving concerned, this continues to be one of the pillars in the company’s short-term strategy. Because they not only have the FSD in their cars, but also in the controversial ‘robotaxis’. Supposedly, it will be this 2026 when Cybercaps will begin to be manufacturedcars that, unlike the taxis that we already see in some cities, will arrive without pedals or a steering wheel. But he doesn’t just want to fuel his cars. Musk wants to make money with softwarebut to have that software, you need to train the system and make it more secure than now. That’s where Dojo came into play. This hardware depended on a very specialized and complex architecture. The D1 chip was the heart of it all, but to achieve high computing power a complex network of thousands of D1 chips mounted in physically separate cases and interconnected by Ethernet cables was needed. It was a very specialized system, but complex to scale without skyrocketing costs. When Tesla turned off the Dojo tap, it commented that its companies would continue investing in the creation of less specialized chips such as the AI5, AI6, AI7 and subsequent ones. More conventional and easier to scale chips. And, precisely, the advances in this architecture are the decisive factor for Musk to revive Dojo. Instead of requiring complex interconnected equipment, Dojo 3 will adopt a modular architecture in which several AI chips can be installed on a single board. Not only is wiring complexity reduced, but heat dissipation is facilitated and the space required for installation is reduced. And, the easier it is and the less space it requires, the more chips can be mounted and the greater computing power. It is not the only advantage. Grouping chips on a single board reduces latency within the chips and improves the power efficiency of the device. To give an example, although they are a headache for expansion, it is the same philosophy that laptops with SSD or RAM memory soldered to the board: Everything communicates faster, more fluidly and requiring less energy to operate. Furthermore, being less specific than D1, xAI’s AIs fulfill both training and inference functions (the Dojo only served for training), which represents cost savings for the company. Now, Dojo 3 will not be a reality immediately. In recent days, Musk has shared via Twitter X the roadmap for its semiconductors. The AI5 developed together with TSMC is “almost finished” and they are already in the early stages of AI6. Meanwhile, he hopes that there will be a new version every nine months, with the AI7 and subsequent ones in the company’s plans for 2027. And a big question is who will make these chips. We can immediately think of TSMC, a leading company in these fields that even is expanding in the United States and that already has clients like herself NVIDIA for its new AI training chips. But no: it will be Samsung. At least, of course, for an AI6 with which Tesla signed a $16.5 billion deal that was seen as a victory for the South Korean giant’s function. We will see how the plans evolve, since if something appears that they consider better, they have shown us that their hand does not tremble when it comes to swerving, but This strategy on less specialized chips is interesting taking into account the needs in autonomous driving, AI training and robotics that the company faces. Images | xAI, Steve Juvetson In Xataka | Elon Musk wants to turn xAI into an ultra-valuable company and he knows how to do it: using the SpaceX vault

bring 30,000 drivers from Türkiye

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The road transport sector in Spain faces a serious generational change problem which puts the movement of goods at risk. Logistics companies are looking for creative ways to keep everything moving. A recent initiative promises change this trend and import talent from another country with many more professionals available: Türkiye. Spain runs out of drivers. Spain has more than 30,000 jobs for truck drivers that it cannot meet, a demand that represents almost 10% of the sector’s total workforce, made up of some 390,000 professionals. These vacancies complicate the daily operations of companies, which struggle to find enough hands to maintain their supply routes. Far from being a “temporary blip”, the sector is experiencing a progressive aging of its staff, and the majority of current drivers are between 45 and 55 years old. A third of them will retire in the next 10 years and there is no generational replacement to take their place. Only 5% of Spanish truck drivers are under 25 years old, which shows the lack of generational change in this demanding profession. The agreement with Türkiye. In this context, the Andalusian transport association Usintra and the Córdoba Campus Foundation they have reached an agreement collaboration with the Ministry of Labor and Social Security of Türkiye with the aim of recruiting drivers in that country who are willing to come to work in Spain. ​In Türkiye there are more than 300,000 truck drivers looking for work, a figure that contrasts with the shortage of drivers that Spain suffers and opens the door to a practical solution. The objective is for the General Directorate of the Turkish Employment Agency to select these professionals in Turkey, and bring the candidates to Spain to fill the vacancies in Spanish logistics companies. Homologation of permits. Drivers recruited in Türkiye will receive additional training at the Córdoba FP Campus in order to approve the necessary permits to transport goods in Spain and they will learn Spanish. During all this training time, the entities involved will offer them accommodation and food. Afterwards, their documents will be legalized so that they can start working in logistics companies in Spain. Search for talent in Spain. In addition to looking outside, the government has launched the Reconduce Planin which 500,000 euros will be allocated for subsidies of up to 3,000 euros per person to finance and encourage courses and exams to obtain the necessary permits to be a truck driver and transport goods. A measure that from the sector is considered insufficient to alleviate the personnel deficit and the serious problem of generational change that the sector is suffering, greatly affected by the low salary and long hours away from home. The Community of Madrid offers free training for the Certificate of Professional Aptitude (CAP) with 6.48 million euros between 2026 and 2027, aimed at those over 21 years of age with a B card, to train about 1,200 applicants. In Xataka | That Japan has 100,000 people over 100 years old explains a problem: they are literally running out of drivers. Image | Unsplash (Gabriel Santos)

The Prado has become a saturated tourist attraction. So you have made a decision: no more blockbusters

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The Prado Museum has decided to stop. After reaching its third consecutive visitor record in 2025 with 3.5 million people (a figure that many institutions would celebrate with champagne), its director Miguel Falomir has broken decades of obsession with numbers: “The museum does not need a single more visitor.” The Madrid art gallery announces a radical change for 2026: it eliminates the blockbuster exhibitions. What are blockbuster exhibitions? The large monographic exhibitions designed to attract masses, especially tourists, which now disappear from the Prado’s priorities. In their place, more specialized thematic proposals. The objective is no longer to grow, but to ensure that Going to the museum “isn’t like taking the subway during rush hour”in the words of Falomir during the presentation of the annual program. The measure makes the Prado a pioneer of a debate on cultural sustainability that has swept through Europe since the pandemic, when institutions like the Louvre had to impose capacity limits to prevent artistic contemplation from becoming survival from the tidal waves of tourists. The case of the Louvre. The French museum model leads the way in what not to do: with its nine million annual visitors it has become the best example of how success devours the cultural experience. The Prado’s 3.5 million seem modest in comparison, but Falomir remembers one detail: the Madrid museum is between eight and nine times smaller. That is, more visitor density per square meter. Since the pandemic. These changes have been brewing since 2022, when the museums reopened and were able to put into practice the capacity limits that they had been considering for years. Since then, the Louvre has maintained a limit of 30,000 daily visitors and a time slot system with mandatory advance reservation for certain rooms. But it is not the only one: the Van Gogh Museum in Amsterdam and the Uffizi Gallery in Florence have adopted similar strategies. The Host Plan. The response of the Madrid museum It’s called Host Plana project that addresses the quality of the visit from several fronts. They will begin by optimizing the current more than 70,000 square meters, which in 2028 will grow with the Salón de Reinos: an additional 2,500 square meters. Among the concrete measures is the prohibition of photographs in the rooms, which has already been proven effective in improving flow. Added to this are adjustments in access management and limits on group size. But Falomir insists: “We have to think about what to do so that the public is not only interested in iconic works.” The director recognizes that the concentration on star pieces creates bottlenecks while other rooms remain empty. The visitor profile is revealing: 75.85% are foreigners. Falomir insists that “we are the museum that most nationals visit,” but they want more Spaniards. Other museums, such as the Louvre, have opted for more aggressive policies: raising the price of tickets for visitors from outside the EU. The programming strategy. Faced with a 2025 full of large monographic exhibitions (Veronese, Anton Raphael Mengs, Juan Muñoz) designed to attract masses, 2026 is committed to the complex and specialized. Proposals such as “In the manner of Italy. Spain and the Mediterranean Gothic (1320-1420)”, which Falomir readily acknowledges will not have the commercial appeal of its predecessors. It’s not a new idea. The New York Metropolitan has been alternating for years big names with risky academic exhibitions. The Tate Modern does the same. But the Prado goes one step further, and recognizes that this strategy responds to a goal of decongestion, not just curatorial criteria. The 2026 program includes “El Prado in feminine”, with three collector queens: Isabel de Farnese, Cristina of Sweden (400th anniversary) and, above all, Mariana of Austria, whose December exhibition will reconstruct the evolution of her image and power. Also arriving are “Rilke and Spanish art”, “Hans Baldung Grien” and “Prado. Siglo XXI”, an exhibition that looks at the museum itself and its transformation in this century. Everything fits with the emerging trend of the “slow museum”, a movement that proposes recovering slow contemplation in the face of accelerated consumption of art as if it were a tourist attraction. The programming strategy. Faced with a 2025 full of large monographic exhibitions dedicated to Veronese, Anton Raphael Mengs or Juan Muñoz, designed to attract large audiences, 2026 is committed to more complex and specialized thematic proposals. They are proposals such as “In the manner of Italy. Spain and the Mediterranean Gothic (1320-1420)”, which Falomir recognizes will not have the commercial appeal of its predecessors. There are models in this policy, such as the Metropolitan Museum in New York, which has practiced for years a mixed model that balances big names with riskier academic exhibitions. The Tate Modern in London operates in a similar way. Museum exhaustion. In recent years a term has emerged: “museum fatigue“Visiting a museum has become an obstacle course where contemplating Las Meninas or La Gioconda means making your way through a forest of arms with mobile phones. Falomir sums it up like this: “The big problem with large museums is that the visitor is sovereign.” No one controls whether someone will stay eight hours or five minutes, or which rooms they will visit. The result: impossible concentrations in certain areas while others remain empty. In Xataka | This museum has a guide who makes fun of visitors. The result: sold out tickets

the AVE at 160 km/h in sections of the Madrid-Barcelona route

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Months of notices from the train drivers, who They were traveling below the maximum speed allowed on the road, and with the images of the Adamuz train accident (Córdoba) very present, Adif has reduced the maximum speed at which you can travel on the Madrid-Barcelona high speed train to 160 km/h. This is all that has happened. What has happened? Adif reduces the speed to 160 km/h in a section of 150 kilometers of the 667 kilometers that correspond to the Madrid-Barcelona route. The measure is temporary and, they announced this morning in Chain Being Before it became official, it was done after hearing the drivers complain that there were potholes in it that reduced driving comfort. after the accident. The exceptional measure comes at a delicate moment. last sunday an Iryo train derailed on a straight line near the town of Adamuz. 20 seconds later, an Alvia train traveling in the opposite direction collided with the last carriages of the Italian train and derailed. When we write these lines, 41 deaths have been reported. Since then, the videos have multiplied in which reference is made to the excessive vibrations of the high-speed trains that circulate through our country. However, the causes of the accident are unknown and It is very likely that it will take us months to know all the details. of what happened. There has been speculation about a defective switch, a stress-fractured track and train vibrations, but nothing has been confirmed by any official source. What is happening in Madrid-Barcelona? For months now, train drivers have been reporting problems traveling at the maximum speed on the track, which in The now cut section was 300 km/h. The complaint about excessive vibrations has been reported by passengers but also by workers. “The crew members complain, the interveners complain and we write complaints, because there are areas where we are hitting boats,” a Renfe driver complains to Xataka who prefers to remain anonymous. From SEMAF (Spanish Union of Railway Machinists) have confirmed to us that the machinists have been reporting considerable deterioration on the tracks for months, to the point of traveling at a speed below that expected. The height of the controversy came when last summer some S-106 trains known as the Talgo Avril cracked. Since then, Talgo and Adif blame each other for what happened. How serious is it? From SEMAF they assure us that vibrations directly impact the running comfort and the useful life of the train components but they rule out that there is a risk of derailment for this reason. From the General Council of Industrial Engineers share this vision: “the usual vibrations are foreseen in the design of both the train and the infrastructure. High-speed railway systems work with very wide safety margins,” they assure Xataka also pointing out that the perception of small irregularities on the road or in the rolling stock are amplified when driving at high speeds. And the driver who has offered us his testimony thinks the same. “If we understand that there is a danger to traffic, we call the command posts and they take measures by putting limitations, although for months we have also been taking them by slowing down. We are the first interested parties, we want to return home,” he emphasizes. First consequence. Adif’s decision is the first significant measure taken after the accident in Adamuz (Córdoba) in which 41 people have died and in which rescue work continues. It remains to be seen if more measures of this magnitude are taken but it must be remembered that the specific reason that led to the accident remains unknown. Photo | André Marques on Wikimedia In Xataka | Spain thought that Spain could manufacture the perfect trains for Spain. The reality: Spain is already looking for trains in Germany

Netflix series are becoming more and more similar to each other and Matt Damon knows who is to blame: your cell phone

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Matt Damon has just confirmed one of the most widespread suspicions about Netflix. In one almost three hour conversation with Joe Roganwhere he appeared alongside Ben Affleck to promote ‘The Loot’, his new film, the actor revealed that the platform requires scriptwriters to constantly repeat the plot in the dialogues. The reason is that the platform assumes that the viewer is with their cell phone in hand while watching its content. Affleck went further and pointed out that streaming has built its entire business model on the assumption that no viewer pays full attention to the screen. Partial attention. Damon didn’t mince his words: if you write for Netflix, you assume from the beginning that your viewer has Instagram open in another tab or is answering WhatsApps. Affleck mentioned the concept of “partial attention,” a term that technology and behavioral studies have been dissecting for years and that now sets the rules for how to construct a dialogue. For the two actors, this has nothing to do with a conspiracy theory or union complaint: it is the real editorial policy of the platform. New era. The leap compared to traditional cinema is brutal. In a dark room there is no escape: the cell phone is silent (or it should be), the giant screen takes up the entire field of vision and the fact of being surrounded by people forces you not to get lost. Netflix plays in another league: it competes with notifications, with getting up to get something from the refrigerator, with someone commenting out loud about what just happened. And instead of standing up to this dispersion, it has chosen to adapt: ​​every five minutes someone recapitulates who is who and what the hell is going on. Netflix vs. Hollywood. This is not the first time that Hollywood has attacked streaming, although it is perhaps the most specific in technical terms. Spielberg already said in 2019 that Netflix movies should compete for Emmys instead of Oscars, and his argument was exactly this: that where you watch something determines what that something is. Scorsese went further that same yearjust as Netflix was paying him for ‘The Irishman’, and talked about the erosion of what he called the concept of “revelation”, those moments that only work if the viewer is completely immersed in the film. What Damon and Affleck bring to the table is the practical detail: we’re not talking about aesthetics or philosophy, but rather literal instructions that screenwriters receive in development meetings. In Rogan. Almost three hours of conversation where there is time for everything. Joe Rogan’s format (long conversations, no commercial breaks, no rush) allows two guys used to reciting friendly anecdotes on Jimmy Fallon’s shows to develop complex ideas. And therein lies the surprise: Affleck and Damon are not just familiar faces who sell movies, they have been inside the machinery for thirty years and know exactly how every gear works. The contrast with the usual promotional circuit is devastating: these two actors, whom many know mainly as movie stars, turn out to be sharp analysts of an industry in the midst of an existential crisis. A narrative change. What Damon and Affleck say is not an isolated case: it confirms a trend that the industry has been tracking for years. Deloitte documented in its annual report on digital trends Doing other things while watching a series is no longer the exception, it is the norm. The leap compared to the prestige television of two decades ago is evident: before the series constructed scenes without words, they left narrative gaps that the viewer had to fill in on their own, they introduced secondary characters whose importance was not clear until later seasons. David Simon, creator of ‘The Wire’, said who had designed the series like a visual novel: each episode required total concentration because crucial information could appear at any moment. The Netflix change. The platform works differently. Provides showrunners accurate data about the exact minute viewers leave a series or pause to do something else. Those metrics set the development notes: If the data shows that audiences lose interest in scenes without dialogue or complex subplots, subsequent seasons simplify the structure and multiply the verbal exposition. ‘Wednesday’ and the fifth season of ‘Stranger Things’ are recent examples of this process. Completion rate (how many users actually finish a series) has become the criterion that dictates creative decisions unthinkable a decade and a half ago. A paradox without a solution. What Damon says contains a contradiction: the technology that has allowed millions of people to access content previously reserved for movie theaters or physical distribution is changing what type of content is produced. Netflix reaches 260 million subscribers; HBO never went over 150 million in its best era. But this increase in audience comes at a cost: the narrative is simplified to accommodate viewers whose attention is divided. Can both models coexist? Recent series like ‘The Bear’ or ‘Succession’ have achieved million-dollar audiences without sacrificing ellipses, long silences or plots that demand attention. Damon’s comment perhaps functions more as a diagnosis than as a definitive sentence: it shows a tension that Hollywood has not resolved for years, the clash between the logic of streaming based on metrics and the persistence of narratives that demand concentration. If viewers look at their phones while watching series, Netflix simply recognizes that behavior and adjusts its production accordingly. But… do we want him to do it? In Xataka | lhe creative death of Marvel’s MCU left a huge hole. One that in my case is filling WWE on Netflix

China has done everything to stop its population bleeding. The result is the lowest birth rate since 1949

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China has encountered an even more complex challenge than the real estate crisis, the trade war with the US or the future of Taiwan: the babies. As your birth rate deflates (leaving the number of newborns below the number of deaths) the Asian giant is becoming less and less “giant”, a trend that threatens to punish the nation’s economy. Beijing knows it and that is why it takes time deploying measures that seek to boost their demographics. The problem is that, despite his many efforts, he can’t hit the nail on the head. Your latest official data birth rates show a new setback. What has happened? That despite all its efforts, China has not been able to stop its demographic hemorrhage. This is how it reveals the last balance from the National Bureau of Statistics of China (NBS), which shows a scenario similar to that suffered by other nations (inside and outside Asia) shaken by demographic winter: fewer babies, more deaths and general population decline. In short: a country that continues to lose weight little by little and risks complying UN predictionswhich estimates that by 2100 China will have lost more than half of its population, remaining at the size it had in the late 1950s. What does the data say? That in 2025 the authorities counted 7.92 million of births, 17% less than the previous year. The data leaves two other negative readings: the first is that it suggests that the birth rate increase registered in 2024 was punctual and has not been consolidated over time. After that brief rebound (which some associate to the cultural influence of ‘Year of the Dragon’) the Chinese birth rate has resumed the negative curve that it has been drawing for years. The second negative reading is that the decrease in the number of births has in turn reduced the country’s birth rate, leaving it in 5.63 births per 1,000 people. This is a historic low. A fact that has not been seen since (at least) 1949, year of foundation of the People’s Republic of China. It is about the steepest drop birth rate for the last five years. As AP News recallsChinese authorities do not regularly publish their fertility rate, but their last estimate, from 2020, was 1.3 children per woman. Now that indicator would have dropped to 1. The data is far from the “replacement rate” (2.1), essential to keep a country’s population stable. Click on the image to go to the tweet. Are there more figures? Yes. And they are just as bad. Deaths increased, going from 10.93 million registered in 2024 to 11.31 in 2025. The result of this drop in birth rates and increase in deaths was a natural loss of population (the data does not allude to the migratory effect) that brings China even closer to the projections of the United Nations by the end of the century. The NBS balance sheet reflects the loss of some 3.39 million of Chinese, leaving the country’s total population at around 1,405 million. It is the fourth consecutive year in which the country sees its population reduced, which has caused China to no longer be the most populous nation on the planet: from 2023 that honor India boasts itwhich comfortably exceeds the 1.4 billion of people. Why is it important? Birth rate and census are more than just demographic variables. They also influence the future of the country. The size of the population is directly related, for example, to domestic consumption (key piece in the country’s economy) or the health of its workforce. The demographic winter threatens to subject China to the same social pressures as other countries in Asia and the West, only on a much larger scale. Right now the population over 60 years old represents 23%. If nothing changes, in 2035 that strip will add 400 million of people, just like the entire population of the US and Italy combined. The big question is how that will affect their pension system. At the moment the country already has increased the retirement age. How to change it? That is the other reason why the NBS data is so important and has probably fallen like a bucket of cold water on Beijing. It’s not just about fewer babies being born and population being lost, it’s that the Government has been looking for a way to avoid it for some time… without success, at least until now. As far as birth rates are concerned, it seems to have hit the same rock as other neighboring nations that face a similar challenge, like japan either South Korea. What have you tried? Of everything. And without much success. Despite the billions of dollars invested in child care programs, the facilities offered to those considering becoming parents (from subsidies to medical attention) and efforts to form new couplesthe birth rate continues without increasing. And the Chinese authorities have gone to the extreme of go door to door encouraging women to be mothers. The reason? Beyond the influence of ‘one child’ policy (abandoned a decade ago) there are those who point to cultural changes and the high cost that (despite everything) parenthood entails in China. A 2024 report from the YuWan Population Research Institute in fact concluded that China is one of the most expensive places to raise children (especially if we talk about cities), even more than in Japan or the United States in relative terms. The study addressed both direct and opportunity costs. Image | Peijia Li (Unsplash) In Xataka | China knows that its population is going to collapse but it already has a long-term plan to solve it. Of course, thanks to AI

Fear of vibrations stops trains on the Madrid-Barcelona route

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At 230 km/h in a 300 km/h section because the vibrations are excessive. It is the speed at which you will travel between Madrid and Calatayud (Zaragoza) if the driver decides so. The 200 kilometer stretch has been a source of controversy for some time and it was now that, after the Adamuz accident in Córdobaconcerns have increased. What has happened? The train drivers would be traveling at 230 km/h on the section between Madrid and Calatayud (Zaragoza) because the vibrations are excessive, according to The Economist. They claim in the media that the machinists would have unilaterally decided to make this decision because the intensity of the vibrations is too high. The decision would have come after Adamuz accident (Córdoba) in which an Iryo train has derailed and, according to the first investigationsa second Alvia train traveling in the opposite direction collided with it. It is also noted from The Economist that the decision would affect Renfe trains but that there are no similar communications in Ouigo and Iryo. In addition, the newspaper also specifies that there would be Renfe personnel on the train itself warning travelers that delays will reach 15 minutes for this reason. Can machinists do this? In Xataka We have contacted SEMAF (Spanish Union of Railway Machinists), the majority among this group, who assure us that they have no evidence that the machinists have decided collectively and unilaterally to reduce the speed of the track. It will be, according to SEMAF, at the discretion of each worker. The union explains that the driver has the power to reduce the speed of the train or even stop it if he considers that the conditions of the track prevent adequate driving comfort due to excessive vibrations. In fact, those speed reductions were already occurring before the breakage of Talgo’s S-106 (Avril) trains. This is what a machinist contacted by Xataka who prefers to keep his identity anonymous. He explains that it is each driver who decides how to act and that “we have not been told to do it (slow down the speed) either from the company or from the unions.” The Calatayud controversy The 200 kilometer stretch between Madrid and Calatayud has been in the spotlight for some time. At the end of July 2025, Talgo’s AVRIL trains that Renfe uses for its AVLO services suffered cracks in their structure as a result of the vibrations generated when the trains passed. So The Economist already announced the news and after a series of contradictory communications, Renfe ended up withdrawing the trains of the Madrid-Barcelona line, disregarding the AVLO service that has not been available again. Since then, Talgo and Adif are blaming themselves for what happened. The chronology. From SEMAF, however, they do not share exactly all the points that are pointed out. According to its chronology, the events have happened as follows: AVRIL trains suffer cracks due to excess vibrations and are retired SEMAF sends a letter to Adif requesting that the speed be reduced Adif does not respond SEMAF reminds train drivers that they have the power to reduce speed if they consider there is a justified reason. For SEMAF, nothing has changed. The train drivers are the ones who decide, always with justification and indicating the reason to the command post, whether or not to reduce the speed. SEMAF emphasizes that they have not given an instruction from the union to reduce speed. The vibrations. During the last few hours the controversy around the vibrations of the AVE has been increasing. From SEMAF, they may be caused by small damage to the track as a result of the passage of the trains themselves, which is why they ask that investment in maintenance is adequate to the increase in traffic in the liberalized corridors. Of course, the union emphasizes that there is no risk of derailment due to these vibrations and they make it clear that it is a comfort problem for the passenger and generate greater stress on the infrastructure and the condition of the rolling stock. This means that actions have to be launched on the road or in workshops ahead of time. Furthermore, there is no evidence that they were the cause of the Adamuz accident. “If we were clear that it was a danger to the road, we would stop traffic.” SEMAF has been so emphatic that it also emphasizes that the infrastructure is safe and that it is clear that if Adif detects a problem serious enough to cause a derailment, the line will be closed. “We want to go home”. The Renfe driver with whom Xataka has been able to contact explains that “the tracks are deteriorated, we train drivers give a lot of information, and sometimes we are taken for crazy because we give too many parts”, the words are from a Renfe train driver who prefers to keep his name anonymous. “As a result of the S-106 problems, it was proposed that the trains circulate at a slower speed. It is true that these deformities (the cracks) are due to the state of the track, to which we must add the terrible quality of the train. We also lowered them (the speeds) with other series of trains. Call it a prevention measure or care of the infrastructure,” explains the driver. “The crew members complain, the interveners complain and we write complaints, because there are areas where we are having trouble,” he summarizes. Although he makes it clear that “if we understand that there is a danger to traffic, we call the command posts and they take measures by setting limitations, although for months we have also been taking them by slowing down. We are the first interested parties, we want to return home.” Why do vibrations occur? Firstly, SEMAF points out that we are talking about the rolling stock being “steel against steel” so any imperfection will be more evident. Vibrations can be caused by an imperfection in the road or an imperfection in the … Read more

that we have become accustomed to it

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This weekend some other Spanish Internet user tried to access the website of Linux Mint to download this Linux distribution. What was found was a notice from LaLiga indicating that “access to this IP address has been blocked.” That site is totally legitimate and has still been part of LaLiga’s massive IP blocks, but the bad thing, in fact, is no longer just that. An everyday tragedy. It was not the first time that the Linux Mint website ended up inaccessible due to indiscriminate blockages ordered by LaLiga. Users of this distribution They already commented on it in their forum in October 2025, and a similar debate appeared on Reddit and also in Forocoches during the month of December. The fatigue was evident, and it was clear that it was not the first time that this website was blocked… and it will not be the last either. An absolute tragedy. Spain has been involved in this situation for months now. Since February 2025 blockades will beginthe situation has not only been resolved, but has worsened. Every weekend – and often, a good part of the week if there is football in international competitions – the blockades and protests are repeated. situations that hijack the internet. First of all, to the users, who cannot normally access thousands of pages. Secondly, to the creators of these pages, individual users or companies, most of them legitimatewho cannot offer their content, products and services as they should and therefore they end up with economic and reputational losses. LaLiga has managed to get us used to this nonsense. LaLiga’s obsession has caused these measures to be repeated indiscriminately except in the summer, when there is no official competition. Such is the insistence that these blockades have become something routine and everyday: they seem normal to us, and that is terrible and tragic. Constant nightmare. Despite this, social networks continue to serve as the most visible means of reporting this activity. In X, for example, messages with the hashtag #laligagate are frequent every weekend. They usually show new blocked websites that are completely legitimate and that again and again end up being inaccessible for hours. What those affected can do. The website LaLigaGatewhich arose as a result of this problem, is reporting some new developments in the fight against these blockages. But it is RootedCON that continues to try the most to put legal mechanisms in place to combat this situation. They have recently collaborated with LaLigaGate to make available to those affected a template to report these blocks. Infiltrated in Forocoches. As they point out in VozPopuliLaLiga’s crusade against unauthorized broadcasts of football matches is causing disturbing actions. One of the latest, the “infiltration” of LaLiga in Forocoches to try to detect the links to those broadcasts that are shared in this forum and then knock them down with IP blocking orders. The next goal: VPNs. The massive blocking of IPs only affects Internet users with a Spanish IP, and that means there is a relatively simple solution to get around them: use VPN services to simulate that our IP belongs to another country and can therefore access the blocked IPs. The president of LaLiga, Javier Tebas, attended a breakfast with media and there he explained that “we will soon announce an important resolution on the VPN issue that we have achieved.” In Xataka | Cloudflare is planted in Italy due to blockades. In Spain, the conflict with LaLiga points to the same underlying problem

give 600 euros to its owners

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Talking about Barcelona is talking about a city full of motorcycles. In fact, it leads the ranking with more than half a million registered motorcycleswell above Madrid. There is a type of motorcycle that is especially noisy and polluting, one that those of us who started out in the world of motorcycles started out with when we were minors: the motorcycle moped. 49cc. Barcelona has set out to put an end to him. 32,000 mopeds registered. The moped has several key differences from the traditional motorcycle. Teenagers from 15 years old can drive it. Your AM license is approved with a closed-circuit skill test It is not allowed to carry a passenger until they are 18 years old. Vehicles larger than 50cc cannot be driven or exceed 45km/h. By having such restrictive conditions regarding the engine, and minimizing the access barrier, mopeds are the most economical type of motorcycle that can be purchased. Of the 32,000 registered in Barcelona, ​​24,000 are combustion. The subsidy. The Government Commission has approved the bases for a new aid program aimed at replacing combustion mopeds with electric ones, with an initial budget of 15 million euros and with the aim of extending it until 2030. Concretizing. The aid will consist of a single amount of 600 euros, an amount that, according to the Ministry of Transport and Mobility, represents between 16% and 40% of the current cost of equivalent electric mopeds. The condition. To access this aid, it will be mandatory to scrap a combustion moped. With the aim of facilitating the process, the City Council has enabled the Serveis Municipals Barcelona depots, where scrapping can be carried out free of charge and the certificate necessary to apply for the subsidy can be obtained at the same time. And where do I load it?. The golden question when buying any electric vehicle is on the loadin a country of flats and rooms shared. An investment of three million euros is secured to create a battery exchange network, a program that will begin operating this year. The ultimate goal. The Barcelona City Council aims to incorporate up to 20,000 electric vehicles into its city, carrying out a practically complete replacement of each and every one of the gasoline mopeds that travel its streets. Image | Unsplash (Logan Armstrong) In Xataka | The first commercially ready solid-state battery is here. And an electric motorcycle is going to take it

Five technology bargains that we found on Amazon today, January 20

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January is a good time to renew many of our technological devices since many stores have sales. Amazon is one of the online stores par excellence and today, we want to show you the best bargains in technology that we have found. Notebook computer Acer Aspire Go 15 AG15-42P by 639 euros: 15.6 inches and with Windows 11 Home. smartphone Xiaomi Redmi Note 15 Pro by 339.99 euros: 6.83 inches and 512 GB. Pack of two surveillance cameras Tapo C210 by 42.49 euros: with 1.5K resolution and motion detection. Cordless vacuum cleaner Rowenta XPert 6.60 by 99.99 euros: with 100 W motor and autonomy of up to 45 minutes. Wireless headphones Huawei FreeBuds SE 4 by 40.50 euros: with autonomy of up to 50 hours and noise cancellation. Acer Aspire Go 15 AG15-42P Laptop If to start the year you want to change notebook computerthis Amazon offer is for you. Now, you can get a good model, as is the case with the discounted Acer Aspire Go 15. Has almost 10% discount and you can buy it for 639 euros. This is a laptop with a 15.6-inch LCD screen with Full HD resolution. Your brain is the processor AMD Ryzen 7 5825U and comes with 32GB RAM and 512GB SSD internal storage. The operating system under which it works is Windows 11 Home and its design is in silver. acer Aspire Go 15 AG15-42P, Laptop 15.6″ Full HD The price could vary. We earn commission from these links Xiaomi Redmi Note 15 Pro Smartphone Just a few days ago, Xiaomi launched one of its new mid-range terminals that aspires to become the company’s flagship: the Xiaomi Redmi Note 15 Pro. It can now be purchased at a discount, going from 429.90 euros to 389.99 euros on Amazon. Although when processing the purchase it remains 339.99 euros. This new model within the Redmi Note 15 phones It stands out for having an excellent 6.83-inch AMOLED screen with 1.5K resolution. Its processor is the MediaTek Dimensity 7400-Ultra, with 8 GB of RAM and 512GB storage. Another of its assets is its huge 6,580 mAH battery and its 200 MP main camera. Xiaomi Redmi Note 15 Pro 5G (512GB) The price could vary. We earn commission from these links Pack of two Tapo C210 surveillance cameras If you are concerned about the security of your home when you are away, a surveillance camera is the device you need, without a doubt. Now, on Amazon, you can get this pack of two Tapo C210 cameras with almost 40% discount: by 42.49 euros. This surveillance camera allows you to capture every detail with 2K high definition. It offers a 360º horizontal viewing angle and 114º vertical viewing angle. It also features advanced night vision and baby cry detection, plus smart tracking, motion detection and alarm. Tapo C210(2-Pack) – 360° WiFi IP Camera The price could vary. We earn commission from these links Rowenta XPert 6.60 Cordless Vacuum Cleaner Although the Dyson vacuum cleaners They are usually the most successful, they are expensive. So if you are looking for a cordless vacuum cleaner model that is just as effective, but cheaper, this one Rowenta XPert 6.60 It’s a real bargain now that it’s on sale on Amazon. It has a 9% discount applied and you can buy it for 99.99 euros. This cordless vacuum cleaner from Rowenta is equipped with a powerful 100 W motor. Its removable battery offers up to 45 minutes of autonomy. It has a high-performance head with LED lighting and its design is very light (it only weighs 1.4 kg). In addition, it comes with a 0.55 liter tank with easy emptying and various accessories. Rowenta XPert 6.60 – Versatile cordless stick vacuum cleaner The price could vary. We earn commission from these links Huawei FreeBuds SE 4 wireless headphones The latest of Amazon’s bargains is ideal if you are looking for some wireless headphones to listen to your favorite music without disturbing anyone. Now, you can buy these from Huawei with a 31% discount. They have gone from costing 59 euros to 40.50 euros in this online store. These Huawei FreeBuds SE 4 are available in white or black and their battery offers a autonomy of up to 50 hours. They are very light and their three directional microphones allow you to enjoy clear calls. Furthermore, they have noise cancellation and are compatible with iOS and Android devices. The price could vary. We earn commission from these links Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Images | Freepik, Huawei, Xiaomi, Rowenta, Tapo and Acer In Xataka | The best mobile phones, we have tested them and here are their analyzes In Xataka | Best sound bars in quality price. Which one to buy and seven recommended models from 99 euros

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