Mobile Tech & Gadgets

The Angrois case reveals that it will not be quick

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Because? If there is a question that circulates today in Spain, in the offices of Renfe, Adif and Iryo, the Ministry of Transport, the newsrooms of the media, the unions and of course in the streets and bars, it is this: Why? How is it possible that a practically new train, which it didn’t reach four yearsderailed yesterday afternoon on a track renovated in spring, leaving dozens of victims? All these doubts (and some more) must be answered by a team of experts in railway accidents, a special ‘CSI’ that it won’t be easy. The Government already warns that the investigation will last at least a monthbut previous incidents (including the fateful Angrois accident 2013) show that final conclusions may take much longer to arrive. What has happened? It is (unfortunately) the news of the day, if not of the month. Yesterday afternoon, around a quarter to eight, a train from the Iryo operator that covered the Malaga-Madrid route derailed near Adamuz (Córdoba) with 289 passengers on board, in addition to four crew members and the driver. The incident would have been serious in itself, but fate would have it that part of the convoy (Fracciarssa model) collided with another train that was traveling in the opposite direction just at that moment, a Renfe Alvia that covered the route between Puerta de Atocha and Huelva. The result: 39 deceased (at least) and more than 100 injured. “Very strange”. The Minister of Transport and Sustainable Mobility, Óscar Puente, was quick to express his surprise at the accident. Not only because of the collision, but because of the derailment itself, since both the machinery used by Iryo and the railway infrastructure were modern. “The Iryo train is practically new, I don’t know if it is four years old, and the track is a completely renovated track, in which 700 million have been invested. Specifically on that section, the work to replace switches, detours… was completed in May,” commented. “The accident is tremendously strange, on a straight line. All the experts we have been able to consult are tremendously surprised,” added the owner of Transport. “It is strange, it is very strange, it is difficult to explain at the moment. We hope that the investigation will help us clarify what has happened.” Of course, to know these explanations we will probably have to wait. Minimum one month. Puente already warns that it will take experts at least weeks to collect the data, analyze it and reach conclusions. “We will not have the resolution of the investigation for at least a month,” the minister explained before remembering that the investigations will be carried out, as stipulated by the regulations, by an independent commission that must “shed light and clarify the causes of what happened.” Although each accident has its peculiarities and is not comparable, previous railway incidents have required considerably more time. At least to obtain the reports with the final conclusions. How long? Beyond the investigations that can be opened by other means, Transport has a special body to clarify accidents like yesterday’s: the Railway Accident Investigation Commission (CIAF), an entity activated at the end of 2007 that acts with “full functional independence” and focuses on the technical study of incidents recorded on the General Interest Railway Network. Its objective is to analyze all types of incidents (including events without victims) and write “technical reports” that include recommendations. In your website The CIAF itself details that this document must be made public as soon as possible and even sets a time horizon: “This report will in principle be made public within a maximum period of 12 months from the date of the event.” Right now the commission has six investigations in progress corresponding to incidents that occurred between November 2023 and October 2025. The oldest was a derailment that occurred on November 26, 2023 near the Madrid-Atocha Cercanías station that left 14 injured and in which there were no serious injuries or deaths. The CIAF clarifies that at first it opened a preliminary study, but after its findings it decided to move on to a “formal investigation.” Is that all? Yes. And no. The CIAF is in a way the ‘CSI’ of railway accidents (in 2024 the Congress approved create an authority that investigates railway, maritime and civil aviation accidents), but that does not mean that it will be the only one to analyze what happened. At least in part. The Country advances that Iryo has claimed and an urgent report to the manufacturer who commissioned the last inspection of the train that derailed yesterday in Adamuz. Its a priori objective is not to analyze what happened, but rather the latest railroad examinations. Reviewing the case of Angrois. Although the Government warns that the investigation will last at least a month, studies of other recent accidents have required much longer. Perhaps the clearest and most media example is that of Angrois derailmentwhich occurred on July 24, 2013 in Galicia and left 80 dead. The final diagnosis came in June 2014. And it was not without controversy. In 2016 the European Railway Agency prepared a report (at the request of the EC) in which he warned that the CIAF’s work had not been independent and reproached it for not having overlooked “key elements.” Complex processes. That’s only as far as the CIAF is concerned. The Angrois incident also gave rise to a long judicial investigation that lasted eight years and accumulated thousands and thousands of pages. The victims and their families had to wait years to see the first conviction. In other incidents the CIAF final report has also been delayed more than a yearas occurred with the accident recorded in 2016 near Vigo and which resulted in three fatalities. Images | Álvaro F. Heredia (X) In Xataka | More than 30 years ago, Spain decided to invest heavily in the AVE: today it is winning contracts in Vietnam thanks to it

What can you do if your train has been cancelled?

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Let’s tell you What are your alternatives if your train has been cancelled?now what are you going to have the right to. If after check if your train has been canceled or delayed If you are in for a bad surprise, you should know that there are European laws that cover your rights as a railway traveler. Therefore, what we are going to do in this article is explain to you in a simple way what all the alternatives you have are. This way, you can know your rights and decide how you prefer to act. What to do if your train is canceled He Regulation (EU) 2021/782 of the European Parliament and of the Council, of April 29, 2021which talks about the rights and obligations of railway passengers, covers what citizens can do when they have not been able to get on a train. This applies to when you arrive at your final destination more than 60 minutes late, which includes cancellations. The first thing is that you have right to money back what the ticket cost you. Of course, you have to request it within 30 days of cancellation. For claim the money from your ticketsyou should know that they will refund 50% of the price after 60 minutes of delay, and 100% after 90 minutes. The railway operators will also offer alternative transportation to reach your destination. In addition to continuing your trip, you also have the right to redirect your trip under similar conditions. The railway operator will have to pay you this if you do not want a refund, but rather reach the destination. They should allow you to take another train to make this journey in subsequent days, and even change the route of your trip in order to reach your destination. You can even choose an alternative means of transportation. You will also have right to meals and refreshments in a matter of how long you have to wait in the event of a delay. In the same way, if you have to spend the night The railway company would have to pay you for a hotel or other accommodation whenever physically possible, including transportation from station to accommodation and back. Here, in the event that there are massive cancellations due to some accident or major event, it is advisable that review the operators’ communications railway companies in the event that there is something additional that they add, or that at least speed up the claim processes or changes to your trips. In Xataka Basics | How to know if your train has canceled: where to look on Renfe, Iryo and Ouigo

What the war in Ukraine has not achieved, Greenland has done. Europe has taken out its “commercial bazooka” against the US: Ozempic

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For more than a year, Europe has become accustomed to living trapped in an uncomfortable balance where depends on the United States for its security through NATO, to sustain the Ukrainian effort and, ultimately, for the strategic architecture that has protected it since the Cold War. Now Greenland has done jump into the air part of the rhetoric. Europe and the counterattack. The crisis has erupted when Trump has returned to ignite a trade war using Greenland as an excuse and as an ultimatum: either some type of “agreement” that brings the island closer to the United States is accepted, or tariffs arrive first from 10% and after 25% a group of European countries designated by a minimal but symbolic gesture, to participate in Arctic maneuvers with Denmark. What until recently many in Europe preferred to interpret as bravado or negotiating tactics becomes an explicit message of political pressure that no longer leaves room for the fantasy of appeasement. And there appears the real change: what the Ukrainian war had not completely achieved (a frontal European response to American reprisals) Greenland is doing itbecause the coup is not against a geopolitical adversary but against alliesand because it puts Europe before a brutal choice: accept the blackmail and normalize it, or respond even if it hurts, even knowing that it continues to depend on Washington for its security and to contain Russia. The European bazooka. There is no doubt, the European reaction It is not born from enthusiasm, but from the feeling that there are no longer many other solutions: Greenland cannot be “handed over”, nor can Denmark sell an autonomous territory against the will of its population, and the very idea that an acquisition could be forced due to commercial threats opens a pandora’s box that affects the entire continent. In this context, Brussels dusts off for the first time his toughest tool, the so-called anti-coercion instrumentdesigned precisely to punish political pressures through rapid and forceful economic measures. on the table two paths appear that mark a leap in mentality: reactivate a package of tariffs worth of 93,000 million of euros already prepared and, if the escalation continues, go further of goods and target services, investment and even access to the European market for large American companies. The European message tries to be twofold, seeking a de-escalation that avoids an open clash, but making it clear that, if Trump turns trade into a method of extortion, Europe can also respond strongly. The crash that nobody wanted. The most disturbing thing about this episode is not only the economic impact of a tariff war, but the strategic fracture that it implies: Europe knows that a serious trade conflict with the United States will would infect NATOto Ukraine and the entire deterrence architecture against Russia. That is why the continent moves cautiouslycalling emergency meetings, preparing the ground for talks in Davos and even delaying previously agreed trade detente measures. But the core of the problem is that Trump is not negotiating a percentage or a clause: you are elevating a territorial objective to a national priority, presenting it as a requirement to “improve the security” of the Arctic, and implicitly denying that Europe can guarantee it. In this framework, Europe tries not to break the bridge, but assumes that it can no longer behave as if the bridge were indestructible. The sovereignty of Greenland. We’ve told it before: while Washington talks about “acquisition,” Greenland insists that its future belongs to them, that many they want more independencenot change flag. This point is essential because it explains why Europe doesn’t want to give in: it is not just about Danish pride or formalisms, but about sovereignty and democratic legitimacy, as well as an explosive precedent within the Union itself. The tariff threattherefore, works as an attempt to isolate Denmark and make it the weak link, although it has the opposite effect: it reinforces the idea that if you are attacked over a strategic issue, you will be respond as a block. And therein lies the paradox: instead of dividing, the pressure forces coordination, especially between Paris and Berlin, which push a harder line while others ask for time to see if Trump offers a “way out” before the punishment is activated. The “Ozempic bomb”. Amid the noise of bases, submarines and Arctic routes, the unexpected weapon appears: Denmark is not a commercial giant, but it exports products to the United States that directly affect the pocket and everyday lifeand that turns any tariff into a kind of political boomerang. The half of its sales Recent visits to Washington focus on medicines, vaccines, insulin and related products, because Novo Nordisk is there, the Danish economic engine and the factory of the global phenomenon Ozempic and Wegovy. That dependency converts Denmark in a kind of de facto “pharmaceutical state”: Your private growth and employment largely revolve around that industry, and any trade turbulence impacts both sides. If Trump makes these medicines more expensive, the blow will not stay in Europe: it enters the US market like health inflation and social unrest, just where the political margin is most fragile. And that is why Ozempic, more than a product, works as symbol of interdependence reality that makes a tariff war not just a lever, but rather a grenade. Lego and other reminders. The same effect is seen with Lego and other products Danes beloved in the United States, or with less visible but critical sectors such as hearing aids and certain medical equipment. In the real world, supply chains do not respect emotional boundaries: many parts are manufactured in different countries, assembled in others, and sold in markets that depend on global logistics. This means that tariffs punish not only the “enemy” exporter, but also companies, distributors and consumers. Trump can imagine squeezing Denmark to bend it, but the pressure leaks out in prices and disruptions in the US market itself, and also erodes the relationship with an ally that already offers military access in … Read more

There is an invisible chip in every USB-C cable that decides whether your phone charges fast or slow: almost no one knows it exists

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There is a small and notable chip in our USB-C cables. This is the so-called “e-Marker”, which is especially important. The reason is simple: when we connect a cable to a device, it is responsible for indicating to those devices whether the cable supports more or less transmission or charging speed, for example. USB-C chaos is a little less chaos. USB-C connectors completely dominate the market, especially after European regulations that require them to be used to charge mobile phones and other devices. Although they have become the Swiss army knife for connecting all types of devices and peripherals, it is not easy to know what we can do with a cable when we connect it to our mobile phone or laptop, for example. And that’s where the e-Marker chip (Electronically Marked ID chip) comes in, a fundamental yet invisible component of the connectivity of our devices. In Xataka We criticize the EU a lot with its obsession with regulating Big Tech. There are at least two examples that justify this obsession A chip to identify everything. The official specification of the USB-C standard clearly indicates the mission of this chip, which is responsible for showing what capabilities the cable in question has. The document that talks about this chip is the one dedicated to USB Power Delivery, the power delivery function through these cables. Specifically, the identification data includes: Manufacturer and model of the cable. Signaling protocol: that indicates the maximum transmission speedthat is, if it is a cable with USB 2.0 support, or USB 3.2 of one generation or another (Gen 1, Gen 2, etc.). Active construction (in long cables there may be chips that regenerate data signal to act as a kind of repeater) or passive construction (they do not alter the data signal). How much power does the VCONN pin (intended to power accessories) consume? Whether the cable can support 3A (standard) or 5A (required for powers from 100 W to 240 W). Latency (signal delay over the cable). RX/TX directionality (how the high-speed cable pairs are configured). SOP Controller Mode: Whether the cable controller can communicate independently with the charger or device Hardware/firmware version. One of the sections of the USB Power Delivery specification that talks about this chip. Source: USB.org An active safety mechanism. The e-Marker is not only official, but is a mandatory part of the USB Power Delivery (USB-PD) specification dictated by the USB Implementers Forum (USB-IF). This chip acts as an active safety mechanism, and during the power negotiation phase, the chip tells the charger “I am a cable certified to support up to 100W” (for example). If the charger does not receive that digital confirmation, it will assume that the cable is basic and cheap, restricting the flow of power or data transmission. Does your phone charge slowly or is the transfer using pedals? In fact, if a USB-C cable does not have an e-Marker chip, most device drivers will automatically treat it as a USB 2.0 cable. That means that even if the cable is physically capable of more, the speed will be limited to 480 Mbps maximum, and charging will also be slower. With 3A you can reach 60 W at 20 V, so even so this section is not so affected and it also depends on the charging capacity of the charger. {“videoId”:”x8dmqaj”,”autoplay”:false,”title”:”One USB-C TO RULE THEM ALL- the European Union approves a single charger for mobile phones”, “tag”:”webedia-prod”, “duration”:”54″} The rails. High-speed cables (USB 3.2, USB4, Thunderbolt) have multiple pairs of copper wires designed to transmit data in parallel. The e-Marker tells the device “I have all the threads necessary to activate dual lane mode.” If this confirmation does not arrive, the transfer speed is again limited. The e-Marker on long cables. Another function of the e-Marker, as we said, is to identify the length of the cable. At high transmission speeds the signal degrades very quickly, and the e-Marker is responsible for notifying you, allowing the device (mobile phone, computer) to adjust the signal strength to compensate for potential data loss. Support for alternative video modes. Another option that this chip enables is to indicate what video connection standards the USB-C cable in question supports, and if, for example, it has the necessary bandwidth for 4K or 8K resolutions. There are “readers” of the information provided by the e-Marker chip, although they are not cheap: this one from ChargerLAB costs about 140 euros. Two key pins. The “brains” of a USB-C connector are located on two specific pins known as the configuration channel (CC). These pins (CC1 and CC2) allow, for example, the orientation or reversibility to be detected. Since the connector is reversible, the device needs to know which side you inserted the cable to activate the appropriate data pins (TX/RX). When connecting it, the side will be identified, and based on that the rest of the pins are switched for transmission. The other pin of the configuration channel becomes Vconn to power the e-Marker chip. In Xataka | Mobile phone manufacturers first stopped including the charger with every purchase. Your next threat is clear: the USB cable (function() { window._JS_MODULES = window._JS_MODULES || {}; var headElement = document.getElementsByTagName(‘head’)(0); if (_JS_MODULES.instagram) { var instagramScript = document.createElement(‘script’); instagramScript.src=”https://platform.instagram.com/en_US/embeds.js”; instagramScript.async = true; instagramScript.defer = true; headElement.appendChild(instagramScript); – The news There is an invisible chip in every USB-C cable that decides whether your phone charges fast or slow: almost no one knows it exists was originally published in Xataka by Javier Pastor .

1 TB of cloud storage, VPN and antivirus for 16 euros per year

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Nobody likes to run out of storage. The most common solution to this problem is to get a cloud service, such as Google Drive. This one from the American company is, as we say, the most popular, but it has many quality alternatives that are also worth it. One of them is of Spanish origin and is on sale: is called Internxt and we can get your service from 16 euros per year. The price could vary. We earn commission from these links Secure, open source (and now cheaper) cloud storage If we are actively looking for a cloud service, this offer from Internxt is very worth it. Not only because of the price (that too), but because of everything this company offers. One of its key points is the security and privacy it offers, since it uses the encryption known as ‘Zero-Knowledge’.‘. What does this imply? That our files are encrypted before being uploaded to the cloud, so not even Internxt itself can access ityes. Not only that. Our data is fragmented throughout the network, making it virtually impossible for a third party (such as a cybercriminal) to access it. In addition, it is one of the few cloud services that It is open sourceso its transparency is more than guaranteed and any public entity can easily audit it. Internxt is also characterized by being an environmentally conscious company, since its servers use renewable energy. It is also worth noting that it does not follow or use any type of policy for tracking or selling data to third parties, so, once again, it is a matter of a great cloud service if we are concerned about our privacy. Now, let’s talk about the offer itself. Internxt part of 16 euros per year currently on its cheapest plan, called Essential (or 247 euros if we opt for their lifetime plan, whose RRP is 1,900 euros). With it, we will have 1 TB of cloud storage, as well as a VPN and an antivirusso it is a quite attractive package. If we need more cloud storage, we also have a discount right now on the rest of their plans. To make it easier for you to see the price and what each one includes, we leave you the summarized and schematic information below: Premium Plan: 3 TB of storage, VPN, antivirus and cleaner per 31 euros per year (or 377 euros lifelong). Ultimate Plan: 5 TB of storage, VPN, antivirus, cleaner and meet per 47 euros per year (or 507 euros lifelong). 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 | Internxt In Xataka | Google Drive alternatives: the best cloud storage services for your files In Xataka | Best VPNs 2025: guide with the 17 best services to protect your online privacy

where to look on Renfe, Iryo and Ouigo

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Let’s tell you how to know if your train has been canceled or if it has been delayed. So, whether you are curious or if you are going to the station and want to make sure first, you will be able to do this check. Actually, doing this check today is quite simple, although we are going to tell you what each of the operators does so that you can take it into account and know where they communicate to you. How to know if Renfe cancels your train In the event that Renfe cancels one of its trains, whether Cercanías, Media y Larga Distancia or AVLO, the company will notify you of the cancellation via SMS or email. Therefore, you will have to check the email number that you wrote when registering on their page to buy the ticket. You can manually check for cancellations or delays of this operator through its website renfe.com. In it, you have to go to the section My Trips within Manage your ticket. This will take you to a form where you have to write the locator of your routewhich is at the top of the bill. If you have not logged in with your account, you will also have to enter other information about the trip. If you have installed their mobile app and have logged in to ithaving purchased your mobile data with this account, then you will be notified with a notification or you will be able to check more easily if there are delays or cancellations. How to know if Iryo cancels your train In the event that Iryo cancels your trip, will notify you through your email. Therefore, you will have to pay attention to the email you wrote when purchasing your ticket. You can manually check for cancellations or delays of this operator through its website iryo.eu/es. In it, click on Manage your reservationwhere a window will open where you have to write the locator of your route and your last name or the date of travel, depending on which of these details you know. If you have installed their mobile app and have logged in to ithaving purchased your mobile data with this account, then you will be notified with a notification or you will be able to check more easily if there are delays or cancellations. How to know if Ouigo cancels your train In the event that Ouigo cancels your trip, will notify you through your email. Therefore, you will have to pay attention to the email you wrote when purchasing your ticket. You can manually check for cancellations or delays of this operator through its website ouigo.com/es. Inside click on My Reservationsand you will go to a page where you have to write your trip locator and the email you wrote when purchasing the ticket. If you have installed their mobile app and have logged in to ithaving purchased your mobile data with this account, then you will be notified with a notification or you will be able to check more easily if there are delays or cancellations. If you bought your ticket through a third party If you bought your ticket through a third partylike Trainline or similar pages, then you can do two things. First, you can look on the ticket to see which train operator is yours, and then follow the steps we told you before. But if you go to the website of this buying and selling website and go to your reservations or your travel list, they should also inform you there. In Xataka Basics | How to claim money for your Renfe, Ouigo or Iryo tickets if there are delays and cancellations, and how much corresponds to you in each case

They are safer without them

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When an accident occurs as terrible as the one experienced this Sunday with the crash between two trains in Adamuz, CórdobaAfter the initial impact, the questions begin. How this could have happened is one of the first, but also how the damage could have been minimized. The normal thing is to apply the logic of everyday life and what we have closest at hand: the car security systems. And that’s where the question arises as to why trains don’t have seat belts. The answer is that the cure would be worse than the disease. what has happened. Occurred On the afternoon of January 18: an Iryo train that left Malaga heading to Madrid derailed near the Cordoba municipality of Adamuz. It happened on a straight line and the last cars of the train were scattered along the track. However, an Alvia was traveling in the opposite direction, which collided with those Iryo cars, causing the derailment of the second train. The victim count is not definitive, but according to emergency serviceswe are talking about 39 deaths, 173 slightly injured and 73 injured who required hospitalization. Click on the image to go to the original tweet Prevent, do not restrain. After the terrible event, a question that is easy to come to mind is why we have a seat belt in any vehicle except on the train. The first thing is that the security philosophy of the railway focuses on avoiding accidents. There are multiple active systems, such as signaling communicated with switchboards to automate some sections and control speed, but also passive ones. In the unlikely event of a collision due to the fact that they are vehicles that circulate on exclusive tracks, or in case they derail, high-speed trains incorporate crash energy management systems. It is a compendium of elements that are designed to minimize the impact force suffered inside the cabin: Highly deformable zones. Cabs and frames designed to absorb impact. Furthermore, since they are so heavy, even if a violent deceleration is caused, the emergency braking system is usually below 1 m/s², which minimizes the risk of being thrown. Theory. It is not all about trusting these prevention systems: studies have been done. A few years ago, the British Rail Safety & Standards Board concluded that, in a longitudinal collision, both two-point (airplane) and three-point (car) seat belts would increase the risk of injury to the passenger. Apart from the systems mentioned, high-speed trains have seats designed to deform. Again: it serves so that, in the event of a crash, the seat is that last line of defense so that the passenger does not absorb the impact. If a belt were fitted, the seat would have to be more rigid, transmitting energy to the passenger’s knees, head and back in the event of an accident. Practice. There is another question: If the carriage overturns or deforms, the passenger can be ‘tied’ with the belt, preventing them from seeking shelter or carrying out a quick evacuation. This aggravates the consequences of the accident and maximizes the difficulty at the time of extraction. But it’s not all theory. In the Rail Safety & Standards Board study, six real accidents were analyzed and the conclusion was terrifying: The belts would have saved 11 lives by preventing expulsions. However, 88 victims would have been claimed by trapping passengers in the crushed areas in the cabin. The conclusion was that it was a system that could do more harm than good. Also, due to the number of passengers who stand up during the journey, it would be difficult for everyone to wear it, aggravating the result in the event of a crash convert some in projectiles against others who are in their seats. In the British study also commented that those who do not use belts, when thrown and colliding with rigid seats that accommodate the belt system, would suffer more serious injuries than if they had collided with a standard deformable seat. And on airplanes? It’s different. It’s okay that they go much faster and that, due to the characteristics of the environment, a seat belt seems more like a placebo than a real safety measure. However, on an airplane the seat belt has more sense if we take into account the type of vehicle movements. In the event of strong turbulence or decompression, the belt would act as it should, holding the passenger in his seat and preventing him from being thrown off or from a ‘boat’, potentially harming himself or those around him. In the case of seat belts on the train, in the end it was a design decision between seat belts or deformable seats, since both are not compatible, relying on the low probability of an accident and the passive measures that the trains themselves incorporate. Unfortunately, there are always exceptions. Images | Robot8A, Daniel Schwen In Xataka | The collapse of the Seville AVE has shown something more serious: how difficult it is to protect copper in a 15,000 km network

everything we know about the collision between an Iryo and Alvia from Renfe in Adamuz (Córdoba)

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On January 18, 2026 at 7:40 p.m., a collision occurred between an Iryo train and an Alvia train in Adamuz (Córdoba) in what is the most serious railway accident in Spain since the derailment of a train in Santiago de Compostela in the area known as the A Grandeira curve. The accident is the first to occur since the high-speed lines were released in our country. When we write these lines, 39 deaths have been recorded but rescue efforts continue. What has happened? On January 18, 2026, an Iryo train that had left Malaga heading to Madrid at 6:40 p.m. derails near the town of Adamuz (Córdoba)once you have passed this stop. The derailment occurs on a straight line and leaves the last three cars of the train off the track. At that moment, an Alvia (Renfe) train traveling in the opposite direction and that had left Madrid bound for Huelva collides violently with the Iryo wagons that were occupying its track. The violence of the crash knocks this last train off the track and ends up at the bottom of an embankment. Emergency services are located on both trains at a distance of 800 meters. Click on the image to go to the originalgal tweet The victims. According to the latest count of deaths and injuries provided by the emergency services to EFE There are 39 deaths and 73 injuries that have required hospitalization. Of them, 25 are seriously injured. In addition, 173 people with minor injuries have been recorded. It is estimated that 100 people were traveling on the Alvia train to Huelva and 317 passengers were traveling on the Iryo train. Renfe has set up a telephone number for family members: 900 10 10 20. Both companies have set up spaces for family care at the Atocha, Seville, and Córdoba stations. Renfe has also set up rooms at the Málaga and Huelva stations for this same purpose. In addition to the regional and municipal emergency health services, the Junta de Andalucía has sent 16 forensic experts and the Military Emergency Unit (UME) has mobilized 37 soldiers and 15 vehicles. Click on the image to go to the original tweet What is known about the accident. At the moment, little and it is expected that the investigations will take time. At a midnight hearingTransport Minister Óscar Puente described the accident as “rare and difficult to explain” as well as “tremendously strange.” The circumstances are still unknown but it is necessary to investigate why the Iryo train left the track on a straight line. At the moment, it is believed that at the time of impact, the Iryo train had reduced its speed but the Alvia was traveling at 200 km/h. Puente has also highlighted that the infrastructure had been recently renovated with an investment of 700 million euros and that the renovation work had been completed in May in the area of ​​the accident. As for the Iryo train, it was “relatively new, practically new that I don’t know if it lasts four years.” They have asked to wait for the accident commission to have more information about what happened. The trains. Iryo is an Italian company which has been operating in Spain since 2022 and whose capital is contributed by Air Nostrum (25%), Globalvía ​​(24%) and the Italian public operator Trenitalia (51%). In Spain they use Hitachi ETR1000 trains also known as Frecciarossa 1000 (red arrows). In his search to replace AVE vehicles, Transport Minister Óscar Puente has shown interest in these vehicles, which are considered among the most modern and advanced in the world. They are manufactured by the Japanese Hitachi in Italy and can move 457 people. They have a maximum approved speed of 380 km/h but in commercial services they do not exceed 360 km/h. In Spain, the maximum speed they can reach is 300 km/h. The Alvia train that collided with Iryo’s vehicle is from the 120 series. These trains have variable gauge capacity and are manufactured by CAF and Alstom. On international gauge roads they can reach 250 km/h and on Iberian gauge they reach 220 km/h. It is believed that at the time of impact it was traveling at 200 km/h. Its capacity varies between 238 and 270 seats.. Click on the image to go to the original tweet Cancellations. At the moment, traffic in the southern high-speed corridor is completely suspended. The emergency services have already warned that the corridor will remain closed throughout the day on Monday. Thus, all services between Madrid-Córdoba and the branches to Seville, Málaga and Huelva are suspended. In addition, services to Cádiz, Algeciras and Granada have also been suspended today. Those affected They can claim the return of the ticketssince the service is not provided. Photo | Álvaro Fernandez Heredia in X In Xataka | When Iryo and Ouigo began to compete with Renfe they did so by lowering prices. Those days are not coming back

This is one of the most extreme northern lights hunts in Norway

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There are nights when northern Norway does not promise anything, and that is precisely why it is so attractive. Close darkness, sustained cold and a landscape that, for hours, barely offers references beyond mountains, snow and silence. In this context, the idea of ​​going out to search northern lights It stops looking like a conventional tourist plan and becomes something else, a conscious wait in a unique environment with epicenter in Narvik. What is offered here is not a themed train or a rolling observation deck, but rather a nighttime experience organized around a real railway journey. The call Northern Lights Train It uses an existing line to get away from the city and take travelers to areas with very little light pollution, where waiting is a central part of the plan. The train is the means, not the end, and the proposal is structured around moving, getting off, waiting and returning. Everything is designed to increase the chances of seeing auroras. A trip designed to pursue something unique Traveling on the Ofoten line means crossing one of the most unique railway corridors in northern Norway. In the context of this experience, the journey functions as a process of gradual disconnection, Narvik is left behind and, with it, artificial lighting and the feeling of an inhabited environment. The train enters a mountainous landscape where the sky begins to take over. The itinerary has two proper names that organize the experience. The first is Bjørnfjella station located next to the border with Sweden, where the train makes a brief stop before continuing its ascent. The final destination is Katteratabout 374 meters above sea level, a former railway enclave with no road access. That detail is not minor, getting there is only possible by train, and it turns the place into a particularly secluded point. Once in Katterat, the experience shifts from journey to waiting. Travelers get off the train and move on foot through the immediate surroundings, where a meeting point is organized around a bonfire. There is a hot drink and some simple food, not as a gastronomic attraction, but as support against the cold and the waiting time. The pace consciously slows down and the night takes over as the group remains attentive to the sky. Here the guides fulfill a more strategic than spectacular function. They are the ones who interpret forecasts, explain why it is expected at a specific point and adjust the plan if conditions change. They are also those who lower expectations, remembering that the dawn does not light up on demand and that the night can be resolved without major apparitions. This balance between information, prudence and support is an essential part of the product offered. Auroras are not a local or spontaneous phenomenon, but the visible consequence of processes that begin much further away. The origin is in the solar wind, a flow of charged particles ejected by the Sun constantly and It takes around 40 hours to reach Earth. When this material interacts with the Earth’s magnetic field, it is deflected towards the poles and collides with oxygen and nitrogen at high altitudes. If we talk about the price, the train trip, the organization of the wait, the hot drinks, the snack and the guide’s explanations are part of the same package, whose cost starts at 1495 Norwegian crowns (about 127 euros). The model is clear, to shape an unpredictable night within an organized experience, where the value is not in the result, but in the set of elements that make the attempt possible. The journey ends as it began, on rails, with the train returning to Narvik as the group leaves Katerat behind and the mountain once again closes in darkness. Heaven may or may not have answeredbut the experience has already been completed on another level. What remains is the feeling of having participated in something that cannot be forced, where the journey, the wait and the context weigh as much as the result. It should be noted that an image that does not correspond to reality has been built on these types of experiences lately. On social networks and some media circulate images and videospossibly generated or altered with artificial intelligence, showing supposed luxury Norwegian trains with wrap-around glass roofs and perfect views of the sky. Those trains do not exist. The real experience, as we have seen, is very different from those recreations. Images | Norwegian Travel | Visit Narvik | Arctic Train In Xataka | Marbella is no longer the favorite destination of Russian millionaires: it is now a paradise island in China where they are not held accountable

In 1978 Christopher Reeve was chosen to play ‘Superman’. He got so beaten up that he literally couldn’t fit into the suit.

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In the mid-seventies, superman He wasn’t just a character: he was DC’s goose that laid the golden eggs and a bet that could make or sink the first great modern superhero blockbuster. Producers Alexander and Ilya Salkind wanted a “serious” and grandiose film, far from the tone camp from the sixties Batmanbut they also knew that any setback would be a historic embarrassment. Too big to fail. In that scenario, DC, suspicious, imposed conditions of the strictest and he monitored the project as if it were a surgical operation, because the underlying problem was not to make a film: it was to make it with a guy in tights and a red cape and get the public to I will look at him with respectnot like a meme. Two years of casting. Thus, the search for superman perfect became the great bottleneck: it began in 1975 and continued until February 1977with hundreds of tests and a growing sense of desperation. There was, as usually happens in any great production, a star wish list that seemed more a festival poster than an audition: Robert Redford, Paul Newman, Warren Beatty, Clint Eastwood, Steve McQueen, Burt Reynolds, Charles Bronson, James Caan, or even Nick Nolte. In fact, there were many more, in addition to proposals that today they sound delirious by pure marketing logic, as think of Muhammad Ali or even in people outside of interpretation. It turns out that each option failed for something (if it wasn’t cost, it was age, image, accent or fit in general) and the message was clear: without Superman, there was no movie. The definitive twist. In the midst of that chaos, Christopher Reeve arrived from the New York theater as an answer that did not fit the cliché of the “big name” that the producers were looking for, but did fit the essence of the character. The casting director was pushing his candidacy against the team’s inertia, until he was finally given a real opportunity. When Richard Donner, the film’s director, saw it, the trial was as clear as it is uncomfortable: Reeve had the height, the face and the aura to be Superman… but he was also too young and too thin (“a stick”were the director’s words) to fill a suit that required visible strength, not just presence. Even so, in that test (between nerves, the heat of the spotlight and a still ungainly appearance) something that no one could copy became evident: the potential to make Clark Kent and Superman credible in the same person. The actor before opting for his role in Superman Stop being a “stick”. Reeve got the role with an unspoken demand which was actually an ultimatum: he had to physically become Superman, and do it quickly. The producers even suggested use fake muscles under the suit to “trick” the camera, a typical solution in the cinema of the time, but he refused, because he understood that credibility was not built with filler, but with transformation. The movie needed the body to say “superhero” before the character even spoke, and Reeve assumed that the job was not just to act well, but to look impossible without falling into excess. Darth Vader as trainer. Here comes the anecdote that seems invented by an advertising department: the man inside the Darth Vader suit, David Prowse, also a bodybuilder and instructor, was the one who was in charge of sculpting to Superman. Donner called it like someone activating a emergency plan: “we have a Superman” and we have to build him against the clock. Prowse trained Reeve for weeks with a routine focused on gain mass and functional strengthsolid enough to withstand flight harnesses, exhausting days and the symbolic weight of the character. And in the process a perfect story was born to sell the film: the most intimidating physical villain of the moment molding the definitive hero of the decade. The “obsessive” transformation. The method was so simple as brutal: eat a lot, train thoroughly and not allow yourself to lose weight even for a single day. Reeve put himself on a high-protein diet, with four meals a day, shakes and vitamins, and with an almost paranoid discipline: skipping a meal meant going backwards, and going back was a disaster. The idea he repeated was very clear: the actor’s inner work is useless if the exterior does not support the fantasy, because Superman cannot “seem” weak, even if he is vulnerable on the inside. And the most interesting thing is that that physical strength also changed him. the psychology of paper: The stronger he became, the more natural the character’s calm authority came to him. Too “handsome”. The result was so extremely effective that it became a continuity problem: Reeve continued to gain muscle during filming and there came a point where It was not the same body of the first scenes. The production had to redo shots already filmed because the superman of one day did not fit with the Superman of weeks later, and the suit, designed for a “before”, began to behave like a shell that was too small. The ironic twist is that at first they wanted to put fake muscles under the uniform and, after the transformation, the opposite happened: They were able to remove the additions to the suit because they were no longer needed, and the film was left with what it had always needed from the beginning, a Superman with real muscle, without tricks or cardboard. The myth that remained. Over time, Reeve’s physique has been compared with the hypertrophied standards of today’s superheroes, but at the time it was quite an event: his change from “tall, skinny actor” to muscular icon It was part of Superman’s own story even before of the premiere. The important thing was not to compete with modern mountains of biceps, but to build an exact illusion: that this guy could be the most powerful on the planet and yet the most human when he looked at Lois … Read more

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