Mobile Tech & Gadgets

ride a 15 kilometer long cable car

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Mexico City is one of the most massive cities on the planet. Also hell when it comes to transportation. It is about one of the most congested cities in the world because you have to take the car for absolutely everything, but the Government found a solution: the cable car. What we have associated with ski resorts and tourism is in Mexico the artery for thousands of people to move much more quickly and economically. After a line of almost 12 kilometers, Mexico City is preparing something worthy of China. A new 15 kilometer cable car that will become the longest in the world. In short. If someone controls cable cars, that is Doppelmayr. This Austrian company is the largest manufacturer of cable cars in the world and is the one that, as we read in EFEis going to be in charge of the new longest cable car in the world. In total, 15.2 kilometers in length for Line 5 of the Cablebus of the Mexican capital. This line will have twelve stations, will interconnect the suburbs of Álvaro Obdal, Contreón and Beni Contreón and it is estimated that it will be able to transport 3,000 passengers per hour and direction in the 642 cabins it will have. The project will have a cost of about 400 million euros and something that draws attention is the start-up: 2028. It is one of the advantages of this transportation system. While railway lines, subways or roads require years of planning and construction, laying cable car cables is faster and easier. The longest, but not the only one. Those 15.2 kilometers are impressive, but they are not that far from other lines that already operate in Mexico City. Without going any further, Doppelmayr has laid more than 25 kilometers of cable between three lines that operate in different parts of the city and they are already building a Line 4 of 11.4 kilometers in length. In addition to Cablebús, there is Mexicanable (that came before), with another 13 kilometers deployed. Mexicable is the system of the State of Mexico operated by a Mexican company, while Cablebús is from CDMX and operated by Doppelmayr. Advantages. Aside from the short development times from when the project is approved to when it starts operating, the cable car is a relief for daily traffic. The first thing is that it is a simple way to connect the suburbs with the most central parts. Areas that are poorly connected today will be able to access a continuous route with other areas. In areas where the orography is complex and the roads are collapsed, it is a real transportation alternative. And, although it does not have the capacity of the metro, it is affordable transportation and, as we say, any help when it comes to decongesting the city is welcome in a city where Mexicans spend, on average, a hundred hours in traffic jams. There is also a reduction in CO₂ emissions into the atmosphere. The intangibles of ‘Cablebús’. Although they are not perfect and are sensitive to extreme weather conditions, such as strong winds or storms, there is something less visible, but equally important: the state of mind with which the user arrives at their destination. One of the problems that CDMX faces is that the population is geographically far away and disconnected. Travel times from peripheral areas to employment, education or health centers can be up to an hour and a half when the cable car would take about 45 minutes. This reduces the inequality gap, which is measured not so much in money as in hours and opportunities lost by living so far away. A study of the United Nations Office for Project Services measured the benefits of two Cablebús lines, specifically what they called: generalized travel costs. They are everything that a passenger absorbs beyond the price of the ticket, and the conclusion is that traveling by cable car saves 466 million hours in 20 years, 102,000 tons of CO₂ into the atmosphere and users arrive more rested where they need to go. Also safer as they are not exposed to traffic accidents. And, in the end, although they are not a magic solution, in certain cities, especially where the terrain is not a help, cable cars seem like a support for decongest the brutal daily traffic. When lines 4 and 5 are completed (by 2028), Mexico will have about 50 kilometers of public cable car. Images | Government of Mexico City, Joke 2021 In Xataka | Mexico spent a fortune building its Mayan Train to attract tourists. Things are not going as expected.

The director of the DGT says that in the future cars will not enter cities. It’s more of a wish than a reality

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Today is January 14, 2026 but, really, it doesn’t matter when you read this: Pere Navarro, director of the DGT, is once again in the news for some controversial statements. We could have titled this article that way, in fact, because the truth is that every time the Director of Traffic speaks at an event broadcast by the media there is something to scratch. This time it was at an event organized by Europa Press where Navarro showed off this particular superpower. There, he has assured the following: “We are all day with emissions, yes emissions, no such and such. Don’t look, you don’t go to the city center with electric, diesel or gasoline. Let’s not make a mistake. You go with public transportation and if you’re in a hurry, taxi, Uber or Cabify” They are literal words. There is no possible misinterpretation or audio cuts to take the message out of context. You can check it yourself in the tweet that accompanies this article. Click on the image to go to the original tweet The words clearly point to an ambition: to get the car out of the city center. It doesn’t matter if it’s gasoline, diesel or electric. There is a goal and that goal is vehicle sharing and public transportation. We could put our hands on our heads. We could say that they want to prohibit us from moving where the elites want. Of course, there will be those who relate this to 15 minute cities. However, we have been hearing similar messages for so long and the measures to be taken have been so lukewarm that, without fear of being wrong, I say: calm down. Once again, the same old thing This is not the first time, far from it, that we have heard this type of message from the director of the DGT. For two years, news and articles have been recurring that point to supposed prohibitions on using our cars if they are only occupied by one person. One of the most repeated formulas is found in these words from Navarro himself at an event called Global Mobility Call held in Madrid in 2024: “The future of traffic will be shared or it will not be (…) we must make a collective change in mentality that allows us to encourage high vehicle occupancy, because we cannot afford to move 1,500 kg every day to move a single person. Increasing vehicle occupancy is a challenge and a necessity” Navarro too has come to be described as “luxury” moving a single person in a vehicle. And in November he insisted again in that it doesn’t matter if the car is electric or not because the future of cities depends on public transport. However, the DGT has not taken any action that points in this direction nor is there anything on the table to debate it. The closest thing is the creation of a Bus-HOV lane at the entrance to Madrid where cars with two or more people traveling inside are rewarded. And that in 2019 it was also advocated from the DGT magazine for a city “with more pedestrians and fewer cars.” The statements have also been used to fill the network with articles pointing out that we will not be able to enter the center of our cities by car, linking them with the creation of low-emission zones. But the truth is that these low-emission zones have a very limited scope. In some of them, such as Madrid or Barcelonavehicles without a label are prevented from entering, but either there are exceptions or they allow all cars with a label to enter the very center of the city. It is true that sometimes you are forced to park in a parking lot but the passage, if our car has at least label Bit is open. Despite many statements by the DGT, the truth is that the efforts to reduce or not reduce traffic in cities go through the municipal corporations of each place. A context that has led to turning the issue of urban mobility into a political weapon. To the point of defending that traffic jams can be “a hallmark” of a city. The comparison between Madrid and Barcelona are two good examples. In the capital, the Popular Party won an election by ensuring that it was going to lift all circulation restrictions, something he didn’t do and that, in fact, he maintained to eliminate all unmarked cars (regardless of whether the driver lives in Madrid or not) from the city. Barcelona en Comú promoted a completely different way of understanding the city in Barcelona, ​​betting on pedestrianization, reduction of lanes in the city center and the creation of what are known as Superilles. It has also been promoted to be more aggressive and fence off the entrance to the city from the most polluting vehicles. Two different approaches that, however, have given a very similar result. And the measures against the car have been very lukewarm. In both cities, if the vehicle has an environmental label it can circulate inside, just taking into account a series of obligations that, in practice, barely change our daily lives. In Madrid, the idea of ​​preventing unlabeled cars from being banned was finally scrapped (as long as they are registered in Madrid). And prohibiting entry to city centers with cars is not something that is catching on in Europe either. Yes, the main cities have restrictions and barriers that discourage its use, but in all of them you can continue to travel to the city center by car. In London you want reduce traffic with tollsin Paris punishing street parking and in Berlin you are also forced to drive with certain modern vehicles. Be that as it may, the only certainty is that total prohibitions do not come and if citizens end up leaving their cars aside in the cities it is because they have been transversal jobs in different areas and sustained over timewith investments … Read more

The sale of a 22 million euro mansion moves the axis of luxury on the Andalusian coast: to Sotogrande

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The price of housing in Spain it doesn’t stop going upbut this unstoppable increase has not been a brake on closing the most expensive real estate sale in Andalusia. That the mansion protagonist of the unusual record have your own name It is already an indicator of the economic level to which this home points: Niwa, a mansion in Sotograndehas closed for more than 22 million euros. To put it in perspective, that price implies that its new owner has paid about 5,116 euros for each of the 4,300 meters built of this property. Taking into account that the average price in the province of Cádiz is about 2,249 euros/m2, places the operation at levels of the price of homes in premium areas of the big cities.​ Niwa: 4,300 m2 of sustainable luxury Niwa is located in The Seven, the most exclusive sector of the already exclusive luxury development The Sotogrande Reserve. The property occupies a 10,000 m2 plot on a hill overlooking the Mediterranean and facing Gibraltar, surrounded by the Los Alcornocales Natural Park.​ The mansion consists of 4,300 m2 built, distributed in nine suites, with an outdoor infinity pool, an indoor covered pool, spa, gym, cinema room, wine cellar and garage for eight cars. The project came from the pencils of Manuel Ruiz of ARK Architects and was carried out with construction techniques more advanced and sustainable with the environment since 95% of its structure was prefabricated in a factory and then assembled in the chosen location. This allowed us to reduce the impact on the environment and reduce emissions.​ Sotogrande began its development in the early 60’s as a private residential area with 24 hour security. It currently has five golf courses and is considered one of the most luxurious urbanizations and exclusive to southern Europe, which attracts foreign buyers for its designer mansions, its privacy and its proximity to exclusive services. In 2024, the average sales prices of their houses reached 1.9 million euros, with transactions reaching up to 17 million euros. Some of the new construction phases that were started were sold at 85% in phases such as Village Verde. Plots in the most exclusive areas of Sotogrande, such as The 15, start at three million euros, while in The Seven, where Niwa is located, they can exceed eight million euros per plot. “Over the last ten years, Sotogrande has invested in its facilities, maintaining its essence as a low-density, high-quality destination. It is very exciting to see how this positioning is increasingly relevant for our clients,” assured in statements to The Confidential Rita Jordão, Marketing Director of Sotogrande SA. Luxury moves south “The sale of NIWA marks the beginning of a new era for Sotogrande, where architecture and lifestyle multiply their value on the Costa del Sol and, I would dare say, on the entire Mediterranean coast. NIWA is a modern palace reinterpreted with a contemporary language that is situated halfway between the classic and the current, with a very special materiality,” confirmed its creator, pointing to a substantial change in the preferences of ultra-rich clients who seek to settle in Andalusia. Given the growth in popularity of these new luxury enclaveshistoric luxury areas, such as Marbella, are losing relevance after decades of urban pressure, and foreign buyers They have begun to set their sights on Sotogrande. “The record sale of NIWA firmly consolidates Sotogrande as a destination among the best in the world. What is happening is not a change of course, but a natural consequence of what Sotogrande offers is increasingly valued in the luxury market,” confirmed Jordão. In Xataka | A businessman built a mega mansion without permission: the neighbors have gotten the city council to demolish it Image | ARK Architects

That doctors, one of the groups with the best salaries in Spain, go on strike is striking. These are your reasons

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2026 has started with Spanish doctors on the streets. Although the tracking data is clouded by the dance of figures usual in these cases, thousands of doctors they have seconded today the strike convened by the Professional Group for a Medical and Faculty Statute (APEMYF) to demand better working conditions. Three are its greatest workhorses: guards, salaries and hours. The question that surely more than one person is asking today is… What do doctors, one of the groups, complain about? better paid and with higher status social? To understand it you have to know their day to day life. White coat strike. The year has started with turbulence in the country’s hospitals. Although the first data from the Administration point to a follow-up more or less discreet (those who arrive from the unions show a ‘photo’ very different), one thing seems clear: today thousands of doctors have responded to the strike called by APEMYFa platform that brings together more than a dozen organizations. The protest will last today and tomorrow and is added to those in 2025. One word: statute. APEMY already clarifies on its behalf what its main claim is: the group demands that its own statute be negotiated with doctors in Spain, a “basic standard” that meets the needs of the group. In contrast to the “framework statute” for health personnel that the main unions and the Government have negotiated, doctors want their particularities to be taken into account. That they go out onto the streets right now is no coincidence. a month ago Health closed a preliminary agreement with the unions to carry out this general rule for the health branch, an ‘umbrella’ that will determine the conditions of hundreds of thousands of public employees. Why’s that? Because the collective (at least the one that supports APEMYF) insist in that it has specific “needs”, just like “other professions with singularities”. Hence, he calls for a negotiation “exclusive for the medical profession.” On the table they have put issues such as the management of guards, hours and salaries, issues that have also served as leverage for the strike today and tomorrow. In fact, everything related to the guards (its duration, remuneration and recognition) has had a key weight in the call. But they charge well, right? Although their salaries are noticeably below Compared to other European colleagues, Spanish doctors enjoy good salaries. At least if they are compared to other sectors. What a doctor earns is influenced by issues such as the region in which you work or its age, but Medical Writing remember who are generally among the highest paid professionals. In the INE’s Annual Salary Structure Survey, doctors and nurses appear in the chapter “Technicians and scientific and intellectual professionals”, to which in 2023 an “average annual earnings per worker” of almost 43,000 euros. As a reference, the average for all sectors did not reach 28,500. A wide fork. However, this information must be handled with caution. A year ago Newtral analyzed also the remuneration of doctors and concluded that the fixed annual salary of hospital doctors ranges between 19,000 euros for a first-year MIR and 72,100 for more senior doctors. There is an important nuance: this gross salary indicator does not include guards, who according to the same medium were paid at 28.6 gross euros per hour. Or more, on holidays. The payment varies in any case from one community to another. Other estimates, how are you also published by Medical Writingconcludes that the average salary of a Spanish doctor who works in public health is around 54,200 euros gross, although the range goes from 35,300 to 140,000. Why do they go out into the streets? Because (beyond these figures) doctors are exposed to a considerable load of stress and work, handicaps that are addressed in the statute negotiated by the main unions and the Government, although not in a way that satisfies the entire group. Of all the issues on the table, perhaps the most complex is the one related to medical guards. Right now doctors cover continuous 24-hour shifts, including their regular shift. From the collective they take time crying out against those marathon shifts, which affect thousands of doctors. a report of the Official College of Physicians of Toledo points out that in Spain 60% of professionals face exhausting shifts and that there are even professionals who exceed “36 hours of continuous work”, which for many carries an emotional burden. “Stop 24-hour guards”. Among other novelties, the draft of the framework statute reduces the duration of the guards to 17 hours straightbut in the group there are those who already warn that in reality the norm opens the door for nothing to change. The reason: this limit of 17 hours could be exceeded if there are “organizational or healthcare reasons” that justify it and the doctor accepts it in writing. Another sensitive point is how those ‘extra’ hours are compensated. The unions demand that an hour of on-call duty not be paid worse than an hour of their ordinary day and that they also count towards retirement, a circumstance that now it doesn’t happen. The issue is so worrying that during today’s demonstrations doctors could be seen with signs of “Stop 24-hour guards”. “Just like the rest of the workers”. In your manifestothe Association of Higher Qualified Doctors of Madrid (AYTS) demands to “recognize all of the doctor’s time worked, just as it is done with the rest of the workers.” Their request is clear: “Suppress the concept of on-call duty as a type of duty that is neither ordinary nor extraordinary, with the conditions of obligation and remuneration below the ordinary shift.” The underlying objective? That doctors stop chaining together exhausting 24-hour shifts, periods of work that do not also count as time for retirement and that even generate ‘debts’ of hours. All this while assuming a high level of responsibility for their patients, which has even led some to suggest that 24-hour shifts should be “illegal”. watch earrings. Another … Read more

The situation with RAM prices is so desperate that there are already those who build their own memory at home

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The crisis we are experiencing with RAM memories and its exorbitant price is shaking the technology industry in multiple ways, precisely because they are components that found in the vast majority of devices that we use in our daily lives. Faced with the crazy prices, there are users who have not given up and have resorted to extreme solutions: building their own RAM memories. Untenable. Memory prices have skyrocketed to unsustainable levels. DDR5 modules that previously cost between 100 and 150 euros now easily exceed 350 euros in many markets. You can blame the AI. And the demand for DRAM for artificial intelligence applications has absorbed a large part of global production. OpenAI alone has accounted for 40% of all productionleaving home users paying the consequences. The worst thing is that it doesn’t look like this is going to be solved soon. And it is that according to analysis firm IDC, the shortage could last until 2027. cheap adapters. In recent weeks we have seen how some users have chosen to build their own RAM memories to face the price crisis. One of the approaches is to use SODIMM to UDIMM adapters. In a video The Hardware Canucks YouTube channel shows how they have tested this solution on Ryzen 7000, 9000, Intel LGA 1700 and LGA 1851 systems without too many problems. The approach is simple: buy DDR5 SODIMM modules (the ones for laptops) that are still relatively cheap and connect them to the system using adapters that cost between 10 and 15 euros. It must be said that this method also has its limitations, and that is that the data transfer speed that these adapters achieve is quite a lottery. In the tests carried out by Hardware Canucks they say that some do not exceed 4,800 MT/s stably, while others reach 5,600 MT/s or even 5,800 MT/s, although it depends a lot on the adapter model and the platform. In terms of performance, the good thing is that the difference is practically imperceptible. According to the content creator’s tests, with an RTX 5090 and a Ryzen 9800X3D, the difference is between 5 and 7% in the worst case compared to conventional DDR5-6000 memory. A more radical solution. Another approach is the one that the Russian modder VIK-on has opted for. And just as they count From Videocardz, the enthusiast has built a functional 32GB stick by combining chips from two 16GB SODIMM modules from SK Hynix, a Chinese PCB, and a heatsink from AliExpress. The total cost: 17,015 rubles, about $218. As explained in the media, in Russia an equivalent module costs at least three times more. Images: VIK-on After physically assembling the parts, a process that requires BGA reballing stations and considerable soldering experience, the modder then integrated ADATA firmware to enable an XMP profile that allowed the memory to run at a speed of 6,400 MT/s. In this way, VIK-on has achieved a functional 32 GB stick that any motherboard could recognize and that according to the modder works stably in games. Between the lines. That making a RAM from home is economically viable says a lot about the state of the market. Furthermore, not everyone experiences the situation in the same way, since in some markets such as Russia prices are especially prohibitive. Of course, soldering memory chips is not trivial, as it requires specialized equipment, technical experience and taking risks of damaging expensive components. The adapter method is much more bearable, but it is most likely that these homemade solutions will continue to be a niche. Most users will prefer to pay the extra price rather than risk soldering components or dealing with third-party adapters. Although if the forecasts end up being true and the crisis extends for several years, the emergence of a secondary market for professionally refurbished modules taking advantage of surpluses is no small feat. It would probably be the last solution we would resort to, but in other markets there might be enough demand. Cover image | Andrey Matveev In Xataka | The computers of the future have found an unexpected ally to store information: fungi

Mining Bitcoin has always been an energetic black hole. Someone wants to turn it into your home heating

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The CES 2026 that has just closed its doors has confirmed an inescapable reality: Artificial Intelligence is everywhere, even where it seems to make no sense. From electronic LEGO bricks and wearables with roll-up screens, to more questionable devices like AI hair clippers that adjust the cut dynamically or digital frames that generate art by voice using GPT Image 1.5. Among this tide of “AI even in the soup”, a proposal has emerged that breaks with that trend and has surprised by its pragmatism: is it possible to get hot by mining Bitcoins? The answer is a resounding yes, and this year technology has shown that what was once a nuisance thermal waste is now a valuable household resource. ANDl income generating water heater. The American startup Superheat captured everyone’s attention with the presentation of its Superheat H1a water heater that uses ASIC (application specific integrated circuits) chips to heat a 190-liter tank while processing Bitcoin transactions. Unlike traditional electric water heaters, the H1 has an approximate price of $2,000, placing it 30-40% above the conventional market. However, as detailed in CNETwill be able to generate about $1,000 annually in passive income, always depending on the value of Bitcoin and the difficulty of the network. The science of “thermal reuse”. To understand this phenomenon, you have to turn to basic physics. The mining process requires intensive computational calculations (proof-of-work) that generate a massive amount of heat. Traditionally, this heat was expelled into the air using fans, but companies like Superheat have turned it around: mining is now the primary function and hot water is the secondary benefit. From the user’s point of view, the experience is seamless. The manual for devices like the Heatbit Trio reveals a control system sophisticated where the user can navigate the panel like a professional: Eco Mode: Heats exclusively by mining, limiting consumption to 400W. Target Mode: Combines the mining plate with a conventional heating element to maintain the desired temperature. Air purification: These devices not only heat, but act as purifiers with HEPA filters and air quality sensors (PM 2.5). Europe at the forefront. In the old continent, the proposal focuses on design and structural integration. From Austria, the company 21energy presents the Ofen 2a minimalist design radiator made of steel and aluminum. Unlike industrial miners that emit 75 decibels, this model is around 32-35 dB, being almost inaudible to the human ear. Furthermore, with a consumption of 1000 watts, it generates up to 40 TH/s of mining power, allowing users to recover part of their electricity bill while heating rooms of up to 50 m². On the other hand, in Switzerland, the company RY3T has marked a historic milestone. The RY3T ONE system has already been installed as the main heat source in a single-family house in the canton of Sankt Gallen. According to the companythis system can be more environmentally friendly than a conventional heat pump, as it reuses a computing power necessary for the global financial network instead of requiring additional electricity exclusively to generate thermal friction. A good idea or a technological chimera? Despite the enthusiasm, a report from Interesting Engineering raises critical questions that the consumer should consider: Obsolescence: What happens when mining hardware becomes obsolete? Will the entire heater or radiator have to be replaced? Network Cost: Even though heat is “free,” electricity for Bitcoin mining is often more expensive than natural gas in many countries. Regulation: If a country decided to ban Bitcoin mining, the user’s heating system could be legally compromised. From mining coins to processing Artificial Intelligence. As this report began, AI is the main protagonist of the moment, and its evolution will continue to be talked about far beyond cryptocurrencies. Julie Xu, COO of Superheat, explained at CES that the ultimate goal is to use this network of appliances for cloud solutions and AI inference. Instead of building gigantic data centers that stress the power grid and require massive cooling, homes could house small distributed computing units. However, this future poses a new dilemma: privacy. Experts from iFixit and Consumer Reports They already warn at this CES that “you don’t want a camera in front of your refrigerator watching you all the time” or a constant internet connection on simple devices, since it makes them more expensive to repair and prone to failure. The challenge will, therefore, be to balance the profitability of heating the home with the security of our private data. Image | freepik and heatbit Xataka | The bitcoin business cools down, but some miners have found a new vein: AI fever

It is raining so much in the province of Jaén that the olive oil harvest has had a problem: there is too much water

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The “liquid gold” market expected a great recovery after years of drought, but the data you have given the Food Information and Control Agency At the end of December 2025, they have had a significant impact. Especially in the epicenter of oil production in our countrysuch as Jaén, where it has been registered a 45% drop in its accumulated production. Although it is something that hides an important economic paradox: it is selling more than ever. The figures. As detailed by the Ministry of Agriculture itselfthe reality of the current campaign is radically different from the previous one. While in 2024 Jaén accumulated almost 300,000 tons at the end of the year, this 2025 it has remained at half speed with 164,841 tons, which represents a variation of 45.3%. Something that has also been noticed at the national level. What has happened? Although everyone might think that we are talking about the drought that has caused there to be fewer olives, the reality is that excess rain has been the problem. The intense rainfall of November and December 2025, although beneficial for the tree in the long termhave been an obstacle to the harvest. Logically, with the mud it is difficult to enter with the machines to be able to pick the olives or work by hand. This has caused the harvest to be delayed and has affected the yield of the fruit. Other factors. Beyond the excess of rain at the end of this year, we must also highlight the high temperatures that were recorded in the month of June 2025, which damaged the weight of the fruit after spring fruit set that promised a lot, but fell short. Besides, according to COAG Jaénthe delay in taking the olive to the olive mill due to the weather has caused part of the fruit to suffer damage, reducing the final yield. Less oil, but more sales. Even though the silos fill more slowly, the market is extremely active. UPA Andalusia has highlighted that, despite the decrease in production, sales have increased by 10% in the last quarter, with a month of November where oil output reached 129,727 tons. This means that the consumer continues to demand olive oil despite the instability of recent years. Exports are also doing well, with a substantial increase of 44% in Andalusia, which puts pressure on current stocks, which are 13% lower than last year. The price. Without a doubt it is the most important point for the consumer, especially when in the past we have already seen really high prices for olive oil due to a bad harvest. Logic dictates that if supply falls and demand increases, prices should increase, but experts call for considerable caution. Right now, the price of Extra Virgin oil at origin moves between 4.20 and 4.29 euros per liter, and what is expected is that it will remain at a stable price during the year 2026, without major drops to maintain the stability of the sector that needs to cover costs. Images | Kostas Morfiris Nazar Hrabovyi In Xataka | Half of Spain has gone crazy with the question of whether olives make you fat or not. But your biggest problem is not calories.

They were carried out with “passenger” planes

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An idea is beginning to gain traction among many military experts. The episode takes place in the first attack of the US campaign against Venezuelan vessels that Washington linked to drug trafficking, a coup that occurred on September 2, 2025 in the Caribbean that left 11 dead. Everything indicates that it was with something very similar to a “civilian” plane. A non-military aircraft. Yes, the singular thing, according to the information of New York Times and the Washington Postis that for that first action an aircraft with a paint scheme and silhouette not identifiable as “typically military” would have been used, to the point of seeming a civil or passenger aircraft. Not only that. It is suggested that he also carried the ammunition inside the fuselage instead of displaying them on external supports. Also because the device emitted a military identifier via transponder, although it is not clear what real capacity a vessel of that type would have to perceive or interpret it during contact. The double impact. The initial attack was marked by the decision of hit twice: after the first impact there were survivors who managed to remain on the remains of the hull and who later died in a second attack which ended up sinking the remaining structure. The boat reportedly changed course after detecting the plane and, at some point later, the survivors appeared to gesture toward the aircraft, without it being clear whether they understood what had caused the initial explosion. This moment is what fueled much of the public debate because it enters into especially sensitive issues of the law of armed conflicts, in particular the treatment of people in vulnerable situations after a sinking. Perfidy. The legal point currently being discussed is whether the use of a civilian-looking aircraft to carry out an offensive attack could fit into the figure of perfidyunderstood as feign protected status (like the civilian) to obtain a tactical advantage, causing the adversary to lower his guard or stop taking precautions. Various specialists cited in the media they explain that the analysis would depend on factors such as the degree to which the aircraft was truly “unidentifiable” as a combatant, whether it came close enough to be seen by those on the boat, and whether that appearance could have influenced its behavior (for example, not evading, not surrendering, or not taking survival measures). It is also highlighted that the obligation to distinguish military forces from the civilian population It is a reiterated principle in manuals and doctrinal guides of the United States. The official position. The administration defended the legality of the attacks, presenting them as part of a confrontation against drug trafficking and associated violent activities, and maintained that the actions were consistent with the applicable law. In parallel, the Government argument that there is an armed conflict against certain criminal groups and cartels, a statement that has been discussed by different experts, but which serves as a framework to present the targets as “combatants” within that category. From the Pentagon, public responses focused on pointing out that the systems and platforms used undergo legal reviews and internal validation processes, and the exact model of the aircraft used in the initial strike was avoided. The mystery of the plane. It has not been identified with certainty which aircraft it was, although hypotheses and indirect clues: from models derived from commercial aircraft as variants of the Boeing 737 in military service, to devices with clear liveries and minimal markings, occasionally seen in operational environments. It has also been confirmed that the Navy operates P-8A Poseidon (based on 737 and with very clear schemes) and that there are other 737 military transport aircraft, as well as more discreet aircraft with civil registration plates linked to corporate structures little transparent. At the same time, is remembered that open flight trackers do not necessarily show all military activity, so the absence of conclusive public identification does not allow specific platforms to be confirmed or ruled out. The technical factor. They counted the analysts at TWZ that the technical plausibility of an airplane “that looks like a passenger” but at the same time can attack is based on already existing solutions to integrate ammunition in a discreet way, especially through the so-called Common Launch Tube (CLT), a system that allows loads to be housed and launched from inside an aircraft without the need for visible supports. The known capabilities The CLT can accommodate munitions and small drones (including light glide bombs, compact missiles and unmanned vehicles) and mounts that can be integrated into ramps, doors or internal compartments, with reloading options and tactical flexibility. The approach has been associated with platforms such as AC-130Jweapons kits on KC-130J and drones such as the MQ-9, suggesting that, by design, it would a priori be adaptable to a wide variety of aircraft, including those that due to their external appearance can be confused with civil or transport devices. Image | x In Xataka | The US did not need to shoot to enter Caracas. All it took was an invisible weapon and unexpected “help” from Russia In Xataka | The mission in Caracas revealed that the best kept secret in the US is not a drone: it is called DAP and you will not see it in the movies

The housing crisis in the Pyrenees opens the debate on the limits of camping

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“I am a temporary worker and I come to work in the Tena Valley. The rents are 800 euros and I am not going to share a flat. I prefer to live in the van with my cat (…) I don’t understand why they focus on me when I don’t break the regulations.” The words are those of an indignant woman. One to which the Civil Guard demands movement when it understands that it is camping illegally. One that, if what is said in the video is true, is completely right and the regulations are on its side. What happened? The video is brought to X by a user of the social network and in it you see a woman who, between irony and indignation, explains that she works as a seasonal worker in the Tena Valley (Huesca), that she lives in her van and that the Civil Guard is asking her to leave because, supposedly, she is camping. The video shows the conversation between the woman and one of the agents. He defends that “it’s been going on for a month and a half now” and that “that can be considered camping.” She, for her part, alleges that she does not take any items outside and that she also moves, which the agent also acknowledges. “Rents are 800 euros”. In her video, the protagonist points out that the cost of housing is very high in the Tena Valley and that she does not want to share a flat. “I prefer to live in the van with my cat,” he emphasizes. The truth is that this enclave right next to the Pyrenees is very tense. In fact, it was only a few months ago that he was born. Decent Housing Viello Aragón in defense of access to housing in this Aragonese area. They point out that the area is full of tourists. The problem is not just a matter of underused second homes. The group points out that the European funds dedicated to sustainable tourism are causing the attraction of more and more visitors with the conversion into apartments and houses as rural complexes, which worsens the conflict. They defend that it should be stopped the delivery of new licenses for tourist use, they propose the creation of a public housing pool, declaring the region as a stressed area in order to control prices and punish the owners of more than four residential properties who have empty homes. The final objective is to facilitate access to housing and so that the economy can diversify so as not to live solely on tourism. Yes, the law is on your side (sort of). The truth is that if the author of the video complies with what she says, the law is on her side. As explained by the colleagues of Motorpassionthere are no regulations that specify a maximum time in which a person can spend the night in their car. Because camping in a place not authorized for it is illegal but spending the night is allowed. The PROT Instruction 2023/14 It is the one that collects these differences. It states that “parking is not camping” as long as: That the vehicle, with the engine stopped, is only in contact with the ground through the wheels (stabilizing legs or any other device is not used, except for chocks, provided for by the General Traffic Regulations). That the vehicle does not occupy more surface area than what it occupies when closed, that is, without the deployment of projectable elements, chairs, tables, etc., elements that can invade a surface larger than that delimited by the perimeter of the vehicle, understood as the plan projection of the same. That the vehicle does not emit any type of fluids or noises to the outside. One but. And then, the instruction also states the following: All of the above will be understood without prejudice to the powers of the town councils, through their municipal regulations, to limit or regulate, without discrimination based on the type of vehicle, the stopping and parking points under criteria of physical organization of traffic, commerce or environmental criteria, or with the purpose of favoring the arrival of this type of motorhome tourism, establishing for this purpose, parking zones or areas or, where appropriate, camping. Likewise, the regional regulations that have been approved or could be approved for the purpose of tourism promotion in the national territory will be taken into account. to promote a new type of accommodation that in any case will coexist with the full application of national legislation on traffic and road safety and especially the regulations relating to stopping and parking maneuvers. The matter here is a little more delicate because the video does not explain the situation regarding any of these concepts. What the instruction makes clear is that the City Council can delimit where a motorhome can park. In the images it appears that the van is located on the outskirts of a town but it is not clear whether or not the vehicle may be parked there, specifically. Without knowing the municipality, we also do not know if the town’s mobility ordinance imposes a maximum parking time. In the case of not wanting to park in the town, the situation is more delicate. In this case, regional regulations require you to spend the night in an area expressly authorized for this purpose since the Tena Valley is a protected environmental space. What do we get clear? In a municipality, a person can spend the night without any problem in their car or caravan as long as the vehicle is parked correctly and they do not take belongings and objects outside (from chairs to awnings). In that case, the driver is considered to be camping and this can only be done in an area authorized for this. Therefore, living inside a van and making life in it is not illegal as long as no noise or fluids are generated that are emitted to the outside. … Read more

India. It will no longer be possible for another reason: Europe

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In recent years, cars are not the only thing that has risen in price disproportionately. The general escalation of prices has affected also to the world of motorcycles and, to try to contain even greater increases, in recent years the most common practice by large manufacturers has been to move part of their production to India to save costs. The EU has not been amused in the slightest. New tariffs. The month of January starts with new tariffs on motorcycles and scooters made in India. And not a single model manufactured outside European territory is spared. 8% tariff for models up to 250cc Tariff of 6% for larger cylinder capacities In a market with tight margins, a tariff of this amount will force large European manufacturers to completely rethink their strategy. Who is affected?. KTM, Triumph, BMW, Suzuki, Aprillia and mainly Royal Enfield will be the main affected after this measure by the European Union. KTM manufactures its small displacement motorcycles in India, such as the KTM 390 Duke and Adventure. BMW and its best-selling contender, the GS 450is manufactured together with TVS Motor, an Indian conglomerate. Aprillia manufactures together with Bajaj its 457. Triumph has been allied hand in hand with Bajaj for years to manufacture its stars of displacement 400. Why is it important. Given the increase in prices in recent years, manufacturers made a very clear bet: to commit to manufacturing medium-low displacement models in India. Seeing premium brands like Triumph or BMW launch 400 models that aspire to be bestsellers is a true reflection of the state of the sector. The key? Manage to sell competitive models between 5,000 and 6,000 euros, in a segment ideal for everyday use and occasional outings. The 6% tariff will shake this pricing strategy. Because now. Although the measure seems like an attack from Europe on external manufacturing, the context goes further. The EU has the Generalized System of Preferences (GSP) to regulate the flow of exports from developing countries to Europe. But there is fine print: The EU requires certain minimum standards when manufacturing the product. It also requires that, if certain export volume thresholds are exceeded, preferential tariffs end. Although there is no official data on how many motorcycles manufacturers are exporting from India, the threshold has been exceeded, and with it tariffs are once again applied without any type of bonus. The great beneficiary. China is sweeping Spain with economical models and much more equipped than the rest of its competitors, and China will continue to sweep if tariffs negatively affect the main European manufacturers. With Zontes making its way as the third manufacturer in our country, the countdown to see a podium headed by motorcycles made in China. Image | bmw In Xataka | The 11 cheapest electric motorcycles with the most autonomy: the best quality-price options

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