Australia has a problem: extremely boring and monotonous roads. And it also has a solution: sign trivia

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If you drive on Australian roads you may come across unusual signs and we are not talking about the kangaroos warning (that also), but the one that warns you that you are about to cross the “90 Mile Straight“, a stretch of almost 150 kilometers in a straight line that means spending just under two hours without turning the steering wheel. Or a sign that directly throws you a random question typical of Trivial. The objective is that your brain does not disconnect because on such a monotonous route, boredom can be lethal. In fact, Australia has some of the most dangerous roads in the world and it is not because of their poor condition or their dizzying curves, quite the opposite: they are too long, too straight and too empty. So the country is exploring different solutions to avoid this potentially deadly drowsiness. Boring Australian roads. All of these roads have decent pavement, a predictable layout, a landscape with little variation and little traffic, a recipe for disaster: The Eyre Highway takes the cake: it connects Western Australia with South Australia across the plain Nullarbor Plain (which takes its name from the Latin: treeless) between Balladonia and Caiguna: 200,000 square kilometers of limestone land with hardly any vegetation or hills. A 146.6 km straight line without a single curve that you have to travel at 110 km/h (the legal limit in most of the country). After the Saudi Arabia Highway 10is the second longest straight road in the world. The Stuart Highway It crosses the center of the continent from north to south, from Darwin to Port Augusta, traveling more than 2,700 kilometers inland on a fairly simple route that also crosses the Northern Territory. There it has large stretches through northern areas with distances up to 252 kilometers Between gas stations, temperatures of up to 45 °C are reached and a landscape monotony that has little to envy of the Nullarbor. In fact, one of the roads with the highest rate of fatigue accidents in the country, according to the Australian government. The Barkly Highway It connects Queensland to the Northern Territory via the Barkly Tableland, a flat, arid plateau where the road stretches almost straight for hundreds of kilometres. The extreme heat, the total absence of shade and the sections without signage or rest areas make it a minefield for those who travel through it. The Flinders Highway Also in Queensland it runs through the interior of the state for more than 800 kilometers. It connects Townsville with the interior through a repetitive landscape, with little traffic and long distances between towns, the ideal breeding ground for boredom. At night it is even worse. The danger of road hypnosis. The highway hypnosis or white line fever is more than just being bored and drowsy: it is an altered mental state that allows you to continue driving, responding to basic stimuli and maintaining speed, but without being aware of what you are doing. Simply put: put your brain on automatic mode. science has an explanation: Flat, straight roads with little landscape variation produce a chronic deficiency of sensory stimulation, reducing alertness to dangerously low levels, causing drowsiness and inattention. This study on the phenomenon explains that cognitive fatigue reaches its peak just 20 minutes after entering that monotonous environment, much sooner than it might seem, even for those who are driving. When the brain warns, it has already been on autopilot for a while. The consequences can be tragic: unconscious speed increases or a minimal reaction capacity that already causes havoc. In Australia, fatigue while driving is four times more likely as a cause of this road hypnosis than drugs or alcohol. In Queensland, it accounts for 20 to 30% of road deaths. A15, Queensland. Via Google Maps Trivia on signs. The solution that Australian authorities have been implementing for years is so simple that it is shocking: posters with a question and answer game. As you enter one of those boringly dangerous areas, you come across a yellow sign that warns: “Fatigue Zone. Trivia Games Help You Stay Alert” (Fatigue zone. Trivia games to help you stay alert). From that moment on, you will find signs scattered along the route several kilometers away with a question and his corresponding response. Example: Question: Who was the first Premier of Queensland? Answer: Robert Herbert. And so on. The cognitive mechanism is exactly what science describes: introducing an unexpected and irrelevant stimulus for driving that forces the brain to come off autopilot. So the driver has to read, process the question, remember and, if there is a co-driver, even debate the answer. And then wait to see the solution a little later. A simple but effective way to activate the mind. Each question and answer is glued to the panel and secured with a padlock, allowing them to be renewed. And does it work? Well, probably yes, but no one has rigorously measured it. However, in theory the mechanism is supported by neuroscience. Professor Narelle Haworth, Director of the Center for Accident Research and Road Safety Queensland, endorses his presence: “Always doing the same thing, without much stimulation, causes a decrease in alertness (…) The idea of ​​trivia games on the road is to keep drivers more attentive… perhaps a passenger who knows the answer will start a conversation.” But Haworth herself acknowledges that although the objective is in line with road safety research, there is no study that has specifically analyzed the impact of the signs. In addition, it has its limitations: the signs lose effectiveness with those who travel the same route frequently and already know all the questions. And obviously they have a quite common risk in these times: Someone might think to look at their cell phone to look for the answer. And in any case, it does not replace rest. Triple animal sign. Bahnfrend, Wikimedia Trivia by dropper. This measure started in 2012 by the Queensland Transport Administration with the aim of “helping drivers … Read more

CATL is the largest battery manufacturer in the world and has a new goal: electrify the entire sea

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CATL, the Chinese giant that dominates the global battery market for electric vehicles, it has become entrenched to move towards a new front: the electrification of maritime transport. It makes more sense than it seems, but it is still a great technical challenge. Although the company is not caught by surprise. Below these lines we tell you all the details. What you are already doing. The company, which controls 37% of the global market for batteries for electric cars and 22% of the energy storage market in electrical networks and data centers, has been working in the naval sector since 2017. It has so far deployed its battery systems on about 900 vessels, although mainly on small ships operating near the Chinese coast, in ports or on rivers. Its subsidiary dedicated specifically to powering ships already exists, and this year it plans to more than double the team’s staff, reaching around 500 people, according to confirmed Su Yi, the head of that division, told the Financial Times. Why now. As the media shares, the maritime sector is responsible for 3% of global carbon emissions, and the International Maritime Organization has set itself a goal halve those emissions by 2050. But there is another more recent catalyst that has made many companies reconsider: the recent escalation of war between the United States and Israel against Iran and the temporary closure of the Strait of Hormuz. The war in the Middle East has once again highlighted the fragility of energy supply chains and CATL has a good margin of maneuver there. According to counted To FT Neil Beveridge, an analyst at Bernstein specializing in energy in China, the long-term consequence of this type of situation will be an acceleration of the “global mega-migrant towards electrification.” CATL shares on the Shenzhen stock exchange have risen about 13% since the conflict with Iran broke out. The challenges. Electrifying boats is not like electrifying cars, up to this point I think we are all clear. But seriously, batteries have a much lower energy density than traditional fuels, making them impractical for long-distance ocean crossings. The middle shared the study by the Mærsk Mc-Kinney Møller Center for Zero Carbon Navigation, in which they concluded that the most promising approach in the short term is hybrid: combining electric propulsion with combustion engines. Added to this are extra risks that come from the marine environment itself: greater exposure to humidity and salinity, much more difficult evacuation conditions in the event of a fire, and the need for more demanding maintenance than in any car. Replicate the truck business model. CATL does not want to limit itself to selling batteries, as it wants to build an entire infrastructure around it, just as share in FT. It already operates in China a network of battery exchange points for trucks on highways, and now intends to take that same model to the sea. The idea is that ship operators can change their batteries in port without having to charge them, which would also eliminate that cost from the ship’s acquisition price. The company is working with municipalities and ports to develop this ecosystem from scratch; Cities like Guangzhou, one of China’s major shipbuilding centers, already offer subsidies for electric-powered vessels, according to share the middle. A personal story. There is a rather curious detail in all this. And just as account FT, Robin Zeng, founder of CATL, studied marine engineering at university before switching to electronics. “Naval engineering was his original discipline and passion,” Su Yi explained to the outlet. It has its advantages, because over time this discipline could end up becoming the next great industrial transformation of your company. Financial muscle. CATL closed 2025 with a net profit of 72.2 billion yuan (about 10.4 billion dollars), 42% more than the previous year, driven mainly by demand for energy storage. From this position of financial strength, the company has the muscle to invest long-term in a sector where margins are still uncertain. We’ll see how the company ends up doing. Cover image | Wikipedia and Elias In Xataka | In 2022, Europe forced energy companies to swallow the cost of the gas crisis. Now she’s willing to do the same.

It is so expensive that Spaniards can no longer spend the summer there.

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With summer almost (almost) around the corner, we Spaniards begin to think about where to spend our holidays. That has little new. What is curious is what the INE reveals about our behavior when planning these trips: we think less and less about national destinations, without leaving the country, and we look more abroad. The question is… Why? The low cost they make it easier for usTrue, just as true is that the tourism market is no stranger to generational change and changes in trends. There is however another key factor: the cost of spending the summer in Spain. It has risen so much and so fast that sometimes it makes more sense to travel to the Caribbean either Indonesia. Where do we Spaniards travel to? The question arises, but fortunately we have a valuable tool to answer it: the INE. Recently its technicians published a report on “resident tourism” that leaves a couple of curious conclusions. When we travel, we Spaniards do it above all through our own country. In fact, ‘domestic’ (national) trips meant in 2025 87% of the totalfar from the 13% destined abroad. That’s logical. The surprise comes when we go down to the detail, to the trend. What does the data say? The INE estimates that in 2025, residents in Spain will carry out 175.7 million trips4.7% less than in 2024. However, the ‘puncture’ did not affect all trips equally. The drop was concentrated in those that had a domestic destination, whose flow contracted by 6.1%. Those made abroad experienced the opposite trend, with a growth of 5.2%. The trend was even more pronounced during the last quarter of the year: between October and December the flow of trips to destinations within the country itself fell 7.1%. Those made abroad rose 7.2%. Year Spanish trips without leaving the country Spanish trips abroad 2020 96.45 million 5.07 million 2021 135.69 million 7.20 million 2022 155.25 million 16.13 million 2023 166.60 million 19.29 million 2024 162.81 million 21.62 million 2025 152.94 million (-6.1% year-on-year) 22.75 million (+5.2% year-on-year) Is it the only indicator? Perhaps Spanish tourists think less about Spain when planning trips, but in return foreigners do so much more. In 2025 they visited our country almost 97 million of international tourists, a historical figure that maintains the growing trend registered since the health crisis. They increased over all visitors from the United Kingdom (19.1%), France (12.8%) and Germany (12%). As for the most popular destinations, Catalonia, the Balearic Islands, the Canary Islands, Andalusia and the Valencian Community stand out above all. This flow was in turn reflected in the money billed by the sector. Last year, direct spending exceeded 175 billion euros, 5.2% more than in 2024, although the trend is again very different depending on whether we are talking about national or foreign tourists. While spending associated with foreign tourism grew at a rate of 7% the national one stagnated, declining a slight 0.3%. Is it something new? Yes. And no. The data itself is new and updates the ‘general picture’, but the trend comes from behind. If the hotels in Spain have already managed to increase their flow of overnight stays about 5% In 2024 it was not due to the greater dynamism of domestic tourism, but rather due to the avalanche of foreign clients, whose demand skyrocketed by 7.5%. The same thing happened (although more cushioned) in 2025: the Spanish hired 0.2% less of hotel rooms while travelers from other countries demanded 1.6% more. They are not the only clues that tell us about a new reality: as tourist destinations in Spain become more expensive, driven in part by travelers from countries with greater purchasing power (in the case of the United Kingdom, France or Germany), more and more Spaniards choose to go abroad. It is not at all surprising if we take into account that sometimes spending a week in a country of the Southeast Asia or the Caribbean It costs them the same as doing it in the Balearic Islands or the Canary Islands. Are the prices that close? That’s how it is. At least if we go to the most extreme cases. In 2025 Mabrian made a study which demonstrates it with a specific case. After searching different options, their technicians concluded that the average price of the plane ticket to visit the Balearic Islands amounted to 142.77 euros. Added to this was an average price per accommodation of 285.72. In the case of Bali the ticket rose to 238.97 euros, but in exchange the cost of the hotel remained at 99.26. The agency made similar comparisons with Sicily, Algarve and Atalya. The conclusion was always the same: flights abroad were more expensive, but the difference with the Balearic Islands was compensated by including accommodation. Other similar analysis from Destinia, also published last year, showed that the 2,726 euros paid per couple in Menorca or 2,694 in Mojácar barely differed from the 2,883 in Punta Cana or 3,094 in the Riviera Maya. Is there price data? Yes. And from different sources. One is the INE, which calculates that in 2025 the hotel price index increased on average by 5.1%which raised the average daily billing of the accommodations per occupied room to 127.7 euros. The other indicator is offered by the firm Cushman & Wakefield. According to your calculationsin 2025 the average price per night in a hotel in Spain rose to 166.1, 4.8% more than in 2024 and (above all) “a new all-time high.” In the Balearic Islands, Marbella and Benidorm the increase was around 10%. It’s not just that hotels are becoming more expensive in Spain, it’s that they are doing so faster than those in the rest of Europe. “Spain’s 4.8% growth is well above that of Europe as a whole (1.2%) and is also higher than that of southern Europe (3.5%). In terms of revenue per available room, Spain continues to be one of the leading destinations, with an increase of 5.5%, surpassing European growth … Read more

If you are going to install air conditioning, remember what happened to South Korea. It was the architectural disaster of the millennium

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In the 1990s, some of Asia’s densest cities reached concentrate millions of people in urban areas built in just a few decades. In that same period, several studies began to warn that a significant part of the buildings erected during the great economic booms had serious structural deficiencies. In fact, in some inspections after major accidents, it was estimated that only a minority of buildings fully complied security standards. When you grow faster than you can build. In a few decades, South Korea went from the devastation of war to becoming an industrial and urban powerwith a speed of growth that was hardly unprecedented. Furthermore, during the economic boom in the 1980s, the country was chosen to host the 1988 Olympic Games, and an exorbitant number of buildings were built to meet these new needs. That impulse translated into a construction fever where building architectures mattered more than doing them well, and where practices such as cutting costs, accelerating deadlines or ignoring technical warnings became common. In that scenario was born Sampoong Department Storenot as a project exceptionally flawed from the beginning, but as a typical product of an era when progress was measured in square meters and not in safety standards. Air conditioning as a wick. The key point of the tragedy that was about to take place and that ended up turning the department store into the millennium architectural disasterit was not a single error, but a chain of decisions that ended up concentrating all the fragility of the building in an apparently secondary detail: the air conditioning system. As? Apparently, the equipment installed on the roof They weighed tens of tonsfar above what the structure could support, and their accelerated installation did not even follow normal procedures, as they were dragged on the roof, damaging the structure itself. From that moment on, a terrifying image: every vibration when you turn them on widened invisible cracks that toured the building. What should have been an element of comfort became a lethal burden that ended up acting as the final trigger for the collapse, concentrating years of accumulated negligence in a single point. The department store before the disaster Condemned from the plans. The disaster began long before anyone heard creaking in the ceiling. The original project It was a residential block four floors, but was transformed by Lee Joon, future director of the Sampoong Group, to turn it into a large shopping center without properly redesigning the structure. Plus: Due to bans in Seoul that prevented foreign companies from signing contracts in the city, these monstrous buildings were awarded to a handful of South Korean companies. Overwhelmed by pressure, companies decided that it was best to accelerate the pace of work, regardless of the cost. Thus, the diameter of the pillars was reduced from 80 to 60 centimetersand the distance between them was increased to increase the useful surface, columns removed to install escalators, its thickness was reduced to gain commercial space and a fifth floor was added that was never planned. Each modification increased the weight and weakened the resistancewhile companies that warned of the danger were fired and replaced by more accommodating ones. The result was a chaotic building that, on paper, no longer had a safety margin even before opening its doors. Cracks getting bigger. In the months before the collapse, the building gave multiple warnings that something was wrong. Visible cracks appeared, floors vibrated, employees felt dizzy, and engineers warned of a imminent structural failure. The management’s reaction was to close some areas, turn off the air conditioning at the last minute and continue operating normally in the rest of the building. The reason was so simple as devastating: Losing a day of sales in a complex that received thousands of people was unacceptable. Even on the day of the collapse, with cracks of several centimeters and obvious signs of danger, it was decided do not evacuate customers. Images after the collapse The collapse. On the afternoon of June 29, 1995, the building did not explode nor was it the victim of an external attack: he just gave in to the crazy number of negligence. The air conditioning equipment ended up passing through the weakened roof, the columns could not support the accumulated load and the building collapsed. collapsed in a matter of 20 secondscrushing entire plants on top of each other. More than 500 people died and more than a thousand were trapped, many of them in a space that, just a few hours before, symbolized the country’s economic success. It was a destruction so rapid that it turned a shopping center full of life into a mountain of rubble in less than half a minute. Images after the collapse An avoidable tragedy. Rescue efforts continued for weeks, with survivors found even more than two weeks later under the remains of the building. But the magnitude of the disaster revealed an even more disturbing reality: many victims did not die only from the collapse, but due to subsequent failures in emergency management. Meanwhile, investigations confirmed the most obvious: there was not a single cause, but one after another.accumulation of avoidable errorsfrom the use of low-quality materials to business decisions that prioritized immediate profit over any safety criteria. Monument in memory of the collapse Corruption, punishment and a system in question. The collapse not only destroyed a building, but exposed an entire system. Those responsible, starting with owner Lee Joon, were convicted, including several officials involved in corrupt practices, but the impact was much broader. Subsequent inspections revealed that a significant portion of Seoul’s buildings had very serious structural problemswhich forced us to review regulations and reinforce controls. The Sampoong ceased to be an isolated case and became in a symbol of what happens when a society builds too quickly and too badly. The legacy. Today, where the building stood there is no visible trace of the tragedy, but its lesson remains crystal clear. The disaster was not the result of bad luck … Read more

Looking to reduce fossil fuels in transportation, Hyundai has the solution: a nuclear container ship

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About 80% of world trade is moves by sea. Although it may seem like slower transportation, something key to maintaining prices is moving a large amount of material on each trip, something that is out of the reach of trucks, trains and planes. There, the huge container ships They lead the way with the associated problem of enormous spending on fossil fuels. The industry is looking for alternatives to operate no carbon emissions and Hyundai has a clear path. A nuclear container ship. Pioneer. HD Korea Shipbuilding and Offshore Engineering is the naval branch of the company and, in 2025, they presented a model of container ship nuclear seeking to eliminate emissions of a large ship with electric propulsion powered by a small nuclear reactor. The reactor type would be an SMR with thorium-based fuel and liquid salt as a coolant. After months working on the plan, this 2026 HD and ABS (American Bureau of Shipping) they arrived to an agreement to jointly develop the vessel. This is something that is in the design and subsequent prototype phase, but the agreement between the two lays the foundations for the development of a ship that is expected to be the first nuclear container ship. 16,000 TEU class. The class of a container ship is measured by the TEU, or Twenty-foot Equivalent Unit. Basically, x number of 20-foot-long containers, 16,000 containers at a time in the case of the Hyundai ship. It is far from the 20,000 and 25,000 TEU vesselsbut it will be a step forward in the maritime mobility of the future. Furthermore, the ship will not need to be as massive as others thanks, precisely, to that nuclear propulsion. By replacing the conventional machinery of diesel engines, exhaust systems and huge fuel tanks with a nuclear compartment and electrical systems, there is free space to transport more containers while maintaining the ship’s compact size. Compact within what these monsters are. Armor. To guarantee radiological safety, what this ship must include is a double stainless steel tank shielding system designed to ensure that there are no radiation leaks to both the inhabited areas of the ship and the ocean. The liquid salt itself as a coolant will also act as a safety measure against reactors that require pressurized or boiling water. If SMR stands for ‘Small Modular Reactor‘, MSR respond to ‘Molten Salt Reactor’, and basically means that, in case of emergency, the salt mixture can solidify to stop the reaction, being another security measure. all the sense. For now, the Hyundai ship has received the approval of its partner – an advantage of being the body that is also in charge of these things – but it is a project. The next steps are development and prototype, so there is still no authorization for the construction of the ship. However, it makes perfect sense for container ships to switch to nuclear propulsion. It is something that we have already seen on large ships like aircraft carrier and submarinesand the main advantage (apart from reducing emissions) is that life on the high seas depends solely on how much food can be loaded on board. Obviously, the investment is more expensive initially because it is not cheap to change the mobility paradigm, but it would not be tied to fluctuations in the price of fuel for transportation, something that we have been seeing recurrently in recent years and that, obviously, changes the shipping price. Alternatives. Hyundai is not the only one in this race and its national competitor Samsung also has a project in the oven. China, or Norway, transport heavyweights, They also have concepts of container ships powered by nuclear reactors. In the end, the industry must move because the International Maritime Organization is regulating greenhouse emissions and demanded reductions of 20% by 2030 with the aim of achieving neutrality by 2050. A render of China’s nuclear container ship In that sense, maritime transport not only represents 80% of the transport of all goods, but is responsible for 3% of global CO2 emissions of human origin. Now, nuclear electric motors are not the only way and recently we are seeing that the industry is exploring the path of battery electrification and even the return of a technology that seemed forgotten: the candles. Image | hyundai In Xataka | The West stopped building nuclear power plants because they were too expensive: China is teaching it a lesson

Two gigantic submarine cables between Spain and Italy, among the large European electrical interconnection projects

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The European Union is immersed in a full energy transformation at two levels: the transition towards renewable sources and a structural change deep, so that success depends less on each country’s individual generation and more on the ability to move that energy efficiently across borders. In this framework, the European Network of Electricity Transmission Network Operators (ENTSO-E) works on a continental grid that eliminates technical bottlenecks. An example: the energy island called the Iberian Peninsula. The objective is for energy to flow from areas with surplus to others with deficit, preventing it from being trapped without a commercial outlet due to lack of transportation capacity. With that logic, the ENTSO-E just published its complete portfolio of the Ten-Year Network Development Plan 2026 with almost 200 transmission projects, 22 of them completely new. Among these novelties there are two particularly important for the Iberian Peninsula: they connect Spain with Italy. The cables. Apollo Link and Iberia Link are two high-voltage direct current submarine cable projects that would cross the Mediterranean to connect the Iberian Peninsula with northern Italy. They are independent of each other but share the same mission: to create a direct electric highway between an area with great renewable generation capacity such as Spain and one of the industrial regions with the highest electricity consumption in Europe, northern Italy. None of the projects has support from the transport network operators of each state, Red Eléctrica and Terna, respectively, but rather They are initiatives of private investors of Italian origin whose identity has not been revealed. Why is it important. The emerging continental grid is vital for the decarbonization of the continent as it allows the full use of renewable energy surpluses: Spain is one of the leaders in solar and wind energy (Italy stands out in solar, but not so much in wind) and this interconnection makes it possible that when there is excess production in the Iberian Peninsula, that clean energy can supply Italian demand instead of being left without a commercial outlet due to lack of transport capacity. The foreseeable net flow would be predominantly from west to east, although the connection would also allow energy to be imported from Italy in times of shortage on the Peninsula. But for the Iberian Peninsula it is even more relevant: this future east-west corridor allows its surpluses to be evacuated to the rest of Europe, thus ending its limited interconnection capacity. And also something essential: this connection provides security of supply (as evidenced the blackout) and the possibility of coupling markets to reduce electricity prices for the final consumer. Context. The Iberian Peninsula is considered an energy island within Europe. Its interconnection capacity with France round 3,000 MW, far below of the 15% target of installed capacity established by European regulations. And this has consequences: in times of high renewable generation, prices become negative within the peninsula and surplus energy cannot be exported. In times of scarcity, it cannot be easily imported either. This is just one of the projects that seek to end the energy isolation of the peninsula: they are also on the table the Bay of Biscay submarine cable planned for 2028 and included in all PCI lists since 2013. And under construction is a new northern interconnection of Portugal with Galicia which will add an extra 1,000 MW of exchange capacity. On the other hand, the trans-Pyrenean projects in Navarra and Aragon they are still blocked and with no date on the horizon to unclog them. Retail. Some technical curiosities of both cables: Apollo Link is the more ambitious of the two. It consists of an interconnection between Spain and northern Italy with a capacity of 2 GW planned to enter service in 2032. It would implement the most modern standard for long-distance underwater transmission for bidirectional control and minimize losses, bipolar HVDC technology with VSC converters. It would operate with the standard adopted by the European industry of 525 kV, facilitating interoperability. Its capacity allows it to supply several million homes. According to its promoters, it would generate more than 300 million euros annually in net social benefits. Iberia Link shares the same technology and operating voltage, but has a lower capacity: 1.2 GW. What distinguishes it is its length: 1,034 kilometers of submarine cable between southern Spain and northern Italy, which would make it one of the longest underwater electrical links in the world. It has no published entry into service date. Specifications of both cables. TYNDP map Yes, but. That they are included in the TYNDP 2026 is the prerequisite to qualify for the status of Project of Common Interest that opens the doors to community financing and an accelerated regulatory framework, but for the moment the situation of both is “under consideration”, which means that they are in the study phase and do not yet have European regulatory approval: they will have to pass the cost-benefit analyzes of the ENTSO-E to take the first step to materialize (we will know in the last quarter of 2026). And furthermore, they do not have the support of state operators, nor permits or approved layout because they are in preliminary phases. Likewise, the history of blocking similar projects invites caution. But even if they became a reality, these projects would only partially mitigate the electrical isolation of the peninsula: they are only 3.2GW of the 10-15GW of total interconnection necessary to truly influence the European market. In Xataka | The submarine cables belonged to the teleoperators, and now the big technology companies are controlling them In Xataka | The first great Atlantic submarine cable that connected us to the internet says goodbye for a simple reason: it was too expensive to repair it Cover | ENTSOE

Japan has once again asked its citizens what they hate most about tourists. The answers have revealed them again

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In Japan, millions of people travel every day on one of the most punctual railway networks in the world, where delays of just seconds can generate public apologies. During rush hours, some urban trains exceed levels 180% occupancyforcing every gesture inside the car to be optimized. In such an environment, even the smallest details can make a difference. One country and the same question. Japan has repeated a social experiment that we counted a year ago and that says much more than it seems: ask its citizens what bothers them most about tourists. As we said, it is not the first time he has done it and, in fact, the previous year he had already put the focus on trains as one of the spaces where the most friction is generated between locals and visitors. Therefore, one could say that repetition is not coincidental, but rather a way of measuring whether culture shock changes over time or, on the contrary, remains stable. And what happened a year later it’s revealing: The responses have evolved in nuances, but they have once again pointed out the same underlying problem. Noise as a symptom, not as a problem. If there is one fact that stands out in the new survey, it is that almost seven out of every ten respondents place the noisy conversations and disorderly behavior as the biggest nuisance caused by tourists. It is not just a question of volume, but of context: the train in Japan functions as an almost silent space, where speaking loudly or behaving expansively breaks an unwritten social norm. This same element already appeared in the previous surveyalthough now it is consolidated much more strongly (69.1% of respondents) as the main point of friction. More than a change, it is a confirmation that the culture clash continues to revolve around the same idea: the difference between more expressive cultures and a society that values ​​extreme discretion. From trains to general behavior. Comparing both years, it is surprising how little the catalog of annoyances. Poorly placed luggage, the way of sitting invading space, strong odors or blocking the doors were already present before and continue to appear now with high percentages. This suggests that these are not isolated incidents, but rather repeated patterns that locals easily identify in visitors. Even seemingly minor issues, such as do not move away when opening the doors or not respecting the logic of the flow inside the car, reinforce the idea that the problem is not punctual, but structural. Japan is not discovering new annoyances, it is confirming the same ones. The big difference: what Japan does not blame on tourists. However, there is an interesting nuance that marks a distance from the previous year and that adds depth to the comparison. When general inconveniences are analyzed (that is, those caused by all passengers), elements appear that are not attributed to tourists, how to travel drunk or certain uses of the mobile phone. In the new survey, coughing or sneezing inconsiderately It becomes the main annoyance among locals, something that does not lead the list of tourists. If you will, this introduces an interesting reading: Japan is not pointing out that visitors are responsible for everything, but clearly differentiating between its own problems and those of others. That distinction was already implicit before, but now it appears much more defined. Giving themselves away. In the end, and like last yearthe most striking thing is not what the tourists do, but rather what they reveals Japan about itself when repeating the survey. A year later, the responses once again revolve around respect for personal space, silence and collective order, fundamental pillars of their daily culture. The differences between both surveys are smaller than the similarities, which indicates that the problem is not changing because the root It is cultural and deep. Japan is not discovering new discomforts, it is confirming that its way of understanding public space continues to clash with that of those who come from outside. And by doing so two years in a row, it has made it clear that the question is no longer what tourists do wrong, but to what extent this model of coexistence can adapt to an increasingly global world. Image | tokyoform In Xataka | In 1979, Japan rediscovered a species of rabbit on one of its islands. He then perpetrated an environmental disaster In Xataka | Japan has dozens of “forgotten” islands off the coast of China: it is now preparing for the worst scenario

We knew that olive trees were very old trees, what we did not imagine was that they reached 4,000 years of age.

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The olive tree is undoubtedly one of the most iconic trees in the Mediterranean basin. Olive groves have populated the fields of southern Europe and the Levant since time immemorial, but such is the longevity of this species that the history of some of these trees also dates back to, at least, antiquity. An example of this is the Vouves olive treelocated on the Greek island of Crete. Conservative estimates put it on this tree about 2,000 years. This would imply that in his life he could be a silent witness to events such as the division of the Roman Empire, the fall of Byzantium and the Ottoman Empire and, of course, the birth of contemporary Greece. The most extensive estimates estimate that this tree could reach 4,000 years old. This would not only make it a contemporary of figures such as Pythagoras, Aristotle or Alexander the Great but would also imply that this plant was born in Minoan Crete and was Witness the collapse of the Late Bronze Ageone of the most intriguing events that occurred at the dawn of history as we understand it. But perhaps the most surprising detail of all this is that the Vouves olive tree continues to bear fruit. This has led many to ask, how is this possible? What makes this specimen and its species in general so long-lived? The olive tree (Olea europaea) has a life expectancy that, although it does not reach millennia, does exceed several centuries. It is estimated that the life expectancy of trees of this species around five centuriesalthough there is some debate about it. In this sense, a study published in 2021 in the magazine Dendrochronologyestimated that the majority of “monumental olive trees” had maximum ages ranging between 300 and 500 years. Estimating the age of an olive tree is difficult. We noted at the beginning that estimates of the age of this ancient tree ranged between 2,000 and 4,000 years, a very wide range precisely because of the difficulty involved in calculating the age of these trees. Dendrochronology is based on using the growth rings of tree trunks to estimate their age: how many rings, how many years. Counting rings in a felled specimen is simple, but doing it in a living tree and doing it in an olive tree is another story. The trunks of the olive trees grow irregularly, which implies an apparently chaotic pattern in the rings inside, making counting especially difficult, as I pointed out. a study published in 2013 in the magazine PLOS One. Its curious growth could be related to its longevity. According to Scott Travers, a biologist at Rutgers University, in an article for Forbesone of the “secrets” behind longevity of these trees is in vegetative or clonal reproduction. That is, in the fact that this tree is made up of various cuttings that start from the same root. This, adds Travers, allows this type of plants to survive extreme conditions, including fires, cuts and similar incidents. Another survival trick Travers continues explainingis in the biochemistry of the tree, which offers mechanisms that allow it to repair damaged tissues, as well as defend itself against pathogenic organisms. The same oil that we humans use is used by the tree that gives it to us through its fruits. The elderly around us Spain also has ancient olive trees, although if we want to find a tree that competes in age with the Vouves olive tree, we have to go to Portugal. It would be an olive tree located in Abrantesin the center of Portugal. According to a study carried out by the University of Trás-os-Montes and Alto Douro (UTAD), Mouchao would be the tree that would hold this record with an age that would be around 3,350 years old. Spain also has ancient olive trees and among them all stands out. Arion’s Fargea tree that we can find in the province of Tarragona. The estimated age of this olive tree It is more than 1,700 years old. This implies that this ancient tree would have been planted in the time of Emperor Constantine I. Olive trees are not the only ancient tree species in our environment. Cedars, sequoias and even Canarian dragon trees can also reach ages that would make the biblical Methuselah pale. Olive trees are trees with a long life expectancy but they do not usually fill the lists of the longest living trees on the planet. The two longest-lived non-cloned trees known are two pines called Prometheus and Methuselahwhose ages are estimated to be over 4,000 years old. Both belong (or belonged in the case of Prometheus) to the species Pinus longaevathe “long-lived pine” so this fact is not entirely surprising. When Prometheus was cut, the botanists who analyzed it counted more than 4,800 rings, so they estimated its age to be about 4,900 years. Estimates indicate that Methuselah has also surpassed by decades the 4,800 year old mark. If we include clonal organisms we can find older trees. For example, the Pando forestconsidered the largest living organism on the planet, composed of thousands of cuttings from the same clonal tree, could have about 80,000 years old according to some estimates. In Xataka | A retiree planted a tree in 2003 in one of the most dangerous areas of Sao Paulo. Today it is an amazing “jungle” of the city In Xataka | We have found the oldest tree in the EU and it has been installed for 1,500 years in a very special place: Teide Image | Eric Nagle, CC BY-SA 4.0 This article was originally published in Xataka in April 2025.

science is in the middle

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In the crowded nutrition and supplements market, the collagen Hydrolyzed has emerged as one of the products that many people take daily with the thought that it will improve their joints and bones so that they become rejuvenated again. And it is no wonder, because there are promises of unbreakable articulations, eternally young skin and fracture-proof bones flooding social networks. But science has a lot to say here. Some statements. Skepticism can be maximum when taking these supplements that are sold to us as almost a miracle for health. In this way, there are some voices like that of Santiago Segura that they point to speeches of disappointment: “I was taking collagen for my bones, but I read that it’s like eating a computer to be smarter.” But… Are you right in saying that it is useless? The science here is quite clear: it is not a miracle, but it is not something harmless that we take every day. Collagen in the body. At a purely biological level, type I collagen functions as the main protein of the structural matrix of bone tissue, that is, as if they were the scaffolding for later bricks. Once we took this into account, science wanted to see how its construction works. The supplement problem. Within scientific logic, when we swallow a collagen pill and it reaches the stomach, it is literally broken down by stomach acids. In this way, when it is decomposed, it loses its main function, since it has to be absorbed into small amino acids that make up proteins such as collagen. The problem here is that the body does not know that we have taken collagen, but instead it detects that there are a series of amino acids that are like its bricks for future proteins. In this way, very varied proteins can be built in the blood, but it may not end up forming this collagen that we want to go to the bone or cartilage. And this is what explains why some are big detractors of taking collagen. What does science say? Here the studies have not been so catastrophic in pointing out that the body is capable of absorbing protein peptides in the intestine and they can act in target areas. Here the difference is that peptides are a small protein fragment of several amino acids, which does not resemble collagen, which is the complete protein, but it does something. We have an example in a meta-analysis published in 2025 which concluded that supplementation with hydrolyzed collagen significantly increases bone mineral density in critical areas such as the spine and neck of the femur. In the case of postmenopausal women. an acquaintance 2018 clinical trial showed that a dose of 5 grams per day of specific collagen peptides for 12 months managed to increase bone mineral density and improve biomarkers compared to a placebo group. This is something fundamental, because we are talking about a group of people who are very prone to bone problems. Furthermore, a 4-year follow-up published in 2021 confirmed these long-term effects in this same demographic group with osteopenia or osteoporosis. More evidence. A 2026 large systematic review on musculoskeletal health group tests pointing to consistent and clinically relevant benefits for both bone and muscle, although it warns that the level of evidence is intermediate. And once again we see that it is not at all a miracle for everyone, nor does it replace good treatment for bone problems. The small print. Despite these positive data, science also puts a handbrake on the excessive expectations that they sometimes try to sell us. In this case, many of the studies carried out to date are relatively small, of short duration or have a very heterogeneous design without focusing on a similar population. In addition to all this, we must remember that we are not dealing with a drug, but rather a dietary supplement. For health problems, once again we must remember that you should consult a doctor who will evaluate the medical treatments currently approved for osteoporosis, such as bisphosphonates. But ‘take for the sake of taking’ is not the best strategy, as with other supplements. A winning combo. If you are going to take collagen expecting real benefits in your bones, science indicates that it is not enough to take an isolated pill and wait for a miracle. In this case, it must be taken into account that the best collagen is the one that is specifically hydrolyzed, and its composition is also validated and supported. Patience is also essential here, since it has to be taken for several months and the positive effects are much more relevant when collagen is combined with a diet rich in calcium and vitamin D, added to physical exercise. Images | GRANAT In Xataka | There are people obsessed with magnesium as a supplement when the best way is to put it directly into your diet

The developers who get the most out of AI are also the ones who sleep the least: it’s called "AI psychosis"

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Andrej Karpathy, co-founder of OpenAI and who coined the term vibe codinghas been in what he describes as a state of “AI psychosis” since December. He works 16 hours a day directing swarms of code agents. And he admits that he feels “extremely nervous” when he has left tokens without consuming at the end of the month. This has been admitted in an interview with Sarah Guo. It is not an isolated case but rather the pattern that is beginning to repeat itself among the developers who get the most out of this type of agents. Why is it important. The dominant narrative about AI has been that of unlimited productivity and the famous “10x“What is beginning to be documented is its dark side: the most intensive users are also those who show the most worrying signs of behavioral deterioration. And they are not anecdotal profiles. Garry Tan, CEO of an entire Y Combinator, has called his own experience “cyber psychosis“. A CTO picked up by Axios says he needs prescription medication to sleep. If the most productive tools in history generate the same patterns in their most intensive users as games of chance, the debate about the impact of AI at work enters another dimension. In Xataka Having an AI on my phone that works without an Internet connection is more useful than I thought: this way you can start it Between the lines. Karpathy’s nervousness at the tokens Being left unused is the behavioral signature of someone who has internalized scarcity as a threat, exactly the same mechanism that keeps a gambler hooked on a slot machine. Developer Armin Ronacher talked about this in January: “Many of us fell into code addiction with agents. We barely slept, we built incredible things.” The context. Agents like Claude Code either Codex from OpenAI do not work like a chatbot that is asked a question. They operate autonomously for hours, writing, testing, and deploying code while the developer monitors, fixes, and re-delegates. The promise is enormous and so is the cognitive cost: the human brain is not designed to supervise processes that advance at machine speed during 16-hour days. {“videoId”:”x9f93vm”,”autoplay”:false,”title”:”Claude Code Presentation”, “tag”:””, “duration”:”234″} Yes, but. Programmers have always had a reputation for working in marathons of concentration. Sleepless nights before a launch are part of industry folklore. What distinguishes this phenomenon is its compulsive nature and its continuity: it is not the specific pressure of a deadlinebut an activation that does not turn off when the job ends, because with an agent that can keep running, the job never completely ends. In Xataka |I have lived the “miracle” of vibe coding: this is how I programmed an Android TV app without having any idea about programming Featured image | Anthropic (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 The developers who get the most out of AI are also the ones who sleep the least: it’s called “AI psychosis” was originally published in Xataka by Javier Lacort .

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