Barcelona

There is an outbreak of swine fever in Barcelona and the most worrying thing is that no one is able to explain where it came from.

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In November 2025 in Catalonia all the alarms went off due to an outbreak of African swine fever that forced the slaughter of a large number of animals and the application of very restrictive measures. At that moment everyone was wondering where this pathogen could have emerged from, and all eyes were on the IRTA-CReSAa high security center that worked with these pathogens. A failed hypothesis. On the table it seemed perfect, since everything matched. But the reality is that the latest report of the committee of experts, endorsed by the Ministry of Agriculturehas completely dismissed this theory. In this way, we already know that It was not a leak from this laboratory that works with this type of pathogens, but then… Where did a virus come from that has already infected more than a hundred wild boars and that has the scientific community crying out for more data? DNA doesn’t lie. The suspicion about this laboratory was completely legitimate, since in November a technical incident occurred in a laboratory digester which coincided with the appearance of dead wild boars in the area. a team fundamentalsince it converts the bodies of infected animals into sterile waste without the presence of their infection, but its failure could have triggered this. But genomics has come into play to dismantle itsince, according to the preliminary reportthe analyzes carried out by the Central Veterinary Laboratory of Algete and experts from IRB Barcelona are categorical. Specifically, 81 samples have been analyzed and compared with the viral strains that were manipulated within CReSA and the result is that there is no genetic match. The virus was already there. This is where the plot thickens. If the virus did not leave the laboratory during the November incident… when did it arrive? The experts and the ministerial report suggest we have been looking at the wrong timetable. All this because, according to analysis of the corpses and the dispersion of the 23 initial outbreaks, which have already escalated to more than 100 positive wild boars According to the latest updates, they indicate that the virus had been circulating “under the radar” for much longer. It is estimated that infections could have started up to four months before the official outbreak was detected. This almost definitively eliminates the connection with the failure of the CReSA digester in November, since the virus was already completely free in the mountains of Barcelona when that occurred. There is a hypothesis. If we rule out the involvement of the laboratory and also the natural arrival by wildlife, we are only left with the most mundane and worrying option: humans. And the current consensus points to the introduction of this virus through contaminated meat products into our environment. A simple piece of infected foodas a sausage sandwich made with meat from an infected pig in another country dumped in a peri-urban area accessible to wild boar is enough to start an epidemic. Something that is on the table right now, with the theory of “passive poisoning” with the human vector that brings the virus in the suitcase and the local fauna does the rest by scavenging through the trash. What science demands. Although the “accidental” origin is reassuring in terms of biological safety, the management of information has opened another front. International experts such as Edward Holmes, famous for his work on the origin of COVID-19, They have raised their voices about the lack of transparency in the information. Although the ministry and the expert committee claim that there is no match between the virus DNA found in those infected and in the laboratory, the global scientific community is calling for the complete sequenced genomes to be published for independent analysis. In the era of Open Sciencesaying “trust us” is no longer enough, as researchers want to see the raw data to understand the unique mutations of this “Barcelona virus” and trace its true family tree. And now what? The outbreak is currently active with more than 100 wild boars affected and the Civil Guard investigating the origin. It is true that the priority has gone from looking for culprits in white coats to contain an expansion that threatens the Spanish pork industry by quarantining those possibly exposed to prevent it from continuing to spread. What we know today is that technology has saved a laboratory’s reputation, but it has left us with a more disturbing reality: biosecurity depends not only on high-tech facilities, but on what we throw in the trash on a field day. Images | Kemal Berkay Dogan In Xataka | The Argentine sea hid one of the most disturbing animals in the world: an 11-meter-long “ghost jellyfish”

In 2010, a student from Barcelona was looking for an easy way to edit PDFs. 16 years later, it is one of the most viewed websites on the internet

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From a form to a receipt to an invoice: PDF is the quintessential extension for sharing documents, regardless of whether you do it from a Windows computer to an iPhone or an Android tablet. It doesn’t matter: you’re going to see the original format no matter what. But, oh my friend, if you have to get your hands on a PDF. Marco Grossi also found himself in trouble with a PDF. One, who is already in her years, had to make a living to avoid paying for the Adobe Acrobat license (in the past it was not a subscription and the price was not exactly cheap) to edit a PDF for a cent by the wind: from printing and scanning to wasting time reconstructing with a word processor. In that first decade of the 2000s I was a student who struggled with documents and Marco Grossi, too. Back in 2010, this Barcelonan, who has studied Multimedia and Photography and also programming, found himself faced with a task as mundane as having to copy and paste a PDF: it was not an easy task. How does it count himself for La Vanguardia“I’m a programmer, and I’m good at computer issues, so it took me about 15 minutes to figure it out.” And then came iLovePDF. As the founder and CEO confesses for El Paísat that moment he discovered that there was a need: “I realized that it was very simple and that I could create it myself.” It was not the first (the ancient but reliable PDFSam It had an interface that was backwards), but it was the one that managed to establish itself as the software to manage PDF for normal and ordinary users (although also for companies reluctant to pay, because it solves the basics quickly and well). A meteoric rise. What started as a personal project that he combined with freelance web design, in 2014 became his 100% occupation. Until 2017 he worked alone from home, but at that moment he took a step forward: He rented an office and hired an old college classmate. Now there are 43 people. At that time, his website was already receiving between 200,000 and 300,000 daily visits from organic traffic. In 2025 Grossi counted which were around 150 million unique users per month. The portal ahrefs listed it in 2024 in 34th place on a global scale, above Amazon in India and just below Wikipedia in Russia. Screenshot of iLovePDF from 2018. via Archive.today Good, nice and cheap free. Your philosophy From the beginning it has been to be a free, accessible, high-quality and easy-to-use service. A quick visit to their website gives us a mosaic with icons and clear messages “Join PDFs”, “Split PDFs” and an agile and intuitive step by step to obtain documents with good quality, without limitations or watermarks. We are using iLovePDF in Spanish, but the website is translated into 25 languages ​​so that language is not an obstacle. In 2018 (the oldest capture saved on Archive.today) also. They also do not market with the data: Marco Grossi details that as a European firm they are governed by the GDPR and that all PDFs are deleted within two hours, without anyone being able to access them. In addition, he explains that they have ISO 27001 certification. In the beginning they financed themselves by advertising, but according to their CEO that is very risky. How iLovePDF Makes Money. So since 2014, in addition to the free options, they offer subscription services, so that advertising generates residual income. They are a small company, but they provide service to those people who visit their website, which we have already seen are many. That is why the Barcelona native explains that “we only need a very small percentage of users who pay to finance us.” 80 – 90% of your income they come precisely from its premium subscriptions, aimed at companies. The rest comes from an advertising banner that, my servant who has been using the service for so many years that she does not remember, nor did she remember it. The cost of being premium It is 5 euros per month and access to extras such as digital signatures or getting rid of ads, but it is totally dispensable: its founder details that the free version is enough for 99.9% of those who use us. They are not for sale. Marco Grossi is not a wolf of Wall Street: he himself admits that he never had an entrepreneurial spirit and that he does not open purchase proposals, something similar to the VLC project and that has turned both platforms into memes of saints or heroes on social networks like X/Twitter. Being a self-financed company allows Marco and his team to maintain their philosophy and reject offers. Although its history is meteoric considering its 15 years of life, the CEO speaks of sustained business growth and that they will never hire 200 people in a year to have to close. Their staff turnover is very low, but solid: they want to replicate their model with their counterpart for images, iLoveIMG. In Xataka | In 1990, a company in Barcelona came up with a crazy and visionary idea: talking on your cell phone while you’re stuck in traffic. In Xataka | In 1901, a Spanish man had one of the ideas of the century: invent the remote control before television

Madrid and Barcelona have built an entire social and business life with the AVE. They are finding out what happens when it fails

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The Madrid-Barcelona high-speed line has collapsed. The trains do not arrive on time and no one pays their compensation, Adif has asked the companies to withdraw last-minute services, airlift prices have skyrocketed and there are companies working at half throttle because the goods do not arrive. A social and economic backbone of the country has been fractured. A Russian roulette. Taking a high-speed train between Madrid and Barcelona is, right now, Russian roulette if what you want is to arrive on time for an appointment. The link between the two most important cities in Spain has been broken via train and a round trip in the day is almost impossible. It is the result of a hasty revision of the train tracks, a direct consequence of the fateful Adamuz train accident (Córdoba) and the continuous warnings of the train drivers. Actions that have diluted the “high speed” concept between Madrid and Barcelona. What has happened? Since last January 18 An Iryo train derailed near Adamuz (Córdoba) and collided with another Renfe train that was traveling in the opposite direction, leaving 45 dead, Adif has been facing criticism about the track maintenance. In the case of Madrid-Barcelona, ​​the consequences were soon seen: speed limitations. Between confusing messages, Adif ended up imposing temporary speed restrictions at numerous points on the line, especially between Madrid and Zaragoza. Later, 300 km/h returned. But it didn’t last long because speed was reduced once again. The role of machinists. Since then, travelers between Madrid and Barcelona have been reporting severe delays, with trains taking more than four hours to reach their destination. As they explained to us Xataka From the SEMAF union, train drivers have the power to reduce speed if they consider it essential for the safety and comfort of travelers. They must notify the line controllers and put it in writing in a report. In addition, on each journey a document is filled out specifying the problems that have been found on the line. A train driver, who preferred to remain anonymous, corroborated this version to Xataka and made it clear that for months they have been traveling at a speed lower than the maximum speed allowed on the line and, especially, between Madrid and Zaragoza. Likewise, he pointed out that they have been complaining for months about the vibrations suffered by the trains but that they had not received a response until now. Adif’s role. Although unions and drivers claim to have been complaining about this situation for months, it was not until January when Adif appears to have taken more far-reaching measures. The road manager is doing an exhaustive review of the roads based on the continuous complaints from workers. These inspection and repair works, when necessary, are delaying travel times. The company has asked Renfe, Iryo and Ouigo to assume that trips will be extended to three hours (and they just pointed out that these travel times will extend until December) but has also asked them to eliminate the last services of the day to have more time for their performances. Collapsed by land and air. The result is a collapsed train line. The trains are not arriving on time nor in the three hours indicated by Adif (instead of the usual 150 minutes). And the problem for those passengers, who throw in the towel with punctuality, is that The companies are not responsible for compensation either. for delays, pointing out that they are the result of a problem beyond their control and that, therefore, they do not fall within the refund policies. At the same time, demand on flights has skyrocketed. Without the possibility of getting there and back within the day by train or for fear of doubling the usual travel time, travelers have turned to airlines. And the result is full flights and skyrocketing prices. After some bills will reach 300 euros, Iberia has reached its Air Bridge at 99 euros per trip. Vueling has also increased its frequencies. And the road alternative did not improve the situation either. Only in BlaBlaCar has an increase in demand of 130% been recorded, in data provided to The Newspapercompared to the previous year. Car rental companies do not seem to have been left behind either, since The Ombudsman has asked the CNMC to analyze whether illegalities have been incurred by skyrocketing prices for car rentals and plane tickets. And problems for companies. Companies in both cities have not only had to see meetings canceled or postponed these days. Some of them are having problems having their raw materials. In The Vanguard They include the case of some of them. Inovyn, in Martorell (Barcelona) had to send its 300 employees home earlier this week because they did not have the basic materials to produce plastic. “In normal situations we receive one train a day loaded with dichloromethane, a material with which we manufacture many of our compounds, but in the last ten days we have received only one train,” they explain to the newspaper. They explain that 18% of the goods that arrive at the port of Barcelona are sent to their destination by train. Those that use international gauges are stopped due to works in the Rubí tunnel and those that use the Iberian gauge circulate at night and in dribs and drabs. and in The Country They explain that the city’s port is becoming isolated, with an 80% drop in products coming from Germany, France or Poland by train. The road alternative is not working either. The AP-7 already there is enormous congestion since road tolls were lifted but, furthermore, there are not enough trucks to be a complete alternative given the volume of goods that move along the railways. Added to this are problems derived from the latest storms and the increase in traffic derived from a Rodalies service that has not been back to normal for more than ten days. Photo | Phil Richards In Xataka | Spain wants its AVE trains to travel at 350 … Read more

How euthanasia allowed an “à la carte” face transplant to be planned in 3D in Barcelona

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Spain has once again shown why remains at the top in terms of organ transplants refers to the new milestone that has occurred at the Vall d’Hebron Hospital in Barcelona. It is neither more nor less than first face transplant in history coming from a donor who had requested the euthanasiadying in a controlled manner in a hospital environment. The programming. Until now, face transplants, of which a few have been performed 54 worldwidedepended on the urgency and availability of a donor who died due to an accident or brain death. However, this case introduces a new variable: transplant scheduling. This is thanks to the fact that the donor had requested to benefit from the Euthanasia Law and jointly expressed their willingness to donate all their organs and tissues, specifically their face. This is something that allowed the medical team timewhich is not common in transplants, to find the most suitable candidate and also plan in detail what the procedure was going to be like. What they did. By knowing in advance the availability of the donor, the medical team was able to begin virtual 3D planning. In this case, digital models of both the donor and the recipient were created to be able to design completely personalized cutting and grafting guides to guarantee the success of the intervention. And it is not at all easy to do this type of transplant, since the bone structure and soft tissues must fit together with millimeter precision, reducing the usual uncertainty of these operations. The surgical challenge. The operation was not easy, since It lasted 24 hours and required the coordination of a team of nearly 100 professionals.including plastic surgeons, microsurgeons, anesthetists, nursing and immunology experts. And it was not a simple aesthetic operation by putting the skin on top and that’s it, but rather a complete reconstruction was sought at all times that included muscles, nose, lips, blood vessels and of course nerves. All of this could not be done without microsurgical equipment that allowed arteries, veins or nerves less than a millimeter in diameter to be ‘connected’ in order to have sensitivity, movement or the ability to eat. The recipient. Her name is Carme, and her life changed radically in 2024 while she was on vacation in the Canary Islands when she suffered a bite that caused a serious infection. The bacteria caused sepsis and death of the facial necrosis, causing him to lose part of his face and severely affecting his jaw. In this case the consequences were devastating, since Carme could barely open her mouth and had serious difficulties breathing and feeding. Not to mention his social life, which had been drastically reduced, with the mental impact that this entailed. According to his own statements, the transplant was “the only solution” to try to regain a normal life. Legal context. All this is not a coincidence, since the Vall d’Hebron was already a pioneer in 2010 in performing the first complete facial transplant in the world. Of the six transplants that have been performed in the history of Spain, half have taken place in this center, demonstrating the great experience they have in this regard. The procedure is also framed within the Euthanasia Law that came into force in Spain in 2021, which contemplates the possibility of donating organs. The generosity of the donor, who explicitly offered her face during the authorization process for her assisted death, has opened a new door for regenerative and transplant medicine, demonstrating that advance planning can be key to success in the most extreme surgeries. Images | Vall d’Hebron In Xataka | Elizabeth Hughes’ 42,000 injections and the miraculous discovery of insulin

Taking an important call in a traffic jam is the order of the day. In 1990, a company in Barcelona already offered this service

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Nowadays, as soon as we have some down time, we turn to our mobile: either to scroll infinitely on Instagram or to catch up on email. Although what defined the basis of today’s smartphones was the first iPhone in 2007, the professional point began before, with the blackberry 5810 and your email in 2002 or we can even go back to Nokia 9000 ’96, which introduced the keyboard and its business approach. The late 90s were the beginning of turning the mobile phone into an everyday object. I’m driving and I need a call now. Of course, back in the 90s, carrying a cell phone in the car and answering a work call was unthinkable. Or not, because someone thought of it an exclusive telephone service for drivers in Barcelona pre-Olympic Games. The target audience was those people who were so busy that they could not afford to be disconnected while traveling through the congested business areas of the city. The operation. As they narrate on the Catalan regional television 3Cat, if in the middle of a traffic jam you were lucky enough to find one of those people in white overalls on a scooter, with a fanny pack and the phone stuffed in a shoulder bag, you could ask them. A uniform as characteristic as the backpacks of today’s delivery drivers, but much less common: at that time there were only five workers moving through the busiest traffic points in Barcelona, ​​although they wanted to increase it to 25. If you are standing, they leave you the headset. And if you move, they lend you the device and follow you until you complete the call. The price of the service was 25 pesetas and the minimum call price is 300 pesetas. Because? To begin with, because in 1990 if you wanted to call on the street what there was were booths and analog technology, in Spain specifically MoviLine: the first mobile operator to deploy the original 1G network, owned by Telefónica. And if we talk about devices, the mythical Motorola MicroTAC It was a status symbol for executives. A symbol measuring 23 centimeters and weighing 350 grams. Yes, there were some mobile phones, but they were heavy, with very long antennas and batteries that barely lasted a couple of hours in conversation. On the other hand, having a phone installed in the car was expensive and niche. But the business was not just the telephone, but mobility and time. As businessman Josep Marí says, his idea was “to create the need to find a mobile phone to be able to call to work, home or wherever.” Ahead of his time. This “Automatic Mobile Telephony” service was ahead of its time in that it had a vision of a future need, but faced a market that was not yet ready. As the 90s progressed, telephone technology became more refined and democratized. 1995 brought GSM to the Spanish state on the one hand and, on the other, the liberalization of the telecommunications market, which inaugurated airtel. The operators began to directly control distribution and technical service with franchises and distributors, leaving little room for local independent companies. Scooters before the scooter craze. And if the service itself is surprising, so is the means of transportation: a scooter with a gasoline engine, more specifically the Sport model. of the Go-Ped brand, but quite similar in design and concept to the electric ones that swarm our streets today. His virtue was exactly the same: moving quickly and agilely through the density of Barcelona’s traffic to be able to get in front of the client. In Xataka | This glorious imaginary version of the Galaxy Fold from the 90s is one of those gems that can only be found on the internet In Xataka | A story of pioneers: they already flirted, argued and liked on the party lines of the 90s Cover | 3Cat via Marc Vidal edited with Gemini

We have always believed that London is very rainy and that Barcelona is not. The only problem is that it’s a lie

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Few towns exist so troubled by the vicissitudes of time like the British. During my stay in Cambridge, one of my first conversations with a native revolved around its climate. “Actually, the weather is nice in Cambridge,” he told me, “the problem is Londonwhich has a microclimate where it is always raining.” According to his testimony, London, the city with the greatest international projection, gave a bad name to the rest of the country. The British weather wasn’t so horrible. The truth is that it is: Most of the United Kingdom is cold, lives under a perennial blanket of gray clouds and enjoys greater rainfall than the rest of the continent (especially in Scotland). His story, in fact, was inversely true. Despite legend, London is one of the most dry of the United Kingdom, and a European capital with comparatively little rainfall. So why do we universally believe the opposite? First, let’s look at the data. According to Met Office figuresAccording to the British weather agency, London receives between just under 600 and almost 700 millimeters of precipitation annually (depending on the season: London is a gigantic city). The standard chosen by Wikipedia is Heathrow, east of the megalopolis, where in 2014 they fell 601.7 millimeters. Without further reference, it is a neutral number. How does it compare to the rest of England? On a map: London, the black spot… Of the low rainfall in the United Kingdom. The bluest areas are the rainiest in Britain (north east scotland plays in another league). In general, the North Sea coast is drier than the Atlantic. And as we approach the south, to the English Channel, rainfall reduces. This is where we can find London: a city in which it rains comparatively little compared to its island neighbors. My confidant was wrong: it rains more in Cambridge than in London. “Ok, ok, but the United Kingdom is a very rainy country per se. Just because it rains less in London than in other parts of the island does not mean that it rains in London.” bit“. The reasoning is logical, but also incorrect. The truth is that there are few points in continental Europe that have annual rainfall below of 600 millimeters. Unlike supposedly rainy London, Europe below the Channel does live underwater. Raining many days does not mean raining a lot Let’s think about, without going any further, Barcelona. The beautiful city of Barcelona has a reputation for being sunny. It receives millions of tourists a year thanks to its wonderful, mild and friendly climate. Well, its rainfall is very similar to that of London, and in 2014 it was slightly higher. AEMET counted 640 millimeters that yeardistributed throughout 72 days. The surprising record places Barcelona as a rainier city than London. The same thing happens with other quite amazing points of European geography. For example, Croatia. The most recent milestone of European tourism has also built a reputation for “good weather”, but the climatic reality of the Adriatic is stubborn: only in Dubrovnik, the famous citadel popularized for Game of Thrones, more than 1,000 millimeters of precipitation fall per year. 65% more than in London, of tormented fame. With some licenses, places in Europe where it rains less than in London (in yellow). The best way to understand how wrong our intuition is about London’s climate is the map above, shared a few months ago by a Reddit user: Areas in blue (almost all of central and western Europe, including Italy) receive more rainfall per year than London. Only the areas in yellow are drier, and they are few: specific points in Poland, almost the entire Iberian Peninsula (from the Ebro down, so to speak) and Sicily. Let’s think about two antagonistic places: Helsinki and Lecceon the Puglia peninsula, southern Italy. The first is one of the northernmost world capitals and spends most of its time buried under snow amid terrifying temperatures. How much does it rain there? Well, not much more than in London: about 655 millimeters annually. The second is a baroque jewel with a very sunny summer nestled in the heart of the Mediterranean. Its rainfall? Depending on the year, about 590 millimeters. Such geographical disparity does not correspond to very different rainfall. Which shouldn’t be strange, but it does manage to properly contextualize the importance of rain in London. The London chirimiri, the source of prejudice Now, if London is dry, why do we all think it’s always raining? A Basque would have an immediate answer (despite the fact that the Basque Country is very humid, especially Bilbao): chirimiri. In other words, the thin layer of rain that always grips certain cities but is actually very gentle. This is where the scarce 72 days of rain in Barcelona come into play, a city where it rains on just a few days on the calendar. If you want to look for really humid places in Europe, head to the Alps or the Atlantic ledges. In London the opposite happens: it rains more or less the same, but the water is spread over many more days (110a little less than a third of the year). Helsinki is another story: its rainy/snow days range from 180 in 2010 and the more than 200 from last year. Like many other northern European cities (Cambridge included: I barely saw the sun during the month of January I lived there), London often dawns cloudy and with a thin layer of rain that never seems to evaporate. The sun comes and goes, the clouds appear and disappear, the rain stops and starts again regularly. It doesn’t rain much, but the feeling of rain and humidity is almost permanently, inevitable. That’s why fame is so raw. Another factor is the dry reality of most of Europe’s capitals. Berlin, Vienna, Stockholm, Paris, Madrid, Warsaw or even Copenhagen They have less or only slightly more annual rainfall than London (none exceeds 700 millimeters). There are few capitals in Europe where it rains a lot (Amsterdam, … Read more

one dead and 37 injured after a train derailed in Gelida (Barcelona)

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Just over 48 hours had passed since the Adamuz (Córdoba) railway accident occurred, the second most serious in our country, when Rodalies Catalunya reported a accident on line R4 between Sant Sadurní and Gelida (Barcelona). The train driver died in the accident and 37 people were injured. Five of them are seriously injured. What has happened? A retaining wall has fallen on the tracks of line R4 on the Rodalies line in Catalonia. The train has collided and has left the track. As a consequence of the impact and the subsequent derailment, Rodalies Catalunya has reported that a person has died. Click on the image to go to the original tweet The victims. As the company reported shortly before midnight, one person has died. This would be an active machinist or one of the two trainee machinists, they report in The Countryalthough it still has to be clarified. The emergency services have confirmed to the newspaper that 37 affected passengers have been treated. Five are in serious condition, six in less serious condition and 26 in mild condition. Most of them were traveling in the first car, which is the one that received the impact and most of the damage. Rodalies has set up a helpline for victims: 900 101 660. In addition to the emergency medical services, 70 members of the Fire Brigade had to go to the scene of the accident to rescue the people trapped inside the car and shore up the retaining wall to prevent it from continuing to fall. What is known about the accident. Rodalies line R4 connects Sant Vicenç de Calders – Manresa (through Vilafranca del Penedès). At that moment, a train traveling towards Manresa and between the stations of Sant Sadurní and Gelida (Barcelona) collides with a retaining wall that falls in its path, causing it to derail. At the moment, the causes that motivated the detachment are not known, but the first hypotheses point to the heavy rains that Catalonia has experienced in the last few days. Just yesterday, shortly before one in the afternoon, Rodalies reported a civil protection alert to coastal municipalities due to strong waves to prevent possible flooding. Derailment in Blanes. In addition to the Gelida accident (Barcelona) another Rodalies train has also derailed between the stations of Blanes and Maçanet (Girona), this time as a result of some rocks that have fallen onto the track. In this case there are no injuries to be regretted on a train in which only 10 people were traveling. The train axle broke in the crash. Click on the image to go to the original tweet Suspended service. There will be no Rodalies trains on today, January 21, 2026, and there is no estimated reopening date. The company has assured that the service remains suspended until all lines are reviewed and the safety of travelers can be guaranteed. It is estimated that the suspension of the service will affect an estimated number of between 350,000 and 400,000 passengers that move daily along the lines. Photo | Bomber In Xataka | The liberalization of the AVE has not gone down well with Renfe, so now it has a plan: delay the Cercanías movement as much as possible.

Today’s Barcelona game, the African Cup final and more on Movistar Plus for 9.99 euros per month. And without permanence

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Being able to watch all the football in Spain it’s not cheap at all. Those of us who are soccer fans and like to watch games every week (whether our favorite team is playing or not) have a very interesting alternative that has a much more attractive price. We refer to Movistar Plus+a streaming platform that costs 9.99 euros per month (or 99.90 euros per year). And be careful: because it includes much more than the beautiful sport. Monthly subscription to Movistar Plus+ The price could vary. We earn commission from these links Movistar Plus+ comes with a lot of football this January It is a quite attractive price if we take into account everything it offers. Before that is what we will be able to see in the coming weeks, it is worth noting that it is a platform that we can hire regardless of the operator we are, so we will not have to change companies for it. Besides, has no permanenceso we can try it for a month and if it doesn’t convince us, unsubscribe in a couple of minutes. Let’s assume that we subscribe today, January 15. In that case, the first thing we are going to be able to see is the Copa del Rey round of 16 match against the Racing de Santander and Barcelonarecent champion of the Spanish Super Cup. Is it the only party that broadcasts this platform? Not at all. As a summary, below are some of the most notable matches of the coming days: Third and fourth place in the African Cup (January 17) Betis-Villarreal (January 17) Manchester City-Manchester United (January 17) Africa Cup final (January 18) Galatasaray-Atlético de Madrid (January 21) PAOK-Betis (January 22) Atlético de Madrid-Mallorca (January 25) Arsenal-Manchester United (January 25) Benfica-Real Madrid (January 28) Betis-Valencia (February 1) Beyond football, Movistar Plus+ also has a fairly extensive catalog of high-quality films, series and documentaries where there is a presence of its own productions that we will only be able to see on this platform. If we add to all that that, in addition, we can share it with whoever we wantThe truth is that it is worth giving it a try. Besides, It is the only platform compatible with the Young Cultural Bonus. Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Images | Movistar Plus+ In Xataka | The best streaming platforms 2025 | Comparison of Disney+, Netflix, HBO Max, Prime Video, Movistar Plus+, Filmin, Apple TV, SkyShowtime and Rakuten TV: catalog, functions and prices In Xataka | Mega-guide to set up a home theater: projector, screen, sound system and more

Barcelona believes it has a night security problem. So you’re going to leave the Christmas lights on all year long

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Vigo risks losing his position as “city of lights” (from Spain). Although the Galician City Council usually displays its Christmas decorations already in July and boasts every year of the millions and millions of LEDs that adorn its streets for almost two months, from November to January, there is another city that is about to raise the stakes: Barcelona. There the Consistory has decided maintain part of the lighting for the festivities Old City during the remainder of winter. Their reasons actually have little to do with Christmas. Lights, lights and more lights. Christmas may be over, but in Spain it is becoming common for us to talk about its lights for months and months. In Vigo they do it because the City Council begins to hang them in the middle of Julywith the thermometer flirting with 30º and the city full of tourists in shorts and flip-flops. Now they will do it too in Barcelonaalthough for other reasons. What do they want to do there? The news I advanced it on Monday The Vanguard: Barcelona is finalizing a plan to improve the lighting of some of the narrowest (and darkest) streets of Ciutat Vella, taking advantage of part of the decoration that was installed there this Christmas. That is to say, in the absence of traditional streetlights, garlands strung between facades are good. Although Jaume Collboni’s team has not yet revealed the details of the initiative, the idea does seem clear: it is not so much about neighbors, merchants and tourists continuing to walk for months under decorations of Santa Clauses, Three Wise Men and Christmas trees, but rather about maintaining the most ‘timeless’ designs. Walking under light bulbs. The key is therefore to take advantage of decoration that does not clash with the rest of the winter. To reinforce it, the municipal government also proposes maintaining the garlands that the merchants themselves have placed. In the Gòtic there are businesses that have been hanging decorative lights on their own, although as these were private initiatives they encountered challenges such as the passage of garbage trucks or some parades. Where, when and how. While waiting for the City Council to provide more details about where, when and how the initiative will be deployed, The Vanguard has advanced some keys: the measure will focus on points in Ciutat Vella, Gótic and Sant Pere streets, Santa Caterina and Ribera that aspire to improve their lighting. Regarding the calendar, councilor Albert Batlle explains that the Consistory proposes keeping the lights for several months: “The will is that the measure be implemented, now and in the future, during the winter time period, approximately between the last weekend of October and the last weekend of March.” Two keys: trade and security. Batlle too confirm that the measure pursues two objectives: to favor the businesses and residents of the area and to put an end to alleys in which pickpockets find refuge. “We want to improve the lighting of some small streets in Gòtic and Sant Pere, Santa Caterina and la Ribera to promote commercial, cultural and social revitalization, and also to improve the feeling of security, especially on days with fewer hours of daylight,” he adds. “We are working on the formula to enhance this network.” “They give them more qualms”. The measure appears to have had good reception among the businesses in the area, which even proposed expanding the list of roads that were initially going to benefit from the lights. “If the streets are more illuminated, walking becomes safer and commerce will benefit,” recognize to The Newspaper David González, from the Via Laietana Merchants Association. Proof of how convincing the measure is is that at the time some businessmen from Born they already started to hang garlands at your own risk. “People go along Paseo del Born very happy because the promenade and the streets are usually well lit. But the dark alleys make them hesitant.” The idea has also been found with detractors who consider it a patch. But… Does it work? Although he has achieved reduce your crimeBarcelona usually appears in the area highest of the rankings about the cities insecure from Spain. The key is whether more public lighting will translate into greater real safety, a question that has generated debate in recent years. What they do seem to confirm cases like that of Vigo is that a good commitment to street lighting (even if it is seasonal) serves to attract thousands of visitors. Images | Barcelona City Council (X) and Núria (Flickr) In Xataka | The upper area of ​​Barcelona no longer interests the rich: the Eixample has become fashionable and its neighbors tremble because of the prices

Óscar Puente wants to connect Madrid and Barcelona in less than two hours. The fastest solution goes through China

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Last month we learned that the Ministry of Transport tendered for 2.3 million euros two studies that analyzed the possibility of increasing the speed in the Madrid-Barcelona corridor to 350 km/h. Minister Óscar Puente’s promise was to reduce the travel time between both cities to less than two hours. However, to achieve this it is not enough to improve the infrastructure. Rolling stock capable of running at those speeds is needed, and that is where the capacity of China’s trains comes into play. The problem is in the deadlines and prices. In Spain and Europe we have a large railway industry, although delivery times are reducing the local choice compared to other alternatives such as China. Deliveries are around 60 months and the prices offered by European manufacturers are higher. “Chinese manufacturers deliver trains at half the price within six months to two years,” counted Bridge to the SER Chain. Renfe urgently needs to renew its fleet, especially after the Avlo disaster in the Madrid-Barcelona corridor, and China seems the only viable alternative according to the searched criteria. China dominates global high speed. With 48,000 kilometers of high-speed roads compared to 4,000 in Spain, the Asian country leads the sector by far. Its star manufacturer, CRRC Changchun Railway Vehicles, produces the Fuxing platform and has developed the CR450 prototype, capable of reaching 400 km/h. These trains already circulate in China at 450 km/h, although they would need adaptations to operate on the Spanish network. The minister and the president of Renfe, Álvaro Fernández Heredia, recently made a visit to the facilities of the Chinese giant to learn first-hand about its production capabilities. Europe looks askance the entry of china. The European Commission investigate CRRC for alleged state subsidies that would allow it to compete with artificially low prices, a case similar to that of Chinese electric vehicles. Bulgaria already tried to buy 20 trains from the Asian company for more than 600 million euros, but the investigation by the European organization forced the manufacturer to withdraw from the contest. Spain, however, is pressing to facilitate the entry of these trains or, failing that, to create an “Airbus model” that improves the competitiveness of the European railway industry. European alternatives are on the table. In addition to CRRC, Renfe is considering options such as Siemens’ Velaro Novo trains, which can reach 400 km/h but have yet to demonstrate mass production. There is also Hitachiwhose ETR-1000 is used by Iryo in Spain, although underused because the network does not allow speeds to exceed 300 km/h. Alstom, CAF and Talgo complete the list of candidates for the tenders that the public operator will launch at the beginning of 2026. It is estimated that each unit will cost around 27 million euros and that Spain will go to the European Investment Bank to finance the purchase. The infrastructure also needs changes. The studies They include new variants of access to Madrid and Barcelona, ​​a high-speed station in Parla with connection to Cercanías, another in El Prat de Llobregat linked to Rodalies, and a direct Lleida-Barcelona section that avoids passing through Camp de Tarragona. The current route is already designed to withstand 350 km/h, according to the Ministry, and Spanish Aerotraviesa technology will be used to allow these speeds without increasing maintenance costs. The renewal of the line will begin when the Madrid-Seville line ends. It remains to be seen whether Europe will allow it. Puente’s institutional trip to China has served to strengthen commercial ties and explore cooperation with the manufacturer. The Ministry of Transport defend that the country is “at a time of enormous expansion” of its railway network and needs quick solutions. And right now China is possibly the only country that can offer the material in the desired times. Cover image | Miguel In Xataka | In the race for autonomous driving, China is ready to literally take the next leap: L3

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