build

Spain has been dealing with the weather in the United Kingdom for a month and a half. And that forces us to rethink how we build our roads

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Roads closed, prohibited overtaking and new speed restrictions, landslides that are swept away by a moving car or potholes that become sinkholes with the continued passage of vehicles. The roads in Spain have suffered greatly with a month and a half in which a succession of storms has barely given any respite. But is the fault of the investments or is it that we are not prepared for this climate? Potholes, sinkholes and closed roads. We have experienced a beginning of 2026 where news of intense snowfalls and continued rains have accumulated. And that has had an impact on the way we move. In some cases, airports have been forced to stop their activitythe trains have stopped due to the wind and, on the road, we have had all kinds of problems. Videos have become popular on social networks where a string of cars suffers the consequences of a sinkhole. Or the statements of those who affirm that in the same service area they have had to rescue a good handful of cars due to blowouts as a result of the poor condition of the roads. There is information that points to all types of roads: those managed by the Statethose that are from autonomous ownership and those that are from municipal ownership. We have had complaints for everyone. An unexpected event. Beyond the money dedicated to our roads, what seems clear is that a perfect storm has occurred: roads that should be better maintained and a succession of storms for which our roads are not prepared. If we look back, in the first 40 days of the year it rained in Spain triple the average recorded between 1991 and 2020. The recorded figure not only confirms that the swamps have filledalso calls into question to what extent Spain is becoming in a rainy country. And, above all, how we can prepare for climate change with more extreme weather events, repeated more frequently and further away from the typical climate of our country. Are we prepared? The truth is that our roads are prepared for something else. In Spain, roads are based on the PG3 regulations that draws on the European guidelines. Most of them respond to the premises aimed at building roads in hot climates. In fact, the next category is for a “medium” thermal zone and the next is considered “temperate.” This is important because as I said Francisco José Lucas Ochoatechnical and business development director at Repsol in his Twitter account, some time ago, on these roads A bitumen is used that is harder and withstands high temperatures better.. In the wetter climates A softer bitumen is used, as in the United Kingdom, but this can soften and melt if it is very hot. Our disadvantage? Asphalt resists high temperatures better but is more fragile and breaks more easily. This structure on our road leaves us, in most of the country (because high mountain roads are slightly different), roads that are less permeable to the passage of water. And the main objective has never been to resist humidity, it has been to resist extreme heat and fatigue due to the passage of numerous vehicles, since Spain is the second country in Europe with the highest heavy vehicle traffic. What consequences does it have? Asphalts designed for dry climates that have to suffer constant punishment from rain and humidity are more likely to accumulate water and encourage aquaplaning. But when the absorption of water is continuousthe problems are bigger. If the soil receives a constant amount of water, there comes a point where the layers beneath the asphalt remain constantly moist. This alters its ability to distribute loads, which is essential when you have a more rigid or less elastic asphalt like ours. This limited distribution of loads favors the fracture of the upper layer, generating potholes that end up becoming sinkholes both due to the action of the vehicles themselves and the punishment inflicted by the constant fall of water, further delving into the depth of the hole that is exposed. In addition, the useful life of asphalt is limited. Where it doesn’t rain and where it does rain. The added problem is that this train of storms has left a lot of rain where the roads are directly designed to withstand intense vehicle traffic circulating in a dry and hot climate. Andalusia and Extremadura have faced rains typical of Cantabria but, curiously, in Cantabria it has barely rained. In United Kingdomwhere the problem of water on the road is a constant, the construction of roads plays with the porosity of the asphalt, with the aim of making the soil capable of absorbing as much water as possible. A technique that is applied to the surface itself but in which the ditches are also taken into account so that the accumulated water does not infiltrate and, as we said, change the ideal load distribution. This type of asphalt is limited in Spain to very specific areaswith limited traffic and low risk of snow and smelt. In cold and humid climatesFor example, they have to deal with asphalt that is also more rigid but without losing sight of the accumulation of water. There the problem is not so much the latter as it is the formation of ice and the passage of vehicles equipped with studded tires on depending on which roads. If the road were as porous as in the United Kingdom, water would accumulate in the small gaps in the road surface and freeze, turning the road into a skating rink. Is there a solution? Yes and it seems to be underway. From 2021the Center for Studies and Experimentation of Public Works (CEDEX) coordinates the Transversal Working Group on Climate Change and Resilience in Roads. This group is analyzing the current situation of Spanish roads and infrastructure such as bridges, tunnels or aqueducts and what investments must be made to adapt them to the new meteorological reality of our country. Furthermore, in collaboration with CEDEX … Read more

build ports as if there were no tomorrow

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World geopolitics has been a hornet’s nest since Donald Trump came to the White House for the second time and one of its most strained relations is with China: tariff war It has had its ups and downs and the rest of the world was in the middle. While the United States tightened the screws, China has deployed an alternative based on one hand on its commercial skills and diplomacy and on the other, on its impressive technical and technological muscle. And for example, an entire continent: Africa. The context. China has its Belt and Road Initiativewhich reflects that ports constitute one of the pillars of “Maritime Silk Road of the 21st century“. Ports are not mere infrastructure, but nodes in a global network. In the face of MAGA’s “America First” policy and tariff pressure, Africa is tempted to look for other partners, how it goes deeper the expert in geopolitics and international economics Michael von Liechtenstein. And in fact, they are already doing it: Paul Kagame, president of Rwanda, matches its Chinese counterpart confirming that what both countries have is a “comprehensive strategic partnership.” The former president of Senegal, Macky Sall (left office in 2024), also asserted that China is the only partner with the speed necessary to remedy its infrastructure deficit. Why is it important. China has achieved get their hands on one in three commercial ports of the continent, showing that there is life beyond whoever lives in the White House and that the keys to global trade are still in his pocket. With its full or partial participation, China not only moves containers, it controls what comes in, what goes out, how long it takes and what technology is used. What China wins and what Africa wins. African presidents have already said loud and clear that China is the one who can get them out of this infrastructure deficit on the fast track, but it is also no longer a mere builder: it matters in a comprehensive development model with industrial parks, transport infrastructure such as railways and highways and free trade zones. And all this without giving political lessons, thanks to the Beijing Consensus. Africa is not only in a key passage area, it is also the mine of the world and China is thus ensuring that these raw materials reach their factories without the interference of third parties. With zero tariffs and port control, China becomes the perfect partner for anyone, including the United States. China’s port expansion in Africa. Africa Center One in three African ports speaks Chinese. China has already announced that will follow the zero tariff policy for 53 countries in Africa, which will surely come in handy to take advantage of its logistical dominance there. Of the 231 ports across the continent, Chinese state-owned companies actively participate in 78 from 32 countries, either because they have built it directly or, indirectly, have financed it or have participations. Besides, It has 10 fully operating concessions. And they are not just any ports. This figure is significantly higher than anywhere else in the world: Latin America and the Caribbean “only” have 10 ports operated or built by China, according to data from this 2020 study published in Science Direct. China, for its part, has gone from being the partner that lends money to becoming the one that manages the infrastructure, something that was already warned in its five-year plan from 2021 to 2025which includes six corridors, three of which cross Africa: reaching Kenya and Tanzania in East Africa, Egypt and the Suez region, and Tunisia. The key ports. China is conquering the choke points: its strategy is not to build hundreds of small ports, but to control the most critical enclaves on the continent: Djibouti is the strategic node in the Horn of Africa and opens the doors to control of the Red Sea. Mombasa and Lamu in Kenya as a gateway to the east of the continent. Dar es Salaam in Tanzania, the connection to the Zambian Copperbelt and the Democratic Republic of the Congo. Lagos in Nigeria and its presence on the western coast to advance towards the Atlantic. In Xataka | The Strait of Malacca is not enough: China’s new obsession is to prevent the US from confiscating its ships In Xataka | China has revealed a new naval military strategy: civilian ships that can become missile launchers Cover | 中国新闻社 and Rosy Ko

We have plenty of electricity, but we lack cables to build houses and invest more

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Over the last decade, Spain has accelerated the installation of wind and solar farms, especially in “emptied Spain”, with the promise of becoming Europe’s green laboratory. However, upon reaching 2026, the system has hit an invisible but insurmountable wall: the cables. The reason is a “broken bridge”, since clean energy is born in the countryside, but does not reach the cities or factories because the transportation infrastructure does not exist or is saturated. The situation is critical. According to advance The Economistthe Spanish electricity grid has administratively “collapsed” and, for practical purposes, is closed to new projects. There is no longer room to accommodate new connection requests, which means that thousands of homes, data centers and industries are receiving a “no” answer when asking for a plug. Red Eléctrica’s technical documentation confirms this paralysis with endless lists of nodes submitted to a capacity contest, from Algeciras to Arrigorriaga, evidencing a blockade that runs through the entire peninsula. The “D-Day” that never came. The trigger for this crisis has a date and time. The electricity sector was anxiously awaiting February 2, 2026, the day on which the National Markets and Competition Commission (CNMC) was to publish the new access capacity maps, the “traffic light” that indicates where there is more consumption. But the maps did not arrive. In a last-minute maneuver, the CNMC has postponed the publication until Monday, May 4, 2026. The decision responds to a critical alert launched by the system operator (REE) on January 26: under the new and strict technical criteria, “approximately 90% of the nodes in the transportation network would have zero access capacity.” The problem is deeper. On the one hand, the application of the “dynamic criterion” has revealed that more than 9 GW of already authorized demand—mainly data centers and electrolyzers—might not be sufficiently robust against “voltage dips” (sudden drops in voltage), which forces the tap to be turned off for safety. On the other hand, consensus is non-existent: Red Eléctrica and the distributors they have only achieved agree on the reference values ​​in 26% of the interconnection nodes, a figure that in the case of some distributors plummets to just 11%. A traffic jam with real consequences. Far from being a mere dispatch procedure, it has devastating consequences for the real economy. The energy plug has become the new brake on brick: Last year only 12% of connection requests for new urban developments were granted. The Asprima employers’ association estimates that some 350,000 homes are at risk of not being able to be built, not due to lack of land or money, but due to the simple lack of electrical power. The impact has specific faces. An example that they expose in The Economist is that of the Costa del Sol, where the delay in the construction of a substation in Estepona and its associated line keeps the quality of supply and the connection capacity of a total of 72 families in suspense. The investment war. There is a chronic lack of investment in basic infrastructure. While Europe invests on average 70 cents in networks for every euro of renewable generation, Spain remains at just 30 cents. This has unleashed an open war. The large electricity companies (Aelec) accuse Red Eléctrica (Redeia) of having invested below what was planned, causing the current precariousness. Redeia defends himself forcefullyensuring that it has quadrupled its investment to exceed 1.5 billion in 2025. In addition, the system operator uses devastating quality data to deny the poor state of the network: the average annual interruption time is just 0.46 minutes, a value 30 times better than the 15 minutes required by regulations. The speculative bubble. Amidst the chaos, speculation flourishes. The CNMC is finalizing a complete report—a kind of “forensic” audit—to put order in the system. According to Expansionthere are access requests for 67,100 MW, an exorbitant figure that is equivalent to half of all the installed power in the country. The regulator suspects that there are massive duplications and “ghost” projects that hoard nodes for the sole purpose of reselling permits, blocking access to real industries. Three months of heart attack. Given the seriousness of the scenario, the sector now faces a three-month truce, until May, to try to avoid the total closure of the network. Express legal route. The recent Sustainable Mobility Law has introduced an “emergency mechanism” which allows changing the purpose of positions in substations. That is, unlock spaces reserved for generation that are not used and assign them to consumption quickly. “Amnesty” for Data Centers. To prevent the flight of digital investment, the Government has activated a grace measure for 2026: has eliminated the requirement that forced data centers to consume in “off-peak hours” (at night) to receive aid, recognizing that solar energy has changed the reality of prices and that said requirement no longer made technical sense. Cost for the citizen: fixing the network it won’t be free. The proposal for 2026 includes an increase in tolls (4%) and charges (10.5%) in the electricity bill to finance these investments and the “reinforced mode” of operation, necessary to guarantee stability after the incidents of 2025. Crisis of institutional trust. Despite the extension, legal uncertainty is latent. Electricity companies fear that industries that already had access granted they can lose it when applying the new, more restrictive criteria. Óscar Mosquera, sector expert, warns on LinkedIn about a “regulatory breakdown.” “The network is no longer just infrastructure, it is an institution,” says Mosquera. His diagnosis is lapidary: “A system that invites investment and then does not connect is not prudent, it is incoherent. That is the true country risk.” While the administration looks for solutions, real demand does not wait for the bureaucracy. Joaquin Coronado highlights that the electricity demand It has grown by 3.7% at the start of January 2026, exceeding the official forecasts of the CNMC itself. The Spanish economy tries to accelerate, but physical reality prevents it. A country disconnected from its own future. Spain finds itself at an ironic and … Read more

the plan to turn Asturias into the great energy shipyard that Europe no longer knows how to build

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For decades, the West operated under a mirage: believing that making things was no longer relevant and that the future lay only in software. However, China has woken up Europe of that dream, showing him that national sovereignty depends, ultimately, on knowing how to melt metal. Now that “bath of reality” has just docked in Asturias. The Port of Gijón, El Musel, has ceased to be just a strategic enclave for local coal and steel to become the epicenter of a global ambition. The Asturian group Zima and the Chinese giant Dajin Offshore they have sealed an alliance to build a foundation plant for offshore wind. However, there is a problem and size does matter, a lot. The landing of a colossus. Dajin and Zima have signed a Memorandum of Understanding (MoU) to develop a facility that will not only manufacture components, but will function as a port for marshalling —the logistics area where these pieces are collected and pre-assembled—. As detailed in The Economistthe objective is to supply the European market and alleviate bottlenecks in the sector. Dajin is not just any actor. As detailed in local media, It is the largest Chinese private manufacturer of offshore wind structures. This alliance will reinforce the strategic role of the region in the European energy transition. The Gordian knot: the crisis of space. Zima’s initial project occupied 153,753 square meters on the North Pier. However, the entry of Dajin changes everything: the multinational need more space. Making XXL “monopiles” is not like making cars. According to technical data provided by Energetica21Dajin has the capacity to manufacture structures up to 12 meters in diameter, 120 meters in length and 2,500 tons in weight. “Moving and storing these steel cylinders requires massive esplanades that are currently compromised,” warn industry sources. in LNE. El Musel finds himself facing a puzzle. The land requested by Zima borders Ionway’s future battery plant. As LNE explainsthe Port Authority is studying with “the best disposition” how to meet this demand, either by extending towards the sea or looking for non-contiguous plots. An “Electrostate” in the Cantabrian Sea. To understand this project you have to look at the global context. Today, China builds 74% of the planet’s renewable energy. By settling in Gijón, Dajin brings what the West has lost: heavy industrial capacity. As Miquel Zorita, director of Zima, points out, in The Economistthe desire is to integrate local suppliers. This is vital because European wind turbine manufacturers such as Siemens Gamesa or Vestas are going through a deep profitability crisis. Chinese technology in Asturias could be the necessary oxygen ball, even if it is under a foreign flag. The industrial clock against the bureaucratic clock. The success of this operation will not be measured only in the millions of euros of investment or in the jobs created, but in the size of the facilities it will depend exclusively on the space they obtain in the port. Asturias has before it the opportunity to stop being a “quarry” of resources and become a center of high added value. But, as Craig Tindale’s thesis warnsa civilization that sacrifices its material base ends up losing its independence. Gijón is redesigning its map; Now it remains to be seen if El Musel has enough soil to support so much weight. Image | Bafpg and ShellAsp Xataka | Inspecting an offshore wind turbine no longer requires stopping it: the drone that uses AI to ‘x-ray’ moving blades

Thousands of workers were needed to build the colossal Golden Gate. Just to maintain it you need 200 people

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There are few symbols as recognizable of the United States as the golden gatethat colossal orange bridge inaugurated in 1937 that crosses the San Francisco Bay. And no wonder: 1,280 meters of bridge hanging on two 227-meter-high towers with 600 thousand rivets each. It enters through the eyes and also, it also sounds. The subject of countless photographs and an extra in numerous films and series, it is also the place chosen by many people. to end his life. The colossal construction of the Golden Gate. When the Golden Gate opened almost a century ago, it was considered an architectural landmark that combined engineering and modernity. And no wonder: the work lasted more than four years, cost more than 35 million dollars (from the 1930s) and the construction techniques were cutting-edge. However, they faced challenges such as the turbulent currents, the hurricane winds and the dense fog in the area. Not to mention its proximity with the San Andreas and Hayward fault. One of the solutions was to make the structure of the Golden Gate something dynamic and not rigid, which allows it to better deal with wind and tide (literal). In addition, it is designed so that the two towers absorb the tension generated by the passage of vehicles through the suspension cables. One of those towers had to be built in the middle of the open ocean, something exceptional at the time. High turnover and a lot of security. Although its construction is carefully documented and there is an extensive graphic archive, there is no record of how many people worked on its construction beyond the fact that there were 10 contractors with their respective subcontractors, there was a lot of turnover (note: we were in the context of the Great Depression) and that at the peak of the work there were hundreds of men working, with critical roles such as structuralists, divers, spinners to weave the cables and painters and riveters. Unfortunately, 11 people died during this imposing construction. And this despite the fact that its chief engineer, Joseph Strauss, stood out for its commitment to job security: They installed a safety net under the bridge that would save those 19 workers who became part of the Halfway-to-Hell club (halfway to hell). 200 people for maintenance. Although the exact figure is unknown precisely due to the turnover and number of contractors, there are estimates which point to figures between 4,000 and 8,000 workers who participated directly in the construction between 1933 and 1937, which seems plausible. What is most striking is that for its maintenance about 200 workers are needed among engineering professionals, metal workers, painters, mechanics, electricians, communications technicians, street and garden maintenance, among others. The maintenance team. In the age of AI and automation, San Francisco Bridge Maintenance pulls trades with a multidisciplinary team led by a captain who oversees patrol activities 24 hours a day. As a curiosity, since 1937 there have been 11 captains. As a summary, these are the main positions and their functions: Painters and metal workers. They work at height and in confined spaces. They are responsible for painting, sandblasting old paint, and repairing corroded steel and rivets. Structural Engineers: They carry out visual and sensor inspections of each of the thousands of rivets and cables, in addition to ensuring the operation of the machinery. Safety and Traffic: With a flow of 100,000 vehicles daily, accidents and breakdowns are the order of the day. It is a 24/7 operational service to avoid collapsing the city. Why so many people. As we have seen in the previous point, maintenance logistics is specialized and has a certain complexity being at altitude, it requires always being available and the environment is aggressive. Paint the Golden Gate It has its own, hence it has its own section within the bridge website. To begin with, it is not painted every so often, but rather it is painted continuously and in parts. And maintenance is selective and based on priority: it is a battle against corrosion. The combination of the humidity of the Pacific and its high salinity is a ticking time bomb for steel. Although they chose the International Orange tone because of how well it integrates with the environment and its visibility, this paint protects the steel from UV rays and humidity. On the other hand, inspections of its expansion joints and seismic dampers are frequent to ensure that it can flex without breaking due to vibrations and earthquakes. In Xataka | More than 2,000 people had committed suicide at the Golden Gate. The solution has been as simple as it is shocking for those who throw In Xataka | In 1976 Boston built its most amazing skyscraper. Until its windows became lethal guillotines Cover | Photo of Maarten van den Heuvel in Unsplash

Madrid needs to build thousands of homes as soon as possible. So you are already testing prefabricated wooden modules

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A while ago (not so long ago) “prefabrication” and “wood” were words that took a back seat in the jargon of large construction companies. The prefabricated houses carried certain negative nuance and the wood sounded like a past material, more typical of other times than the era of concrete, steel and glass. Little by little that is changing and Madrid is the best example: as part of its policy to create affordable accommodation, the City Council has just inaugurated its first promotion built “in wood with prefabricated 3D modules.” And he already warns that he will not stay there. What has happened? That the Madrid City Council just opened a new promotion of affordable rental municipal housing. Fifty two- and three-bedroom apartments with storage rooms and 78 parking spaces. Until then, nothing out of this world. If the news is interesting it is because this work is not the same as others of the Municipal Housing and Land Company (EMVS). in words of the Consistory, it is “the first public housing development in Madrid built in wood with prefabricated 3D modules.” What exactly have they done? The work in question is called ‘Iberia Loreto 1’is located in the district of Barajas and has been carried out with an investment of 14.6 million euros. In total it includes 52 homes (16 with two bedrooms and the remaining 36 with three), as well as 78 parking spaces. Overall, the promotion is distributed in two blocks separated by a green area. The work stands out, however, more for its execution than for what it offers. Those responsible have resorted to “industrialized wood construction”; That is, they have used wooden modules previously created in a factory. Why is it important? Because with this bet, Madrid joins other developers who (inside and outside Spain, both in the public sphere and in the private sector) have been betting in recent years on that same strategy: industrialized construction. Australia has done itfor example, to shortcut your serious crisis of housing, and the model is also viewed with interest in Portugal either USA. In other countries, such as Japan, it is already fully settled. In Spain, data from the sector suggest that industrialized housing still has a reduced weightbut companies note a growing interest. In the Basque Country it is seen as a way to reinforce the offer and recently we told you how in Zaragoza they have raised a new hotel with prefabricated modules. Why’s that? Due to its advantages, something that is responsible for highlighting the Madrid City Council. The City Council recalls that Iberia Loreto 1 has been completed in less than a year and a half. 17 months have passed between the laying of the first stone and the completion of the work. In general, speed is one of the great assets of the industrialized modelwhich consists of manufacturing modules (more or less assembled) in a warehouse that are then moved to the construction site. It may seem like an unimportant change, but it implies that part of the work is done in the factories, not on the site itself, which helps to speed up the works, cut times and even reduce workplace accidents. At the end of the day, workers go from scaffolding to factories. “It does not eliminate occupational risks, but it does allow us to reduce them without giving up technical quality or architectural design,” they claim from The Concrete House. And what will Madrid do now? The Iberia Loreto 1 experience seems to have been good enough for the City Council to consider taking it further and continuing to support it. “After its success, the municipal company is going to take a decisive leap by promoting the construction of 800 homes developed with this system,” advance from the EMVS before insisting that the city “will continue to advance industrialized public construction.” “It allows us to shorten deadlines, reduce the environmental impact and offer more efficient homes.” How much do you want to build? Its objective is to raise more than 760 new industrialized public housing. 170 will be built in the districts of Barajas, Moncloa-Aravaca and Villa de Vallecas. The remaining ones will be deployed in Vilcálvaro (Los Ahijones and Los Berrocales) within the framework of the Suma Vivienda Plan, so they will be developed through a public-private collaboration formula. In total the Consistory assures that in 2026 work will begin on 2,500 new homes for affordable rental through EMVS. To be precise, it talks about 22 new developments in various districts of the capital and remembers the nearly 1,600 apartments in the first phase of the EMVS Suma Vivienda Plan. Images | Madrid City Council and Municipal Housing and Land Company In Xataka | The Government wants to put 1,600 public and affordable homes for rent. Rental Insurance wants to keep them

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

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

The real reason why Musk, Bezos and Pichai want to build data centers in space: bypass regulation

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The construction of data centers is proliferating so much that although the largest in the world They are in Kolos (Norway), in The Cidatel (United States) and China, you can find them now even in Botorritain the province of Zaragoza. The limit is the sky. Or well, not even that: because Silicon Valley has been put between eyebrows set up data centers in space. And the main big tech companies are making moves to achieve this. Former Google CEO Eric Schmidt bought rocket company Relativity Space with that objective. Nvidia has supported the startup Starcloud in its project to launch the first NVIDIA H100 GPU into space a few weeks ago and Elon Musk has even condensed how he would do it in a tweet: “It will be enough to scale the Starlink V3 satellites, which have high-speed laser links.” He when Jeff Bezos slipped it in a prediction at the Italian Tech Week: We will see “giant training clusters” of AI in orbit in the next 10 to 20 years. The moon is a gift from the universe The next question would be “why?”. The reality is that there is no shortage of reasons. AI is a real energy guzzler and as demand does not stop growingspace offers a couple of differential advantages over Earth: almost unlimited energy and free cooling. On the one hand, in space we have a sun-synchronous orbit where solar panels receive energy almost continuously. On the other hand, you can install a radiator so large that the space functions as a kind of ‘infinite heat sink at -270°C’. The enormous amounts of water essential for cooling on Earth would not be needed. Let’s face it, today there are no plans to have data centers in space. But not too far away: University of Central Florida research professor and former NASA member Phil Metzger esteem that perhaps within a decade it could be economically viable. But its viability is so clear that it considers that taking AI servers into space are “the first real business case that will give way to many more“in the face of a future human migration beyond Earth. So for now, they try it on Earth. Consequence: that Donald Trump declare an energy emergency due to the enormous electricity demand expected for the coming years. As the power grid catches up (or tries to), AI companies have decided to move from a passive to a proactive position: Meta is going to become an electricity marketer. xAI by Elon Musk is using gas turbines as energy sources temporary. OpenAI is pushing to the United States government to lend a hand to electricity companies to add 100 gigawatts per year. That figure doesn’t say much, but it is astronomical: what OpenAI is asking for is that The United States built almost an entire Spain (around 145 GWh considering the 129 GW consolidated at the end of 2024 plus the solar and wind deployment of 2025) every year and a half in terms of infrastructure. AI is growing faster than electrical bureaucracy is advancing How could the Trump Administration help? With the eternal bureaucracy. Because on Earth they face great technical challenges, but they also face a legislative wall. To have more energy, the simplest and most immediate step is to build new power plants, but that means successfully going through the tangle of procedures that slow down the process. There is only one small problem: that in the United States depending on technology, it can take five to ten years… if you’re lucky. Interconnection to the grid alone can take six years, successfully overcoming an interconnection queue with more than 2,000 GW in projects who are already in line. Then, up to four years of federal and environmental permits to end in another couple of years for state and local licenses that must come to fruition. ‘Permit Stack’ they call it. And the journey does not end here: they must also avoid andthe citizen movementNot in my backyard‘ (not in my backyard, kind of like “yes, but not in my house”), which has already backed down the Battle Born Solar Project (Nevada), which was going to be the largest solar plant in the United States, or Danskammer gas station (New York), among others. This can delay the operation even further as rights of way must be negotiated with individual owners who may refuse, going through the courts again. The never ending story. To avoid processes NIMBY that last fifteen years or more, companies like OpenAI or Microsoft are buying plants that already exist, such as Three Mile Island, which is going to reopen only for Microsoftinstead of trying to build new ones from scratch. Amazon has also signed infrastructure that is already on the network like the Talen Energy Campus and it has partnered with Dominion Energy and X-energy to develop mini reactors (SMR). SMRs are also Google’s solution, in this case thanks to an agreement with Kairos Power. Everything is to avoid that tangle of ‘Permit stack’ procedures that in practice and according to estimates, makes it is faster to opt for the space route to build a power plant on the old, familiar Earth. At the end of the day for AI companies “The moon is a gift from the universe”, as already Jeff Bezos glimpsed. In Xataka | Musk has created the perfect circle: Tesla’s megabatteries power the AI ​​that will define its next cars In Xataka | Researchers have dismantled the batteries of Tesla and BYD. You already know which one performs better and is much cheaper. Cover | İsmail Enes Ayhan and NASA

A British MP did not have permission to build a house in the countryside so he was left with only one option: dig it up

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Housing is one of the main problemsnot only because of the scarcity that makes its price skyrocketsbut because, even if you already have a plot on which to build the house of your dreams, urban planning and environmental legislation will not always allow you to build it. That is precisely what happened to British MP Bob Marshall-Andrews in the late 90s, when he wanted to build a house with sea views in Wales, but faced a huge dilemma. Environmental regulations did not allow him to erect any buildings since it was a natural space. There was only one way out so that your home was legal: dig it out. A house in a hole with sea views As and how did he count Wales Onlinelawyer and Labor Party MP Bob Marshall-Andrews and his wife Gill wanted to escape the bustle of the city and enjoy the leisurely pace of the waves crashing into St. Bride’s Bay on the Pembrokeshire cliffs in the far west of Wales. For years, he and his family had been spending vacations in an old military barracks. on Druidston Cliffuntil the structure began to deteriorate and the need to build something new became apparent. That’s where his problems began. The land of the MP and his wife Gill is located about 150 meters from the sea, in the heart of the Pembrokeshire Coast National Park, a protected area since 1949 that covers more than 300 kilometers of coastline with cliffs, open beaches, sheltered bays, marshes and dunes. In this environment, the authorities have been traditionally very strict: the neighbors considered practically impossible to obtain permission even for small glazed extensions in existing houses. To comply with the regulations and still stay in that place, the only way was to literally hide the new house underground, excavating the land and taking advantage of the natural ridge of the cliff as part of the construction. The idea came from his son Tom, who thought it would be a good idea to integrate the house into the landscape by excavating it between two hills. The result was Malatora semi-buried house, almost invisible from afar, which today has become one of the most striking examples of architecture integrated into the landscape of the Welsh coast. So much so that it even has your own reference on Wikipedia. A crazy idea that ended in genius The British parliamentarian left the commission to the architects Jan Kaplicky and Amanda Levetefounders of the Future Systems studio, had a central premise: to obtain legalized housing that would not give arguments to those responsible for the park. to deny license. To avoid any feeling of privilege towards a parliamentarian, the project was planned from the beginning as a construction that would not compete with the landscape, but would hide in it and reduce its visible impact to a minimum, just as Tom, the son of the owners, had proposed. Thus, the architects chose build downexcavating the hill instead of raising a traditional construction, so that the house will be buried under a cover of earth and grass that continues the shape of the hill. This strategy is reminiscent of ancient techniques from northern Scandinavia, where layers of earth and grass were accumulated to form thick walls with good thermal inertia and great camouflage capacity in the terrain. The designers were inspired by the wing section of an airplane for its visible part. The façade facing the sea is resolved with a large glass plane and portholes, while the upper part and sides are buried and covered with grass and vegetation, so that from the park path the house is perceived as a simple mound covered with grass. This extreme integration with the landscape It was decisive for the local authorities to give their approval, since the construction does not break the undulating line of meadows and bushes nor does it introduce visible plot limits, fences or gardens separated from the rest of the park. Furthermore, technically, no construction had been “raised”. Inside, the curved floor plan is organized around a central fireplace, inspired by the great medieval halls. A large semicircular sofa and prefabricated walls that separate the rooms of the house without touching the ceiling, reinforcing the feeling of continuous space. Respect for the environment was taken to the extreme even during its construction, as many of the internal elements, including the bathrooms, were manufactured in workshops and brought in small pieces to the plot. A decision designed to reduce heavy truck traffic to a minimum on a narrow road adapted to the orography of the cliff. The house soon became popular in the area and, given its peculiar design, the locals have baptized it as “the Teletubbies house” due to its resemblance to the half-buried house from the children’s series, a nickname that its owner receives with humor. In Xataka | Of all the places there were to build a $400,000 house, this millionaire chose the most unusual: in a tree Image | Geograph.org (Cered, Deborah Tilley, Simon Mortimer, Michael Graham, Dave Challender)

Ryanair thought it could build loyalty with a subscription service. Until you’ve remembered what your real business is

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“It has cost more money than it generates” With a brief note and the statements of Dara Brady, CMO of the company, Ryanair has confirmed the closure of Prime, the membership program that sought to retain its customers with advantages that have generated greater costs for the company than benefits. The subscription service of the company has not lasted even a year before its cancellation. Surgical. A test, some results eight months later and a decision: close Prime. Ryanair has confirmed that it is closing its subscription program just eight months after it was launched on the market in a decision that is as firm as it is clean. Subscribers will maintain their benefits but those who had not signed up until last Friday, the 28th, will now no longer be able to do so. They report on the company’s website that customers will maintain their benefits “of exclusive savings on flights and seats for the remaining 12 months of membership.” However, the company’s Prime program already has its days numbered. two million. It doesn’t seem like much for a company like Ryanair, but it speaks volumes about the rigorous cost control that the company manages. The statement includes the words of Dara Brady, CMO of Ryanair, who points out that the program has collected 4.4 million euros in subscriptions but that the benefits delivered are greater than six million euros. That is, in the eight months in which the service has been active, the company has lost less than 250,000 euros per month in the new program. Doesn’t seem like much for a company that has obtained 2,540 million euros in the first quarter of 2025. What did they offer? In its announcement last March, Ryanair offered the following benefits For your subscribers: Priority sale on selected flights Exclusive discounts for some flights Free seat selection for the member and one companion To access these benefits, the client had to pay 79 euros per year. According to the company’s accounts, seat selection alone already amortized the investment from three flights a year. With four flights made per year, we would be amortizing 26 euros on average. The subscription extended for a maximum of one year or 12 flights per year. In addition, I had travel insurance to cancel flights due to injuries or illnesses, the delay of other flights or theft of luggage. Of course, those over 70 years of age were excluded from sickness coverage. Unattractive. “With more than 207 million passengers this year, Ryanair will remain focused on offering the lowest fares in Europe to all our customers, and not just this group of 55,000 Prime members.” The closing of the press release published by the company is a clear confirmation of what happened. The most attractive thing that Prime offered was that the customer could choose (and save money) in the choice of seats but it did not even guarantee that two passengers (one being “non-Prime”) could travel together. It is an incentive that has not been attractive enough for a company where the customer looks for the cheapest way to travel and chooses to add services little by little, depending on how much money you are willing to pay. Nothing premium. Ryanair’s test has convinced the company that it has no room to delve into policies that bring it closer to premium or higher-cost companies. Many of the airlines with higher prices offer cards or loyalty services to keep their customers retained, but this way of acting has not caught on among the Irish company’s customers. The reasons are obvious. When someone chooses Ryanair it is because they expect the lowest possible price for a short flight. And you are willing to sacrifice by traveling with less luggage or accepting 100% digital boarding. You either take it or leave it. And Ryanair knows that the customer will leave it when the competition offers that same flight at a cheaper price. On the other hand, customers who are loyal to higher-cost companies obtain other advantages that do receive greater attention on flights of higher cost and time. For example, loyalty cards companies like Iberia They allow access to VIP lounges or priority boarding, secondary values ​​for those who aspire to travel through Europe at the lowest possible price. To this we must add that the high price paid for the ticket ends up subsidizing these companies for the economic effort they have to make to deliver the benefits to their customers. Photo | Markus Winkler In Xataka | Now we know why Ryanair charges its passengers for everything: it is the key to having a profit of 2,540 million euros

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