clear

Argentina is clear that Argentina had to give away Argentina’s fourth World Cup. And no one in Argentina is very clear why.

by

“Let’s forget about everything. Let’s just play. Let’s just think about playing, people” With these words Leo Messi tried to raise the morale of his teammates before taking the Met Life Stadium field on July 19. In the scene you can see Enzo Fernández crying and Lisandro Martínez also congested. The video cuts off. It is, probably, the first video that begins to unleash the madness. The first one after Spain’s victory against Argentina to proclaim herself as World Champion is used to begin to suspect that something has happened, that something strange has escaped us. That the World Cup final is rigged. Why, by whom and how is something for which no one has an answer. What is certain is that some Argentine fans, YouTubers and certain press have combusted. “There is no doubt, they gave him the order to lose” “There is no doubt that the Argentine National Team was given the order that it had to lose. As a psychologist, I am trained to see and hear what was not said. And in Sunday’s game I saw strange things. They treated us like fools and put on a show” This time the words are an Argentine fan who claims to be a psychologist, an expert in gestural language and “not to talk about conspiracy theories.” He does not understand that “strange injuries” occurred or the approach and changes of Lionel Scaloni, Argentine coach. Click on the image to go to the original tweet The reason for this fan was clear: Fifa had to crown a 19-year-old world champion (Lamine Yamal) because that sells more than a champion Argentina “with a Messi who has already earned money and who is coming to an end.” The idea that Argentina could not win this World Cup because it played with Messi is somewhat funny because it has its counterpart in all the theories that pointed out that, precisely, Argentina had to win because it was Messi’s last World Cupthe best story for a competition that has shone for its individuality and for its own American commercialism. What we can praise about the previous video is the calmness with which the fan speaks. “I have no proof but I also have no doubt that they sent us to die in the final”assures this other fan who links the final lost by Argentina with the end of Italy 90a competition in which Argentina lost against West Germany when it arrived as World champion after Mexico 86. Of that match, Diego Armando Maradona said that Grondona, then president of the AFA (Argentine Football Association), had already warned them that they had no chance of winning the final because the designated referee was Mexican. “We were dedicated,” Maradona repeated in this interview. Comparisons with that final have been repeated for the obvious bridges that can be built between both games: Argentina competing against a European team after becoming champion and its star playing, supposedly, his last game with the national team (Maradona would return for United States ’94). But the accusations of fixing have been growing and slowly getting out of hand: “Everything that was predicted on the cover of The Economist magazine came true. We live in a simulation, everything is timed. I don’t know if they have a time machine. If they also know how to manipulate the energy of the mind worldwide so that what they want to happen happens…” For example this video from another fan in which he proposes “we continue feigning dementia, accepting that everything is written and we live in a simulation.” Click on the image to go to the original tweet For this other fanit is clear that “they were squeezed” because there were snipers in the stadium. Reasons are not known but This talk show does put them on the table: It was all a plan by Florentino Pérez, Atlético de Madrid, Giani Infantino, Donald Trump and the United Kingdom. The basis on which this theory is based is that Argentine players who play in Europe were threatened with losing the final. “They robbed us again (…) they turned us around and the best player told his teammates. The guy who headbutted England (Lautaro Martínez, who did not play in the final), the most important goal from the hand of God or the greatest goal in history (the two that Diego Armando Maradona scored against England in Mexico 86)… was he banned from playing? (…) No one will ever tell the secrets of football. Neither Messi nor Chiqui Tapia (president of the AFA). Do you know why? Because they were squeezed. And this is going to cost me dearly. Yesterday they squeezed Argentina like with the Malvinas, like with wealth, like the hectares sold in Bariloche. Yesterday it was sold to the Argentine team and it was not sold by the Argentines, nor by Chiqui Tapia, nor by Messi, nor by Scaloni, nor by the players. Because we put ‘the Malvinas are Argentine’ on a flag that two Argentine blacks took who if they weren’t footballers they would have to leave their lives in the Malvinas. Let them tell it to me however they want Click on the image to go to the original tweet One of the ideas that has been repeated the most in recent days is that Argentina lost because the designated referee was European. A decision that had its controversy before the final (It was even rumored that an Iranian referee would whistle the match) However, in this other gathering Another reason was pointed out why Argentina would have had to let itself lose. Eduardo Feinmann, well-known journalist in the country for his controversial interventions on politicsrejected the idea floated by one of the members that Argentina had sold the final in exchange for the FBI not arresting Chiqui Tapia. And the AFA is being investigated for an alleged diversion of money to two associations that operated in the United States. Click on the image to go to the original … Read more

The EU has hit AliExpress with a record fine. And make it clear that the next one could be even bigger.

by

The European Commission has fined AliExpress with 550 million euros for allowing the sale of illegal, unsafe and counterfeit products on its platform. It is the highest penalty ever imposed under the Digital Services Act (DSA)the rule with which Brussels forces large online platforms to monitor what is sold and published on them. The investigation, opened in March 2024, concluded that AliExpress’s detection systems “were not working properly”: many illegal products passed through undetected and others remained on sale even weeks after being identified. Why is it important. It is not the first time that the Commission takes out the checkbook against a Chinese platform. In May he fined Temu 200 million for similar violations, and in December of last year sanctioned X with 120 million for their misleading payment verifications. AliExpress now takes, by far, the hardest hit of the three. Technology Commissioner Henna Virkkunen has been blunt: The sale of counterfeit clothing, dangerous toys and toxic cosmetics “is not an inevitable cost of shopping online”, but rather “a failure” of AliExpress itself when it comes to fulfilling its obligations. According to its own data, AliExpress has 193 million users in the European Union, ahead of Shein (156 million) and Temu (130 million). One in five Europeans shops at least once a month in one of the three. Between the lines. The Commission’s report does not describe a specific failure, but rather a poorly dimensioned system from its roots. AliExpress misjudged whether it had enough staff to review suspicious products, underestimated how poorly its own detection system was working, and failed to evaluate how its recommendation and advertising algorithms were helping to spread illegal items. The “brand authorization” mechanism, designed to curb counterfeits, has been very easy for sellers to circumvent. And when the platform did sanction a merchant, the penalty did not prevent them from continuing to sell the same thing shortly after. Yes, but. AliExpress assures that the fine is “disproportionate” and that it will appeal. It maintains that it has invested substantial resources in product safety and that the decision ignores the “proactive improvements” introduced after the first notice from the Commission, just over a year ago. That nuance matters because the sanction comes after AliExpress escaped a fine in 2024 by pledging to strengthen its controls on medicines and other potentially dangerous products. Brussels has now decided that those promises were not enough. The context. The DSA allows fines of up to 6% of a company’s worldwide turnover. With the 122,000 million euros that Alibaba invoiced last yearthe legal ceiling would be around 7.3 billion. The 550 million applied are far below, something that the Commission itself attributes, in part, to the fact that the standard is still relatively recent. And now what. AliExpress has until October 20 to present a plan to Brussels to correct the deficiencies detected. The Commission will review this proposal in December and, if it considers it insufficient, it may impose additional periodic sanctions, not just a single fine. The underlying message for the rest of the Chinese platforms operating in the European Union, with Shein under open investigationis that size no longer serves as a shield. “Scale is not an excuse,” Virkkunen summarized. In Xataka | EU tariffs have made it impossible to buy on Aliexpress and Shein: in a few months it will be even more complicated Featured image | Xataka

Faced with the dilemma of whether long or short vacations are better to disconnect, science has a very clear answer.

by

Spain is not only divided into ‘with and sincebollists‘. If we talk about vacations, there is another dilemma that confronts people and even causes tensions between co-workers: Is it better to enjoy a long break, an impasse of several weeks that allows us to forget about the stress of the office and (hopefully) take a trip to some distant destination, or is it preferable to dose the 30 calendar days of rest that corresponds to us by law to take small getaways? If you ask your colleagues, you will probably find supporters of one or the other, but things change when you consult the experts. They are clear about it. “Long vacation or short vacation?” The question is not ours. It was launched a few days ago by doctor Antelm Pujol in a tweet which already has hundreds of thousands of views and has been shared more than 600 times, which demonstrates, among other things, that the topic generates interest. And it’s quite understandable. As a general rule, those of us who work in Spain have at least 30 calendar days (or 22 working days) of vacation, a limited time that we must manage correctly if we want to get the most out of it. So, what is best to disconnect? Should we take three weeks at a time to go to Cancun or Thailand or should we take several five-day getaways? Click on the image to go to the tweet. A matter of taste, right? More or less. Factors such as family balance, the budget managed by each person or personal tastes come into play in the decision: there are people who love to get away from their office for weeks and others who feel the house collapse after four days of vacation. However, if what we are looking for are scientific answers, things change. A quick Google search arrives to find research and experts who agree on which of the two options is more ‘intelligent’ or, at least, offers a better strategy to obtain the greatest possible rest. What option is that? Do not enjoy all the days of rest at once, but segment them over several months. “Taking more frequent vacations could be a better strategy to maintain well-being,” Pujol shares in his tweet. He doesn’t talk just to talk. In the same post he quotes an academic study published in 2012 in Journal of Happiness Studies in which three psychologists from the Radboud University (Netherlands) examine what impact vacations have on employees’ health and well-being. It is interesting because they focus on aspects such as the duration of trips, the quality of sleep or the organization of activities. And what did they discover? After interviewing a group of workers who went on a trip for an average of 23 days, the experts analyzed how their sense of well-being evolved. And one of the aspects they paid the most attention to was the length of the vacation. Were people happier the more time they spent offline? Did the feeling of relaxation and happiness ‘hit the ceiling’ at any point? Is a long vacation always a better vacation? The answer is no. The health and well-being of study participants increased during the first eight days of vacation, a trend that became especially pronounced between the fourth and eighth days of vacation. From there the evolution was not so clear or positive. “In summary, health and well-being levels improved rapidly over the holiday and peaked on the eighth day,” synthesize psychologists from Radboud University. Did you find out anything else? Yes. They also discovered that throughout the first week of returning to work “levels of health and well-being decreased and resembled baseline levels prior to vacation.” In short, the relaxing effect of the vacation fades after seven days. It may sound demoralizing, but it is an important nuance if what we are looking for is a strategy to get the most out of our 30 days of vacation. If relaxation reaches its peak on the eighth day and its effect on our mental health is lost shortly after returning to the office, isn’t it better to divide them into short breaks? What do the experts say? “Short, frequent vacations have a more positive impact than long, infrequent vacations. The bottom line is that you don’t need a whole month to see significant benefits because longer vacations don’t improve well-being more and they don’t make the benefits last longer,” explains to Men’s Health Marcos Vázquez, disseminator. “Taking seven to ten days off more frequently seems to increase well-being the most.” Does it only matter how much? Not at all. The how also matters (and a lot). It’s not just about whether the vacation lasts more or fewer days. If what we want is to disconnect, relax and increase our sense of mental well-being, we must take other important issues into account. For example, hours of sleep. The Dutch psychologists found that, on average, the subjects in their study slept 7.4 hours at night while on vacation, almost an hour more than what they normally did when they worked (6.7 hours). It is a fundamental detail because the experts confirmed an evident relationship between the duration and quality of sleep and the levels of well-being and health recorded by tourists. Is it the only study on the subject? No. The effects of vacation length they have analyzed them other experts such as Rui Cui, from the Shichuan Universityin China. In 2023 he published other paper in Tourism Review in which he notes an effect similar to that seen by his Dutch colleagues. “The regenerative effects were systematically greater in the group that traveled than in the group that did not. Furthermore, an inverted ‘U’-shaped relationship was observed between the duration of the trip and the regenerative effect of the vacation,” comment the Chinese expert. “A moderate duration had more intense regenerative effects than a duration that was too long or too short.” And before the holidays? In reality, it is … Read more

Europe wants to put an end to the particular Iberian exception of the Spanish train. And Spain has a clear answer: no.

by

There are investments and investments. More or less necessary. More or less large. But there are also more or less viable ones. And, of course, the Ministry of Transport considers that the European Commission’s proposal to change all roads from Iberian gauge to international gauge is anything but viable. And they have a good reason: 30,000 million euros. What does Europe want? In October 2025, The European Commission presented its project to cement, once and for all, the connection between Madrid and Lisbon with high-speed trains. After many delays, if the plans are fulfilled and both cities end up being united in 2030 with a single train, high speed will arrive on this line 20 years late. In the writing The bases that the routes must follow are reflected and there is an important paragraph in them: With the ambition to fully integrate the Lisbon–Madrid high-speed rail connection into the broader high-speed network in Spain and France, adopting the European standard nominal gauge of 1,435 mm is a key step. In this way, the competitiveness of long-distance passenger traffic will be strengthened. By connecting Portugal and Spain, and extending to France, the Lisbon–Madrid high-speed rail connection has a clear cross-border and Union dimension In it it is clear that we are talking about the Madrid-Lisbon line but on the occasion of this text, public entities must study the economic viability of migrating the railway network to the international gauge and definitively abandoning the Iberian gauge. The answer. No. Simple and concise. According to The Countrya medium that claims to have had access to internal documents of the Ministry of Transportation, the Government’s response to this migration is a resounding “no.” The reasons are as simple as that it would take 30 years of works and an investment of 30,000 million euros to reverse the Iberian exceptionalism of the Spanish and Portuguese train. In the documents that Spain will present to Brussels, it is specified that the matter is not viable in its entirety or in part since the possibility of installing “third threads or lanes to achieve mixed widths” was contemplated, they explain in the medium. No, no and no. They explain in The Country that the Ministry of Transportation rejects all the options that have been put on the table: Changing exclusively the lines of the European corridors: it would leave, according to Transport, more than 5,000 km of the network isolated. Implement a mixed width with third rails or threads: discarded due to the complexity of the work and the high maintenance cost Change all Iberian gauge roads: Transport considers it unapproachable although it has been the most studied option because it is ideal. What is this track width? Spain, since the 19th century it has lived in an Iberian exceptionality next to Portugal. Throughout this century, the railway was gaining followers all over the world. During its expansion, the lines were built with different track widths, taking into account the particularities of the terrain. In Europe, the number of tracks built with a width of 1,435 mm multiplied and ended up becoming established. Everything above it is considered “wide gauge” and below it as “narrow gauge” because those 1,435 mm were accepted as the standard. This is how the international gauge was born. In Spain, however, we chose to build our railway network on a track gauge of 1,672 millimeters, defended by three engineers who were entrusted with the task of projecting the future of the Spanish train. They argued that a wider track width allowed the use of more powerful locomotives and that this was essential in a mountainous country like ours. And the consequences? The consequences were immediate. Already in the middle of the 19th century From Portugal they asked Spain by letter to desist from building their roads with this new gauge because they would be isolated from Europe. And the problem, evidently, was greater for Portugal, which was dragged along by the Spanish decision. Spain, as you imagine, did not give up and now lives between three gauges of road: the international one (for about 4,000 km of high speed), the Iberian one (for 13,000 km of Cercanías) and the metric width (1,210 km for especially mountainous terrain). This is a problem for connectivity between tracks because trains cannot jump from one to another, except for the Talgo Avril. And it’s an advantage. At least for Renfe. And Renfe can take advantage of this particularity in some very specific points on the Peninsula. For example, in Madrid-Galicia, international gauge and Iberian gauge are used, already in the Galician part. Only Renfe has trains that can jump from one track gauge to another, so competition is eliminated. And the same will happen in Portugal. The connection between Madrid and Lisbon is being built on an international gauge but the Portuguese high-speed line between Lisbon and Porto will operate on an Iberian gauge. This leaves Renfe as the only company that could operate a Madrid-Porto train passing through Lisbon without the need to transfer. Now it is better understood why Renfe will invest in converting the Avrils fixed gauge on variable gauge trains and why Transportes believes that Portugal is a great market opportunity. Photo | Falk2 In Xataka | Renfe offers its juiciest contract: 4,000 million euros to buy trains. And everything indicates that he will not stay in Spain

Spain is going to have three heat waves in six weeks. AEMET is clear: it is no longer a wave, it is the climate

by

Spain has just signed its start to the warmest summer in the historical series. There it is nothing. Between June 1 and July 15, the average temperature was 3.3 ºC above normal. In these six weeks, we have suffered two official heat waves, an extreme episode that did not become extreme and, according to AEMETwe are already on the rise of the next wave this Sunday. So much so that the heat begins to be the least of it. The central question of 2026 is simple: if we cross the heat threshold three times in five weeks, isn’t something broken in that threshold? In Xataka "It’s brutal": Meteorologists have taken a look at the heat forecasts for next week and they are not optimistic The third wave does not exist yet. I don’t want to mislead anyone. AEMET has issued an information note (it is not yet a special notice) and this is because, although we know that there will be a generalized thermal rise, the criteria remain extremely strict. Spokesman Rubén del Campo talked about temperatures “extraordinarily high” and maximum temperatures of up to 44 ºC in the southern half. But the duration, extent and strength is yet to be defined. What is clear is that, if it were not, it would be just barely. That’s why what happens next week doesn’t change the general picture. Not only would it be three or four extreme heat episodes in six weeks, but some climatologists such as Jorge Olcina They also add the “Saharan advection at the end of May” and speak of four episodes in eight weeks. With old reference periods, we would probably be in those terms. But how explained José Ángel Núñez and Rubén del Campo On the agency’s official blog, the definition is not touched, precisely, to see things like what we are seeing. That is, what the threshold is doing is clearly showing that everything is changing. According to the agency’s own studybetween 2001 and 2025 Spain registered 91 heat waves compared to 43 in the period 1976-2000, and the days under the wave went from 210 to 510. This summer does not fit the threshold, it is true. But it fits perfectly with the trend. In Xataka Today the heatwave begins and the meteorologists are clear: "They paint coarse for the Mediterranean regions of Spain" And that’s the problem. The ISCIII MoMo system, the statistical model that indicates excess mortality, attributed 3,649 deaths to the heat last summer, the second worst figure of the decade. The problem here, as we pointed out a few days ago, is that in 2026 we will already we have spent half of that excess before the dog days begin (the worst part of summer). Meteorology has shown us that, at any moment, the situation can change suddenly. What remains is to wait, but the feeling that the world is changing faster than our adaptations to it has stopped being a fear and has begun to become something very real. Image | Meteociel In Xataka |Neither London nor the United Kingdom: the NASA map that reveals where the grayest sky in Europe is (function() { window._JS_MODULES = window._JS_MODULES || {}; var headElement = document.getElementsByTagName(‘head’)(0); if (_JS_MODULES.instagram) { var instagramScript = document.createElement(‘script’); instagramScript.src=”https://platform.instagram.com/en_US/embeds.js”; instagramScript.async = true; instagramScript.defer = true; headElement.appendChild(instagramScript); – The news Spain is going to have three heat waves in six weeks. AEMET is clear: it is no longer a wave, it is the climate was originally published in Xataka by Javier Jimenez .

Omoda and Jaecoo already sell more cars than Citroën, Nissan or Ford in Spain. And they are very clear that their secret is not in the price

by

In the first half of 2026, Omoda has sold 13,208 cars according to data from Anfac. Jaecoo has placed 6,590 units on the market. Between both companies there are only six cars on the market (the Omoda 5 and Jaecoo 5 have electric versions) but their numbers are higher than those of Citroën, Ford or Nissan, companies more than established in our country and that have been great bestsellers. AND Francesco Colonnesevice president of Omoda&Jaecoo Iberia, is very clear about why. Shot. “This year we will reach close to 40,000 units.” That is the objective they have within Omoda&Jaecoo for our country, according to Colonnese who has expressed his reading of the market in The Country. The numbers, of course, point to this because in the first half of the year they already touched 20,000 units, already close to just under more than 25,000 units with which they closed last year. The situation of Omoda and Jaecoo is just the certification that three Chinese companies have arrived in Spain to occupy a relevant position in the market. Its cars are the basis of the almost 14,000 units that Ebro has put on the market so far this year. BYD has already registered 22,860 units (double than last year). MG, the leader, is in a technical tie with last year, signing 25,137 units. And in Europe, which was still resisting Chinese brands, BYD already sells more cars than Citroën. “They have to get their act together”. The reasons why Colonnese believes that Chinese manufacturers are gaining ground in Spain are very clear: “European manufacturers have to step up. When someone arrives who raises the level of quality and technology in cars, you have to try to provide the same service; you can’t stay with what you have because, suddenly, you go from being super modern to super old, from technological to analog…” In his words, the vice president of Omoda&Jaecoo Iberia defends that price is not the only reason why its cars are growing at a devilish rate. “It’s not that the customer buys from us for 3,000 euros less, but because we provide double the electric range. Until the Chinese arrived, until we arrived, (the plug-in hybrids) had 40-50 kilometers of electric range, now they have 150 kilometers.” a good business. This defense of the plug-in hybrid makes a lot of sense for the company. At this time, Omoda has sneaked in the Omoda 7 and to Omoda 9 among the 10 best-selling cars with this technology in Spain. Cars that, as we told you in these tests (previous links), we liked for their low consumption and high technological load. Yes, but. Although Colonnese assures that its customers buy them for “the quality of our cars, which have technology everywhere, something that was not common in the sector”, the truth is that Omoda&Jaecoo, like the rest of the Chinese brands (five of the 10 best-selling plug-in hybrids in Spain are Chinese), offer products much cheaper than the competition. Equal equipment, as we tell in this BYD Seal U testthere is no possible comparison with other models. But part of this advantage in the market comes because Chinese cars with combustion engines, unlike electric cars, do not pay the extra tariffs that were imposed in 2024. They have become, as we already warned, the Trojan horse with which to quickly gain market share. The times. What is indisputable is that Chinese manufacturers are monetizing investments and arrival in our country in record time. Their cars offer a more technological image that quickly adapts to current customer tastes. That, in a world that advances at a devilish pace, is key because a car has been designed for a decade if we add the development time and the time that this car had to be on the market. From Chery (owner of Omoda&Jaecoo) they have long defended that That ability to adapt and solve problems is key. Instead of launching a car that is as refined as possible but developed over years, what Chinese manufacturers prefer is to launch a very solvent product and apply subtle changes if necessary in record time. These very short development times are what are dynamiting the industry and putting traditional manufacturers on the ropes. At Toyota they are clear that they need to be more agile to compete and The Renault Twingo has been designed in China to have it on the market as soon as possible. Photo | In Xataka | Europe has focused on stopping Chinese electric cars. The real threat is in its cars with combustion engines

Madrid is preparing to have robotaxis this fall. The problem is that almost no one is clear how it is going to work.

by

Madrid is about to become the first capital of the European Union with driverless cars circulating through its streets. Uber, Waymo, Cabify and several Chinese technology companies are already fighting for a million-dollar business that, according to current plans, should begin rolling out after the summer. Although there are still quite a few questions unresolved. What is happening. Uber was the first to announce the movement. In June confirmed an alliance with the Chinese technology company WeRide to operate in Madrid sensorized electric vans manufactured by Geely, the Chinese giant that also owns Volvo Cars or Polestar. To make it possible, Uber relies on two partners: Moove Cars, which provides the VTC licenses (of which Uber itself owns 30%), and Avomo, which is responsible for the maintenance and supervision of the vehicles and which already manages similar fleets in Austin and Atlanta. The legal framework. To launch a service of this type, three pieces were needed: regulation, licenses and fleet. According to share From El Confidencial, the first two were “the most conflictive” and had already been resolved, so now “it is the companies that have to take the step.” So, on the one hand, the DGT is in charge of homologating and technically certifying vehicles, while the Community of Madrid manages authorizations, insurance and the distribution of licenses between operators, based on changes in the regional Mobility Law. To avoid new conflicts with taxis, the regional government has chosen not to issue new VTC licenses, but rather to reuse existing ones with a limit of 100, to which a specific permit called “additional authorization for autonomous transport” will be added. According to El Confidencial sources, they point because the first pilots could start in central Madrid, Leganés and Móstoles, with Alcobendas also on the table. The Waymo mystery. Alphabet subsidiary has registered In just two weeks new companies in Paris, Amsterdam and Madrid (Waymo Iberia), adding to the one it already had in Munich since June. The name chosen for Spain, “Iberia” and not “España”, suggests that the company is also looking at Portugal, which has recently opened a legal framework favorable to autonomous driving tests. Even so, the commercial registration is only the first step, so it does not give us clues about a possible launch date, since to operate in Spain Waymo needs VTC licenses. Of the country’s three large fleets (Moove Cars, Auro and Vecttor), the first is already committed to Uber and WeRide, and Auro has confirmed that it is not negotiating with Waymo because it is focused on its expansion in Germany. This leaves as the only plausible way an agreement with Vecttor, the fleet owned by Cabify, which acknowledges maintaining “open conversations with the leading companies in autonomous mobility technology”, although it clarifies that, for the moment, “we do not have any closed alliance.” The Phoenix precedent, where Waymo just broke their alliance with Uber to recover its cars and operate with its own app, suggests that its long-term plan is to dispense with intermediaries as soon as it gains its own brand in each market. What Uber doesn’t count. The company announced in style that its robotaxis would arrive in Madrid before the end of the year, but for our part we did not receive a response from either Uber or WeRide about how many vehicles there will be in the first phase, whether the service will cover the entire city or just some neighborhoods, or whether any user will be able to order a car without anyone at the wheel. On the other hand, the DGT itself confirmed us last month that there was no request from Uber or its partners to test autonomous vehicles. The organization remembers that there are three test phases: a controlled one (maximum three cars, always with a safety driver), an extensive one (up to ten, also with a driver) and a pre-deployment phase, where the vehicle limit disappears and the driver becomes optional, although always supervised remotely. Right now, the only company in that last phase in Spain is Tesla, which test your FSD system with 30 vehicles throughout the national territory. The risks that Waymo already knows. Just like stand out From El Confidencial, the experience in the United States leaves two clear warnings. The first is vandalism, since in June, anti-ICE protesters burned five Waymo vehicles in Los Angeles, each valued between 150,000 and 200,000 euros, forcing the suspension of service in the city. The second, more serious for the business, are technical failures. And in just one month, Waymo had to first recall 3,800 cars for entering flooded roads and then 3,900 (97% of its fleet) for a software error that led them to sections of highway under construction. Despite this, the company defends that its cars suffer 94% fewer serious or fatal accidents than those driven by humans, and 84% fewer accidents with cyclists or motorcyclists. And now what. The calendar indicates that, starting in November, the first Uber robotaxis will begin to be seen in Madrid, with a safety driver at the wheel during the first months until the service becomes fully autonomous. The routes will be requested from each operator’s app and the cost is still unknown, but they are expected to be more expensive. Waymo is still a sea of ​​doubts, since it has a company created, but it still lacks a fleet partner to start. And at the bottom of the board we have Cabify and Bolt, who could be added later with vehicles from the Chinese companies Pony.ai or Baidu. Cover image | Hoseung Han In Xataka | A veteran Tesla engineer has summarized his workers’ feelings about the FSD: “We have all seen it fail”

Inheriting shoes seems like a great idea to save. Biomechanics and podiatrists are very clear that it is a mistake

by

In many families it is quite common to see how the older brother or sister grows and leaves some sneakers or boots that look practically new without being able to use them. Here the logic indicates that they can pass it on to the younger brother so that they can take advantage of the money that has been spent and not throw away something that a priori is completely functional. However, what on paper seems like an impeccable financial decision collides head-on with children’s biomechanics and podiatric health. A custom mold. The key to the problem is not in the exterior appearance of the shoe, but in its interior and in the sole. As explained Podiatrist Rebeca Prieto Riaño in a recent article in eldiario.es, an already worn shoe tends to be “molded” to the gait pattern of the first child. Here you have to understand that each person has a unique way of walking and distributing weight. With continued use, the shoe suffers from specific wear zones that end up acting like small invisible wedges, and when a second child puts on that shoe, their foot is forced to adapt to a shape and inclinations that are not their own. It’s a problem. This can significantly alter your stride, favoring everything from biomechanical problems to tendon and muscle injuries, as well as classic blisters or chafing due to inadequate support. It is a recommendation. Although there are no clinical trials today, direct evidence comes, above all, from clinical guidelines and the consensus of specialists like the document Children’s Footwear Advice of the Suffolk Podiatry Paediatrics. But we do have different biomechanical studies that show that footwear modifies the parameters of children’s gait, including speed, step length, ankle and knee ranges of motion, and impact pattern. The biomechanics. Specifically, we see it in a meta-analysis published in 2011 that already concluded that shoes irremediably affect children’s gait. Added to this are more recent experimental works, such as a study published in Gait & Posture in 2023, which demonstrate how asymmetric shoe heights induce reactive changes in gait kinematics and muscle activation. It goes further. In addition to the mechanics of gait, there is a dermatological factor to take into account, since pediatric podiatry guides advise against second-hand footwear due to the risk of infections. Sharing closed shoes that have accumulated sweat and humidity greatly facilitates the transmission of skin pathogens, especially dermatophytes, which are the fungi that cause athlete’s foot. The cotton test. Does this mean we should automatically throw away any shoe our oldest child outgrows? Not necessarily, since experts in children’s orthopedics and podiatry establish footwear that has had residual use as an exception. For example, shoes for a wedding that were worn one afternoon, or wellies that the child wore three times before his foot grew, can be inherited. The essential condition is that there are no signs of adaptation to the previous step. In Xataka | Walking almost barefoot is the new wellness trend: this is how barefoot has arrived everywhere

To the question of which Spaniard has the highest quality semen, the answer is clear: it is not the people of Madrid.

by

Semen also has geography. And in Spain, Madrid does not fare well. Let’s assume that semen quality has been declining for decades. In Spain it has fallen 28% in just 15 years, a 78% if we value the last two decades. That is to say, a concentration of sperm is produced so low that it is less than half of what it was in the 70s. And it continues in constant regression. With this breeding ground, the question is: and which region is coping best with this decline? Alcohol and coffee have nothing to do with each other. The investigation analyzed 386 men seen in seven Spanish fertility clinics—such as the Bernabeu Institute—between 2024 and 2025. After adjusting variables such as body mass index, exercise, and alcohol, tobacco, or coffee consumption, the authors observed that men from the north recorded the best seminal parameters, even when their habits were similar to those of other regions. This gives us a clue to talk about pollution, environmental inequality and public health. The results have been presented at the 42nd congress of the European Society of Human Reproduction and Embryology (ESHRE). AND In it we can find clear differences in semen quality depending on the area in which the donors live. Those who win this game are the residents of the north, with Asturias and Cantabria far ahead of Madrid and the center of the peninsula. But there is fine print. More agile, faster. The total count of motile sperm is striking, almost double in the north than in the central area. In data: 94.35 million on average compared to 50.11 million in the central area. This index talk about health: “the northern region also presented the highest average sperm concentration (80.96 million/ml) and sperm motility (44.79%), compared to 55.4% in southern Spain and 53.4% ​​in the center.” If diet, exercise or substance use alone do not draw this map of semen quality, what does? The first conjectures point to a population that breathes worse, drinks and involuntarily incorporates into its body part of the atmospheric pollution, a mixture of industrial and agricultural toxins, where endocrine disruptors in plasticspesticides and everyday cosmetics. Out of the pot. Beyond Spain, the pattern repeats itself: studies with fertile men In cities such as Copenhagen, Paris, Edinburgh and Turku, they already showed in the early 2000s that the Finns had the highest sperm concentrations while the Danes recorded the lowest values, with also variations in mobility depending on the city. If we take a look at the retrospective analyzes of French donors found significant differences within the country itself in volume, concentration, and total number of sperm. The north wins again. In general, the men of the nordic west They have worse semen quality than those from the Baltic area, in parallel with a higher incidence of testicular cancer, another marker of male reproductive stress. Does better semen equal more pregnancies? Not necessarily, but almost. Let us keep in mind that, although the relationship with fertility is not linear, below certain thresholds of concentration and mobility, the probability of spontaneous pregnancy decreases considerably. To understand what “better semen” means, it is worth going down a level. According to the World Health Organization, reference values ​​are measured in concentration (millions of sperm per milliliter), ejaculate volume, percentage of motile sperm and proportion of sperm with morphology considered normal. It is necessary to distinguish between progressive sperm (the vanguard that advances efficiently), versus non-progressive and completely immotile ones. In morphology, the shape of the head, middle piece and tail (flagellum) is evaluated, since anatomical alterations can make fertilization difficult. Plastics and fertility. By the way: nitrile and latex gloves release plastic microparticles and contaminate environmental measurements does not invalidate that the presence of endocrine disruptors in human tissue does not affect male fertility. The evidence is solid. For example, a 2023 study that analyzed 6 human testicles and 30 semen samples found microplastics both in tissue and fluid: around 0.23 ± 0.45 particles per milliliter in semen and 11.60 ± 15.52 particles per gram of testicle, with sizes mostly between 20 and 100 microns, finding polystyrene in testicles and polyethylene and PVC in semen. The problem is broader. The taboo of male fertility, treated as a private matter, has obscured problems that can be investigated as a collective indicator. And this deterioration does not respond, or not only, to individual behavior. The greatest weight lies in the place you livenot in the genes you carry. A cardinal clue: of course smoking, drinking or moving more or less matter, but it does not depend so much on personal decisions. A debate that is more political than folkloric (and health and regulatory). A cocktail of bisphenol A, methyl, ethyl, propyl and butylparabens, benzophenones and phthalate metabolites is directly associated with significant reductions in total and progressive sperm motility. Therefore, Asturias beating Madrid is not something to celebrate, but rather to raise the alarm about the qualities of the water – it will not be that good -, what pesticides are used nearby and what mix of chemicals goes through daily life. The tip of an iceberg that does not lie in who comes out better off, but rather in the cost of those who come out worse off. Images | Unsplash (1, 2 and 3) In Xataka | We already know how much we Spaniards masturbate at work (and what is more important: which communities win) In Xataka | If you are worried about the quality of your sperm, science has a clear recipe for you: ejaculate more

60% of truck drivers drive fatigued and are clear about who is to blame

by

Fatigue, tiredness and drowsiness while driving. The conclusions are as clear as they are worrying. 60% of truck drivers drive fatigued, according to a study by the European Transport Workers’ Federation (ETF) that criticizes the inaction of the European Union in the face of what it considers “a safety crisis” caused by lower wages than recommended and pressing stress. “A security crisis”. This is how Livia Spera, General Secretary of ETF (European Transport Workers’ Federation), defines the situation in the sector, in words collected by Transportation Diary: “For many professional drivers, every day is the longest. Fatigue is systematically built into their working conditions. This represents a safety crisis generated by unfair wages, poor application of regulationsdisproportionate pressure and supply chains that prioritize the lowest price over a sustainable road transport industry” The words were spoken during the report presentation ceremony Driver fatigue in road transport. It highlights the problem of fatigue at the wheel and the pressing need to take action to the European Commission. The data. ETF (European Transport Workers’ Federation) It is a union organization which brings together unions and labor organizations from all over Europe since 1999 and represents five million workers through 200 organizations. What they have presented to the European Union is a report that contains the following data: 60% of truck drivers and 66% of bus and coach drivers said they drive while tired on a regular basis. 772 drivers said they almost crashed or caused a major traffic accident due to driver fatigue. Almost a third of truck drivers and a quarter of coach drivers reported having fallen asleep at the wheel while driving. 57% of bus and coach drivers and 52% of truck drivers say they would like to stop and take a break when they feel tired but cannot due to work reasons. Because? For ETF the reasons are clear: labor problems. They assure in their report that this chronic fatigue among truck and bus drivers is caused by low salaries, the impossibility of knowing the work time ahead of them, that the rest time is not real or that the facilities and spaces for resting and sleeping are not well equipped. These reasons are repeatedly pointed out by the unions that in March They already threatened to strike so that Social Security recognizes their right to early retirement, ensuring that these workers face a constant risk given the high accident rate in the sector. In 2024, in fact, road transport was the sector with the most work accidents with fatal results. were counted in Spain. That year, 138 transportation and storage employees died during their work day in our country. Drivers are missing. In Xataka We have been talking about the pressing lack of truck drivers that is putting pressure on the market and resulting in insufficient rest times and excessively long days. Last November 2025 It was already estimated that Europe is short three million truck drivers despite the fact that 85% of the goods are moved with their work. In Spain, the problem is just as serious. In fact, it is estimated that in our country 30,000 more truck drivers are needed to handle all the accumulated work. Countries like Morocco either Türkiye They have become a fishing ground for workers due to the lack of labor. and bad conditions. “My wheels were in terrible shape, completely smooth, and the ones on the back platform burst. (The truck) made me the scissors (…). I went into the ditch, against a river.” The narration is by Roberto Pérez, a truck driver interviewed by The Country who told his experience about his biggest scare behind the wheel. He reported that the wheels of his truck were finished and that they ended up bursting. This, along with fatigue and rest times, is the other great demand of the sector. In 2023, The DGT reported that a campaign lasting just one week left 72 trucks immobilized that did not comply with minimum safety conditions. And the problem has been recurring for years. In 2021a company was accused of homicide because its worker died in an accident caused by the poor condition of the tires. In addition, the truck had more than a million kilometers behind it and the MOT had expired. Two years lateranother company was investigated for forcing its driver to drive with wheels in poor condition, with the worker himself notifying the Civil Guard to immobilize the truck. Photo | Bhargav Panchal In Xataka | Four trucks and a total of zero truckers: China seeks solutions to a huge labor crisis

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.