connect

China can’t buy the best Nvidia chips. So Alibaba has decided to connect theirs and sell them as if they were one

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Alibaba does not want its infrastructure artificial intelligence (AI) continues to depend on Nvidia technologies. Little by little, the largest technology companies in China are assuming the request that Xi Jinping’s government made them at the beginning of October 2024: as far as possible They had to use chips produced in China. Ten months later this recommendation became a requirement. And the data centers that belong to the State throughout the country had to use at least 50% Chinese integrated circuits on their servers. This scenario especially favors Huawei, Moore Threads and Cambricon Technologies because they are Top AI GPU Manufacturers from China, but it also works great for Alibaba. In fact, Alibaba Cloud, its cloud computing subsidiary, has taken a very important step forward. A few days ago it presented a new chip for AI, the Zhenwu M890, and made official a very ambitious itinerary that describes what solutions it will develop over the next three years. This GPU has been designed by T-Head, the semiconductor division that Alibaba founded in 2018. It incorporates 144 GB of HBM3 memory and achieves an interconnection transfer speed between chips of up to 800 GB/s. As we are about to discover, this last feature is essential in the strategy that Alibaba has developed to compete in the AI ​​hardware market. Alibaba is going to spend $53 billion on its infrastructure According to Alibaba, the performance of its Zhenwu M890 chip is triple that of its predecessor. Additionally, it has been designed to perform well both during training of cutting-edge AI models and during inference. An important note: inference is broadly the computational process carried out by language models with the purpose of generating responses that correspond to the requests they receive. Alibaba wants to compete face to face with Nvidia in the deployment of infrastructure for data centers However, there is another relevant fact that is worth not overlooking: in medium precision operations (FP16) the Zhenwu M890 chip reaches 0.6 petaflops, a performance comparable to that of Nvidia’s A100 GPU and three times higher than that of the H20 chip. On the other hand, the ICN Switch interconnection chip allows link up to 128 GPUs M890 so that they work in unison. Alibaba assures that this architecture makes these GPUs work as a single chip, which, on paper, will allow it to compete head-to-head with Nvidia in the deployment of infrastructure for data centers. Regarding the itinerary that will follow until 2028, this Chinese company has anticipated that it plans to launch the Zhenwu V900 during the third quarter of 2027. According to Alibaba, it will implement its own significantly improved parallel computing architecture, will have three times the performance of the M890 chip, will be supported by 216 GB of memory and will reach an interconnection transfer speed of 1,200 GB/s. The Zhenwu J900 will arrive during the third quarter of 2028 with another major architectural leap. This roadmap It reflects that Alibaba goes all out. In fact, it has also announced that it will support this plan with an investment in 380 billion yuan (about $53 billion) over the next three years. Is the largest engagement of its kind in history of the company. Additionally, T-Head is planning its IPO to fund a more aggressive infrastructure investment program, which would put it in direct competition with Cambricon Technologies and Huawei’s Ascend line in the domestic AI chip market. Image | Alibaba More information | Alibaba | ChinaDaily In Xataka | Nvidia has to deal with the absolute distrust of several US legislators. Your plan in China is in danger In Xataka | The US wants to end Chinese AI chips sold abroad. And China knows how to defend itself

No bracelet could connect to an Android and an iPhone at the same time. The Xiaomi Smart Band 10 Pro: hold my cubata

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Xiaomi has just made the Smart Band 10 Pro official, along with the Xiaomi 17T, Xiaomi 17T Pro and the new TV S Mini LED. It promises to be one of the smart bracelets most advanced to date in the market wearables, cIt has a quality-price ratio that makes it especially attractive. It arrives in a single version in Spain and stands out, among other things, for its ability to connect simultaneously to an iPhone and a Xiaomi mobile. If you were thinking about renewing a smart bracelet or trying a Mi Smart Band for the first time, this caramelito It has a lot of war to fight in 2026. This is everything you need to know about Xiaomi’s most complete smart band. Technical data sheet of the Xiaomi Smart Band 10 Pro xiaomi smart band 10 pro dimensions and weight Standard: 46.18 x 33.35 x 9.7mm Ceramic: 43.96 × 33.36 × 9.7mm 21.6g (without strap) screen 1.74 inches AMOLED Resolution 480 x 336 pixels Peak brightness up to 2,000 nits Typical brightness of 1,500 nits 60Hz refresh rate Sensors heart rate sensor Accelerometer Gyroscope Compass Ambient light sensor GNSS connection Battery 350mAh Autonomy Up to 21 days duration connectivity Bluetooth 5.4 Android 8 and above iOS 14 and above Endurance 5ATM compatibility Android 8.0 or higher iOS 14 or higher PRICE 79.99 euros More and more smartwatches, less and less Band With the Xiaomi Smart Band 10the traditional “pill” format was maintained, in a compact device that clearly refers to its name, Smart Band. With the Pro version, things change quite a bit. Its 1.74-inch screen raises the resolution to 480 x 336 pixels, with a maximum brightness higher than that of many mid-range phones. Nothing less than 2,000 peak nits and 1,500 nits of HBM brightness, one screen. 2,000 nits of peak brightness, 1,500 nits in HBM, 2.5D curvature… The Smart Band 10 Pro smells like a high-end smartwatch more than an inexpensive bracelet The screen has a very slightly curved glass, with a 2.5D effect that does not curve the panel itself, but rather the glass that covers it. The technology is AMOLEDand in this version Xiaomi boasts of having more than 200 watchfaces to customize it. one step further Xiaomi has taken the health measurements of this bracelet very seriously, for which it wanted to collaborate with Clueone of the most relevant applications when it comes to tracking the menstrual cycle in women. By purchasing the Mi Band 10 Pro, we will have three free months of Clue Plus subscriptionfor advanced cycle measurement, fertility predictions, pregnancy monitoring, etc. Xiaomi has improved the measurement sensors physically, in addition to refining the algorithms to be more precise in information related to sports and health Beyond this novelty, we are looking at a bracelet that updates its PPG module – (the set of sensors and LEDs that measure the data) – to promise a 98.2% heart rate accuracy. It has more than 150 sports modes, including track recording for runners, and improved functions for cyclists. Sleep measurement It will now show trend reports in the app, it promises to be much more precise and, in terms of autonomy, in the best conditions it promises up to 21 days. The battery is 350mAhand still uses the magnetic charger system through pins. However, what is most striking about this bracelet is a possibility that we had not seen to date. When connected to a Xiaomi smartphone, the Xiaomi Smart Band 10 Pro allows notification synchronization and simultaneous pairing with an iPhone, which makes it possible to receive calls, messages and alerts from both devices on a single bracelet. The main limitation is that, yes or yes, we need a Xiaomi mobile to achieve this simultaneous synchronization, we cannot use another Android device. Versions and price of the Xiaomi Smart Band 10 Pro As Xiaomi usually does, the price of the Mi Band 10 Pro will be quite groundbreaking. Specifically, 79.99 euros and is available in various colors. Xiaomi Smart Band 10 Pro It will be available in colors: black, silver and pinkwith a selling price of 79.99 euros. In Xataka | It is the latest activity bracelet launched by Xiaomi: it has a battery for up to three weeks and costs less than 35 euros

Huesca and Lleida were separated by 110 kilometers. It has taken Spain 25 years to connect them by highway

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Spain has a maxim that is repeated when we talk about roads: things go slowly. Pretty slowly, in fact. You just have to see that the A-11, one of the great Castilian-Leonese highways has been in operation since 1995. Or the almost 30 years since the A-60 has been planned without having been completed. Andalusia is not spared either, with roads that They are beginning to approach two decades before finishing. And a halfway case is that of the A-22 between Huesca and Lleida. Barely 110 kilometers separate these two cities in northeastern Spain and, however, it has taken more than a quarter of a century for a highway to be completed between them. The culmination for the luck of the Aragonese and Catalans took place last October. That month, the section between Huesca-Siétamo was finally inaugurated. Just 12.6 kilometers for which seven years of work have been needed but which should have been resolved in 2021. Perhaps that is why the celebration was bitter. 25 years for an hour’s drive They counted on Aragon Digital that the completion of the highway between Huesca and Lleida only had Minister Óscar Puente as a political representative. None of the Aragonese officials made an appearance (autonomous community, provincial council or city council). And it is that the last bypass next to the city (it connected with the A-22 but also gave an exit to the N-240 known as Ronda Norte de Huesca) has been full of controversy. With it, the last of the 11 sections into which the construction of the A-22 has been divided has been completed. Those 12.6 kilometers mentioned above began operating in 2018 and the forecast is that they will be ready in 2021. The investment was 61.5 million euros but citizens have had to wait another four years before being able to enjoy the entire road. The Ministry of Transport explained With the inauguration, eight of the kilometers of the new link have been newly built, leaving the old national N-240 as a service road. In addition to the connection with this road that acts as a ring road, it has also joined the A-23. A road, the latter, that will finally be linked to the A-21 since the tender has been awarded to resolve the link between both roads and resolve the bottleneck that was generated in Jaca. But returning to the case of the A-22, the issue is that the highway was designed in the Transportation Infrastructure Plan 2000-2007. However, in 2004 no relevant step had yet been taken in the construction of the new highway and the work became part of the state promises again in 2005 with the Strategic Infrastructure and Transportation Plan. By then, the intention is for the highway to be fully operational in 2012. The A-22 was one of those infrastructures that was affected by the 2008 crisis. However, despite the adjustments in 2010, the times and investments were not extended excessively. And before that year, the highway had less than 30 kilometers in operation but little by little the sections were advancing and the vast majority of the work was ready between 2010 and 2012. It was, therefore, the section between Huesca and Siétamo that has lengthened the completion of the road. In Herald They covered the news of the awarding of this last section in 2018 but already pointed out at that time that a situation that had been completely stopped for five years before was being unblocked. The promise, as we said, is that it would be ready in 2021. Thus, the A-22 highway has accumulated years and years of delay despite being practically finished. The little more than 10 kilometers that were necessary to close the work have taken 12 years to carry out, the same as it took to have the remaining hundred kilometers ready. Now, at least, Aragonese and Catalans can breathe a sigh of relief and finally have a fully modern road to connect Huesca with Lleida. Photos | Ministry of Transport and Sustainable Mobility In Xataka | Spanish roads have a problem in 2026: repairing a kilometer of asphalt is more expensive than ever

Why it is not advisable to connect the charger to the mobile phone before connecting it to the power

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Putting your phone on charge is a gesture that we do practically every day and it is something that is apparently very simple. Well, it turns out that we are doing it wrong. There is a key detail that many of us overlook and that can have negative consequences for both the cable and the mobile port. There are many recommendations for take care of battery healthsuch as avoiding downloading it to the maximum or charging it to 100%, but there is another factor that is not usually taken into account and that is the order in which we connect the cable. The order of the factors does alter the product And if not Tell my partner Álex Alcoleathe owner of the Lightning cable in the photo below these lines. The fact that the pins have turned black is not a dirt problem, but rather an order problem. Álex used to connect the cable to the cell phone and then to the power, which generates a brief voltage spike that goes directly to the connector. For once nothing happens, but if we do it continuously the result is a fried cable. This is how our colleague Alejandro Alcolea’s Lightning cable looked after several months It is a common phenomenon in any type of plug: you plug it in and a surge occurs. If the cable is already connected to the phone when this happens, a small electrical arc may be created where the pins make contact. This little sparkcan cause the cable pins to become damaged and, over time, the charge begins to fail or we have to move the cable to make contact. If you are wondering if there is a possibility of frying your cell phone with this habit, don’t panic. Smartphones have internal protections to prevent them from being damaged if there is a voltage spike and we are also talking about a very brief spike. The recommended order to charge your mobile Preventing that small spark from damaging the connectors is as simple as reversing the order, that is, connecting the charger to the socket and then connecting it to our mobile phone. In this way, the voltage peak remains contained in the charger and it does not occur when we connect the mobile. Manufacturers like Huawei and Samsung They recommend following this order to avoid possible damage: Plug the charger into the power outlet. Connect the cable to the charger (if separate). Finally, connect the cable to the mobile. What to do if your cell phone doesn’t charge If your cable or the charging port on your phone is starting to fail, the charging order could be a possible reason. To find out, check if the cable pins are blackened like those in the photo at the beginning, although if it is a USB-C it is more difficult to see since they are inside. The most common thing is that dirt has accumulated in the charging port and this does not let the cable connect well. If this is the case, you can clean it using a wooden toothpick, always being very careful not to damage the charging port. It may also be that your mobile does not charge because moisture has entered the port. In this case, try to remove the liquid by tapping it against your hand and leave the phone in a place where there is air flow, never insert anything to remove the liquid as you can make it enter even more. If the problem is not with the cable or the port, it is possible that it is with the battery, so you will have to go through technical service. In Xataka | Quietly, Spain is solving its biggest energy problem: becoming the world’s second largest battery power Cover image | Ivan Linares for Xataka

five alternatives to connect without using your router

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Let’s tell you five alternatives for when you run out of Internet at homeeither due to a network outage or because the router has stopped working. Because whether it’s because you work at home or because you’re watching a series or movie and you don’t want to stop, it’s a good idea to take these alternatives into account. In this list, in addition to describing each of the available alternatives We will also tell you some points for and against for each one. This way, you will be able to make more informed decisions. Share Internet from your mobile If you have a decent amount of mobile data contracted, the best alternative is share Internet from your mobile. To the share your mobile datayou will create a WiFi network to which you can connect other devices, and you can even give it a personalized name and password. It’s a great solution, because you can actually give it the same name and password as your home WiFi so that all devices connect. Here, the only thing you have to keep in mind is that you will use a lot of battery on your mobile, and depending on what you are going to do you can spend a lot of data on your mobile rate, that is, it controls the downloads. Have a MiFi router at home MiFi routers are portable routers that work with SIM card. They have their own battery, and are used to create their own WiFi network, something that will also serve as an alternative to using the home mobile rate by connecting your SIM to this device. It is a more professional solution to avoid wasting your phone’s battery, but you will need to have purchased the device and have a SIM with data ready to use. Additionally, not all of these devices have 5G speeds, most tend to only have 4G. Use a router with SIM An alternative is desktop routers with 4G or 5G data, which use a SIM card. These They have better stability and WiFi coverage than MiFiso in large houses or greater needs you can get a solvent alternative network. The negative part here is that these routers do not have a battery and need to be plugged in, so They won’t work if you don’t have electricity. at home. You will also need to have a SIM with data to put it in. Dual WAM Routers This is a lesser known type of router called routers with failover either double WAN (Dual WAN). They are routers that They work with two types of connection at the same timeyour main fiber and a second fiber, a SIM or even a USB stick with 4G/5G. Thus, when the main network goes down or has problems, you automatically jump to the second until the main network returns to normal. If the problem is that the power goes out: UPS/SUPS If the problem why your router is not working is because the power has gone out, have a UPS on hand It is usually a good alternative. UPS/SUPS can be large or small, and are like advanced portable batteries that can give you a great deal of extra autonomy. Cover image | piqsels.com In Xataka Basics | Turning off WiFi at night: what advantages it has and what things you don’t have to worry about

With the new Amazon pack you will not have to connect the Fire TV Stick to the power

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Fire TV Sticks work by connecting them to an HDMI port on your TV and a power outlet, but What if we skip this last step? There is an accessory that allows you to do this, and Amazon has now included it in a new pack that sells for 44.99 euros and that also includes a Fire TV Stick HD. Fire TV Stick HD + Mission Cables Adapter The price could vary. We earn commission from these links A new Fire TV Stick HD pack Mission Cables is a brand that manufactures accessories for some of Amazon’s devices, such as the portable battery for Echo Dot or, in this case, the adapter for the Fire TV Stick. This last accessory allows us to skip the step of connecting the dongle to a power outlet, and It does it through a USB-A port on the television. It is ideal if we have few power outlets nearby or if we simply have a power strip (or do not have one directly) occupied by other devices, something that can be common if we have the TV, a sound bar or the router connected. The adapter is Compatible with all Fire TV Sticks (although nothing is mentioned about the Fire TV Stick 4K Select), so if you are interested in buying it on Amazon it has a price of 24.99 euros. As for the Fire TV Stick HDthis is a model aimed at televisions that do not offer 4K resolution and are not compatible with Dolby Vision or Dolby Atmosalthough it can perfectly be used on any television that at least has an HDMI port. Integrate the voice assistant Alexa and it comes with a remote that has shortcut buttons to apps like YouTube or Netflix. You may also be interested Amazon Fire TV Stick 4K Plus, compatible with Wi-Fi 6, Dolby Vision, Dolby Atmos and HDR10+ The price could vary. We earn commission from these links Amazon Kindle Colorsoft Signature Edition (latest generation) | With color screen, self-adjusting front light, wireless charging and long battery life | 32GB The price could vary. We earn commission from these links Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Images | Enrique PerezAmazon In Xataka | The best mobile phones, we have tested them and here are their analyzes In Xataka | Best Amazon Fire TV. Which one to buy and recommended models to convert your TV into a smart TV depending on use

wants to connect all traffic as they already do in China

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The connected V16 beacon becomes mandatory on January 1, but the DGT already suggests that this device would only be the first piece of a much more ambitious project. The director of the organization, Pere Navarro, advanced in an interview in Public Mirror that will soon arrive “the connected cones” and other smart signage elements. And that makes perfect sense, since in the end the objective is nothing more than minimizing the risk of accidents through an interconnected traffic network. Something similar to what is already happening in other countries such as China, Singapore, Japan or South Korea, among others. A fully connected traffic network. If we insist on the example of China, applications like Amap, its equivalent to Google Maps, allow drivers to know how many seconds are left before a traffic light turns green. There they have all their road infrastructure connected. Traffic lights, traffic cameras and the vehicles themselves are part of a digital ecosystem that intends to improve traffic and reduce accidents. Europe, and specifically Spain with the DGT at the helm, seems to look towards this model as a long-term reference. The DGT 3.0 platform as the brain of the system. Behind the connected V16 beacon is DGT 3.0the digital platform that acts as the nerve center of this entire smart network. When a driver activates his beacon after a breakdown or accident, the device sends its position through IoT networks in approximately 100 seconds. This information reaches DGT 3.0 and, from there, is automatically distributed to roadside information panels, navigation applications and other connected vehicles. Pere Navarro insist in that the system does not collect personal data: “When you buy the beacon, you are not asked for any information. We don’t even know the vehicle’s license plate.” “The DGT does not want to know where you are at all times, the beacons have not been created for that,” as stated on Antena 3. Smart cones, next step. Navarro confirmed that connected cones will arrive after V16, designed to inform about workers on the road, sports events, demonstrations or special transportation. These cones will work with the same logic: when activated, they will send their location to DGT 3.0 so that the rest of the drivers receive warnings before reaching the conflict point. The objective is to gain reaction time and avoid risky situations. The idea is that these cones can also help better manage traffic during events that require road closures, allowing vehicles to be diverted along alternative routes more efficiently. The V-27 signal, warning inside the car. Another element that is part of this connected network is the V-27 signala triangle with an exclamation mark and three stripes symbolizing connectivity. This signal appears directly on the instrument panel of compatible vehicles when DGT 3.0 detects a nearby incident, either due to the activation of a V16 beacon or for any other reason that the agency considers dangerous. Of course, it only works on connected cars whose manufacturers or service providers are registered with the National Access Point for Traffic and Mobility Information. On secondary roads, where there are no illuminated panels, this system can make a difference by providing early warning of dangers that would otherwise go unnoticed. Towards the autonomous car. If the DGT knows at all times where the broken down vehicles, construction cones, smart traffic lights and surveillance cameras are, it will be much easier to have an effective accident prevention system. For the DGT, connectivity is a solution to eliminate unnecessary risks, such as get out of the car to signal an emergency. Whether the systems are truly effective remains to be seen. But in addition to that, all this information can lay the foundations for the arrival of the autonomous car. And these cars need precisely that: detailed, real-time information about everything that happens on the road. Flexibility. Pere Navarro made it clear that there will be no massive sanctions campaigns during 2026 with the whole V-16 beacon thing. “The objective is not to fine, the objective is an improvement in road safety,” he stated in the interview. The director of the organization assured that the agents will apply flexible criteria while drivers adapt to the new system, prioritizing information over immediate sanctions. Cover image | DGT In Xataka | Someone has created abstract works of art with one of the most unique forms of engineering: highway “knots”

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

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

Hispasat wanted to be the “Spanish Starlink” and connect rural Spain. It has failed miserably

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At the beginning of 2023 the Ministry of Economic Affairs and Digital Transformation launched the UNICO Rural Demand program with a clear objective: connect 1.3 million homes and companies in rural Spain to the internet thanks to Hispasat’s satellite internet services. Two and a half years later the project has proven to be an absolute failure. The question, of course, is why. The promise. Everything seemed fantastic in that project. The idea: offer a 100 Mbps connection at a price of 35 euros per month in those areas where there was no access to networks of at least 50 Mbps. To achieve this, satellite connections from Hispasat were chosen, and the project had a budget of 76.3 million in aid. From objectives to realities. The objective was for the entire population of Spain to have access to 100 Mbps networks in 2025, and this program wanted solve this challenge for rural areas in which there was no access to lines of more than 50 Mbps. According to government estimates, the project would cover up to 1.3 million homes, but after all this time we have known the number of installations: 11,486. It is a spectacular failure. Problems from the beginning. The Government awarded Hispasat —recently purchased by Indra— this contract to provide the wholesale service. 42 companies would be in charge of distribution and installation, but as soon as the project began, there was a big problem. Eurona, which was theoretically going to be the main installer of the service (65% of the registrations would be its own), entered bankruptcy proceedings and sold his assets in Spain Serenae. Telecos did not help. The large operators have not been especially proactive, they say in five daysand they have preferred to promote their fiber or rural 5G solutions even if that meant longer waits for users. The profitability for the operators was very limited, and is estimated at around 75 euros per registration. Telefónica, which should have been the main protagonist of the project, has barely accounted for 10% of the registrations, and curiously small local companies such as Celver, Gesico or Bluetel have doubled that share. Starlink is a lot of Starlink. Added to all this is the offer of the Starlink service, which is technologically very superior and also with a more attractive price. For 29 euros per month it is possible to access speeds of up to 300 Mbps and, above all, latencies of between 25 and 40 ms thanks to its constellation of Low Orbit (LEO) satellites at an altitude of 550 km. Hispasat satellites are geostationary, they orbit at 36,000 km high and this causes latencies much higher than about 600 ms, which means that videoconferences or online games cannot be held reliably in good conditions. And now what. The failure has been so resounding that Hispasat has had to return 22 million euros of the total public aid. Of those 76.3 million that came from European Next Generation funds, 36 million were destined to finance the registration costs (installation, antenna, equipment, etc.). The remaining 40.3 million were theoretically invested in the marketing of a service that registered 128,120 eligibility consultations, of which 75,733 met and only the aforementioned 11,486 were executed. The figures are absolutely terrible. Spain emptied, Spain poorly connected. This fiasco adds to that of other programs such as subsidies UNICO 5G Active Networks who have also had to face very serious obstacles. In March, the call 2024 of said program with aid worth 161.3 million euros to continue extending 5G infrastructure in municipalities with less than 10,000 inhabitants. According to the Government of Spainthis project will allow 326,000 people in small towns to have access to these networks. The funds will also be used to expand 5G coverage across 6,800 km of the road network. In Xataka | SpaceX changed the space economy. Now he wants to do the same with the cost of satellites

The EU wants to connect Madrid and Paris by train, in six hours and by 2035. Or in 2042. Or maybe never

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The European Commission has approved an ambitious Action Plan for the high-speed railway that aims to triple the European network, going from the current 12,000 kilometers to 36,000 kilometers before 2040. The objective is to turn the train into a real alternative to the plane for medium-distance journeys, drastically reducing travel times between the main capitals of the continent. And Spain is going to have an important role. What changes for Spain. The plan directly affects our country with two priority connections: Madrid-Lisbon in three hours (compared to more than eight currently) and Madrid-Paris in six hours (instead of the more than twelve that are needed now). From Bilbao you can reach Lisbon in less than six hours passing through the capital. The proposal contemplates that these improvements be operational in 2035although the corridor with France raises more doubts than the plan to join with Lisbon. Why it is important. Currently, the 12,000 kilometers of European high speed are mainly concentrated in Spain, France, Italy and Germany, while the east and center of the continent remain poorly connected. Just like points out Commissioner for Sustainable Transport, Apostolos Tzitzikostas, “Central and Eastern Europe remains woefully poorly connected.” Spain, with almost 4,000 operational kilometers, is European leader in high-speed infrastructure, only behind China globally. The money problem. Complete the planned network by 2040 will cost about 345,000 million euros. If we also want trains to run well above 250 kilometers per hour, the figure shoots up to 546 billion until 2050, according to Brussels. The organization admits that public financing it won’t be enough and seeks to attract private investment, in addition to loans from the European Investment Bank (EIB) and the national public bank (ICO in Spain). The idea is that in 2026 an agreement will be negotiated between Member States, financial institutions and other organizations and companies to settle the investment issue. Between the lines. Although the plan sounds ambitious, Brussels recognizes that it is very late: In 2020, the goal of doubling the network by 2030 was set, but by 2023 it had only grown by 17%. France, key to connecting Madrid with Paris, maintains a more pessimistic calendar than Brussels and does not see the connection as feasible until 2042. The Spanish minister himself Óscar Puente has recognized that the direct connection with Paris “will not arrive next year”. Tzitzikostas has announced who works intensely with the ministers of Spain and France to “overcome border bottlenecks.” The effect on airlines. A Madrid-Paris flight lasts just over two hours, but adding waiting times, boarding and transfers from airports, it is close to the six hours that the direct train to the city center would take. Spain and France short flights have already been banned with a rail alternative of less than two and a half hours. In addition, the EU obliges airlines to use at least 70% green fuels by 2050, starting with 2% this year, which will make flights more expensive. And now what. The plan is certainly not written in stone and the roadmap will depend on the political will of each country and the ability to attract private investment. Spain is well positioned to take advantage of these funds, since according to the media Expansión, It has 700 kilometers under construction and another 700 projected that will take the network above 5,000 kilometers between 2030 and 2032. The Commission also promises a new ticket strategy in 2026 to “make it easier for passengers to book multimodal tickets” and a full liberalization of the sector in 2040, which should reduce prices. Cover image | Tim Adams In Xataka | There was a day when Japan was the leading high-speed country. It has been surpassed by China, a victim of its own country

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