convert

convert them into irrigated crops

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The Moroccan Government wants to reinforce its weight in the Sahara by betting on its agricultural muscle, a double objective for which it is looking for allies. His Agency for Agricultural Development (ADA) just launched a call to attract investment partners to help it gain around 1,100 hectares of agricultural land in Dakhla-Oued Ed-Dahab, land intended for commercial horticulture that will benefit from a new desalination plant. The topic is especially interesting in Spain for two reasons: it focuses on the environment of ancient settlement of Villa Cisneros and can affect the Spanish agricultural sector, which has been complaining for a long time of the Moroccan competition. What has happened? That the Moroccan Executive wants to reinforce its footprint in the economy of Dakhla-Oued Ed-Dahab, a region located south of the disputed territory of Western Sahara. In fact its capital is Dakhlawhat was once the Spanish settlement of Villa Cisneros. To that end, the ADA has launched a tender with which he intends to attract companies to help him cultivate an area of ​​almost 1,100 hectares that will benefit from a new desalination plant. What exactly has he done? The news has advanced it the diary Les Inspirations Ecowhich a few days ago revealed that the Moroccan Agricultural Development Agency has launched a call to attract investors (both local and foreign) interested in taking charge of 35 agricultural projects spread across Dakhla-Oued Ed-Dahab and that will cover more than 1,090 h. Specifically, what Rabat has in mind is a public-private collaboration (PPP) formula focused on lands controlled by the Moroccan State and that will be divided into thirty agricultural projects: 28 medium-sized ones that cover 345.6 hectares, three large ones that are close to 170 h, another three that will require aggregation and total 565.1 h and another smaller one (9.8 h). How will they be managed? Through rental contracts. Interested investors will sign agreements with the Moroccan Government for between 25 and 40 years of exploitation (this last period, the longest, is reserved for plots that require investment in processing plants), a period during which companies must pay a rent established by the Government. According to the newspaper The DebateDepending on the size, the rent will range between €640 and €4,250 per year. The Moroccan press also speaks of a connection fee per hectare. That rent is not the only commitment that companies interested in exploiting farmland will assume. The rental fee will increase by 10% every five years from the moment the irrigation system is activated. The investor will also not be able to do what he wants with the land. The idea is that they present projects focused primarily on commercial horticulture (excluding berries). Those who sign the contract will also be obliged to manage and exploit the plots directly, without transferring them to third parties. Why is it important? That Morocco seeks partners to strengthen the country’s agricultural muscle is interesting, but it does not explain why the news has captured the interest of the Spanish press. If he has done it, it is not so much because of ‘the what’ as ‘the where’. As we noted before, the project focuses on Dakhla-Oued Ed-Dahab, in the area of ​​Western Sahara that Morocco considers part of its territory and the Polisario Front claims as floor of the Sahrawi Republic. Is there anything else? Yes. The call launched by Rabat is part of a much broader and more ambitious initiative: a Dakhla irrigation project that aims to use desalinated seawater to irrigate just over 5,000 hectares. In fact, the almost 1,100 h that ADA offers will benefit from the water from that plant. In general, Rabat has been making an effort to reinforce the economic muscle of Dakhla, which in the process establishes its weight in the region. In the background is the program ‘Generation Green 2020-2030’launched years ago by the Moroccan Executive and which aims to strengthen the country’s agricultural GDP and reinforce its export muscle. Right now Morocco plays a key role as fruit and vegetable supplier of Spain and has managed to expand its export weight in the European Union in products such as the tomato. Meanwhile, Spanish farmers warn of the unfair competition that the country exercises. Images | Hugh Llewelyn (Flickr), Flowcomm (Flickr) In Xataka | Europe has found an energy vein for the next decade: North Africa

convert trucks and containers into a take-off runway for drones

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China is exploring an unusual idea even for a time when Drones have become protagonists of almost any military conversation: take some of the logic of an aviation catapult from the aircraft carrier and bring it to trucks and containers. We are not talking, at least with the information available, of a fully demonstrated operational capacity or a substitute for a conventional naval deck. What we have seen in open sources points rather to a modular concept: a removable take-off runway for drones where there is no runway. The last push to the issue has been given by a video spread on Chinese networks. The original post has been deleted, but can be traced back to uan archived post from the WeChat account associated with the School of Mechanical Engineering at the Beijing Institute of Technology. Additionally, the video comes after other tracks: previous photos of the systemits appearance in the vicinity of the Zhong Da 79 ship and a family of military modules in containers that point in the same direction. A catapult outside the aircraft carrier In the most recent images, the system appears to be made up of three trucks that can move separately and then join together to create a single launch line. The sequence shows the takeoff of a propeller drone, with a high wing, V-tail and tricycle landing gear, an aircraft much lighter than the possible models, with which this concept had been visually associated in previous images. There are also upper covers and four-wheel steering, which would allow the assembly to be oriented with more room for maneuver. Capture of the recently released video, which shows the launch of a drone from the mobile electromagnetic catapult made up of several trucks The catapult, in any case, is just one part of a broader family of containerized military systems. Material attributed to the School of Mechanical Engineering at the Beijing Institute of Technology includes modules with anti-ship missile launchers, land attack missiles, surface-to-air missiles, close-in defense, radars, electronic warfare, and command and control. Containers designed to transport a catapult truck and a disassembled drone also appear. According to that publication, the goal would be to produce 2,000 containerized systems per year. Capture of the recently released video It is no coincidence that the concept revolves around an electromagnetic catapult. China has already taken important steps in that technology with the Fujianthe aircraft carrier that marks its leap toward catapult operations and detained deck recovery. This context helps to understand why this mobile system is interesting: it was not born as an isolated technical oddity, but within a stronger commitment to expand ways to put aircraft in the air. Type 076 Sichuanan amphibious assault ship associated in open sources with drone operations, points in a similar direction. Capture of the recently released video The entire photo goes beyond visual weirdness. China is not only expanding its naval aviation, it has also been pushing advanced aviation programs for years such as the J-20, its fifth-generation stealth fighter, and the J-35, a design associated with the leap towards more modern ship-borne operations. The mobile catapult doesn’t play in the same league as those planes, but it fits the same question: how to deploy more air capacity from more places. One of the first known images of the complex, in which the catapult trucks can be seen together with possible models of unmanned aircraft If the system worked as the published material suggests, its usefulness would be in bringing assisted launches to places where a conventional runway is not available or is too vulnerable. We are talking about islands, remote areas, prepared roads, temporary bases or ships with sufficient deck space. It would not serve to deploy any aircraft or to replace a complete aerial infrastructure, but it could bring light drones closer to specific areas of operation. In scenarios like this, every kilometer that the drone does not have to travel from a distant base counts. The list of unknowns remains long. We do not know what electrical power the system needs, what logistical footprint it requires, how the drones are charged before each launch or what actual cadence it could sustain outside of a controlled demonstration. There are also doubts about their use at sea: one thing is to place the modules on the deck of a ship with enough space and another is to launch drones with stability while the ship moves. The difference between teaching a demonstrator and having a useful military capability is still enormous. Images | Beijing Institute of Technology/WeChat In Xataka | Every year a veterinarian, a jurist, a psychoanalyst and a gardener meet. They are the secret owners of rearmament in Europe

Airbus had a single center in the world to convert commercial aircraft into military tankers. Now another one will open in Seville

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Airbus has chosen Seville to install its second global conversion center for the A330 MRTT, the best-selling tanker and military transport aircraft on the market outside the United States. The San Pablo plant will thus become the twin of the Getafe plant, until now the only one in the world capable of transforming A330 commercial aircraft into its multirole military version. We made the announcement during the opening of the ADM Sevilla 2026 fair and the facilities are expected to be operational at the end of 2027. Why it matters. The A330 MRTT is experiencing a sweet moment, as it accumulates some 91 orders from 19 countries and controls 90% of the world market share, excluding the United States. The war in ukrainethe escalation of military spending in Europe and the growing need for tanker aircraft to extend the air forces’ operating margin have triggered demand for a model that until now was assembled at a rate limited by its single-plant capacity. Add Seville will allow you to go from five to seven annual conversions and thus take some work off the Getafe plant. In detail. The conversion process is usually a rather complex task for European aerospace engineering. Civilian A330s leave the Toulouse chain and they are transferred to the conversion center, where for about nine months military systems, in-flight refueling equipment, specific avionics, communications and interior configurations adapted to each client are integrated, until they are ready for aerial refueling missions, troop transport, strategic cargo or medical evacuations. The plant in Seville will also assume maintenance, repair and modernization (MRO) tasks for aircraft already in service. Airbus will take advantage of the current hangars in San Pablo and optimize them to work with two aircraft at a time, imitating Getafe’s way of workingwhere usually one is converted while the other receives maintenance tasks. Figures. The new line will generate around 200 direct jobswhich will be added to the 2,000 professionals already working in São Paulo, and about 600 additional positions in the auxiliary industry. In Andalusia, Airbus is responsible for around 3,500 people between the San Pablo, Tablada (Seville) and Cádiz plants, and more than 14,000 throughout Spain. Why Seville. The president of Airbus in Spain, Francisco Javier Sánchez Segura, pointed ABC that the reasons were based above all on the technical knowledge accumulated in the A400M and C295 programs, the existing infrastructure (San Pablo is the only Airbus factory with two final assembly lines) and the operational proximity with Getafe, which will act as strategic coordinator of the entire program. A technological leap. Until now, Airbus Defense and Space’s activity in Seville revolved around the assembly and maintenance of the A400M and the C295, both military transport aircraft. Sanchez Segura underlined The Seville center will replicate the cutting-edge technologies developed in Getafe, including the intensive use of augmented reality applied to the assembly and inspection of systems. Andalusia, in the focus of aviation. For the Junta de Andalucía, the announcement fits into its strategy to place the community in one of the three most important European points, along with Toulouse and Hamburg. The acting Minister of Industry, Jorge Paradela, recalled that the region already has several important investments, such as the arrival of the Swiss company Pilatus to manufacture private and military training aircraft, and the Ryanair projectvalued at 500 million euros, to internalize the repair of aeronautical engines in Andalusia, with 600 direct jobs planned. The acting Minister of Economy, Carolina España, rated the Airbus announcement is “magnificent news”, also highlighting that exports from the Andalusian aerospace sector have grown by 86% so far in 2026. The other side. The ADM Seville fair, where the advertisement was presented, also attracted protests. The STOP Arms Fair Platform, which brings together social groups, unions, environmentalists and pacifists, gathered at the gates of FIBES to denounce “the institutional support” for the defense industry and the presence of companies that, according to these organizations, have links to human rights violations in armed conflicts such as the one in Gaza. What’s coming now. Airbus has about two years of works, personnel training and technological adaptation ahead before San Pablo delivers its first converted aircraft. If the planned pace is met, Seville and Getafe will end up operating in a coordinated manner to satisfy a larger customer base in a context that does not seem to be going to let up. According to Sánchez SeguraAerópolis depends on around 70% of Airbus’ workload, and this for the Seville plant means consolidating in a field that until now was foreign to it. Cover image | Air and Space Army In Xataka | The war in Iran is doing something that not even Ryanair imagined: making 20 euro flights a relic of the past

We have hundreds of abandoned silos in Spain. Extremadura has found the perfect technology to convert them into batteries

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There are industrial infrastructures that, when they stop being useful, end up blending into the landscape without making much noise, turned into concrete ghosts. The old grain silos, which for decades were the vibrant heart of the agricultural economy of many towns, are today the best example of this reality in rural Spain. However, the energy transition has brought them a destiny that is as unexpected as it is promising. The region of Extremadura has decided to give a second life to these abandoned giants next to roads and plains, transforming them into enormous facilities to store renewable energy. Silos in batteries. All of this materializes under the THESILO projecta cross-border initiative that has just been officially presented in the small town of Torremocha in Cáceres. There, the City Council has donated a disused silo to house the first experimental pilot that will test this technology in real conditions. The urgency of this essay is better understood when looking at the sector’s figures: over the last year, according to data from Red Eléctrica de España (REE)nearly 10,000 MW of new renewable power were installed in the country. The conflict arises when this enormous production is concentrated at specific times of the day, especially with photovoltaic technology. In very sunny regions like Extremadura, the electrical grid collapses as it cannot absorb all the available energy, causing the dreaded “dumps”: plants that must stop their production because there is nowhere to store the electricity and the energy is wasted. So the solution proposed by THESILO is brilliant in its simplicity: take advantage of these enormous concrete structures to store electrical surpluses in the form of heat. Nordic inspiration. Although visually it may seem like science fiction, this concept already has a solid precedent in northern Europe. In Finland already operates successfully the system Power to Heat (energy to heat) through gigantic “sand batteries”. In the town of Pornainen, a silo filled with 2,000 tonnes of crushed soapstone is capable of storing heat at temperatures of up to 500°C for months, achieving an efficiency of between 85% and 90%. The Extremaduran project It is based on the same principle: When renewable production skyrockets and electricity loses value in the market, that excess energy will be used to power high-efficiency resistors that will generate heat. This heat will be trapped inside the silo using very low-cost granular materials as a storage medium. There is no need to use construction sand; The use of recycled waste from quarries, industrial by-products and demolition materials that resist high temperatures in a stable and economical manner will be investigated. Once stored, the objective is that this heat can be distributed through thermal exchange systems to supply the local agri-food industry, public buildings or homes in the surrounding municipalities. The project, whose execution It is scheduled between January 1, 2026 and December 31, 2028, and is structured around four main axes, ranging from the adaptation of the silos to the analysis of their legal and environmental viability. X-ray of the project. To understand the magnitude of THESILO you have to look at its figures: framed in the European Interreg POCTEP programthe project manages a budget of more than 1.5 million euros, largely supported by FEDER funds. The cross-border consortium is led by the Iberian Center for Research in Energy Storage (CIIAE), which has built a strategic network with Spanish and Portuguese allies such as AGENEX, INTROMAC, ADAI, AreanaTejo, the Polytechnic of Portalegre and ITECONS. An essential union of forces to cover the EUROACE euroregion (Extremadura, Alentejo and Central Portugal), an extensive territory where today 1,050 disused silos await with the potential of becoming the thermal battery network of the future. An impact that crosses borders. Beyond the technological component, the socioeconomic impact is the true driving force of the initiative. The Secretary General of Science, Technology and Innovation, Javier de Francisco Morcillo, stressed during the presentation that the ultimate objective is the “boost of business growth and the revitalization of rural communities.” According to the secretary, Europe demands that the knowledge generated “leads to a transfer of results that results in immediate socioeconomic improvement.” Furthermore, he highlighted the capacity of Extremadura to lead these cross-border funds, recalling that the region has captured between 2021 and 2025 more than double the funds from the Horizon Europe program compared to the 2014-2020 period, according to data from the CDTI. The future involves recycling the past. There are still unknowns to clear up and regulatory procedures to overcome to demonstrate that this model works on a large scale. The Torremocha pilot will be the true test of fire to evaluate how the original structure of the silo responds to high temperatures and certify whether the investment makes sense compared to other solutions that are gaining ground, such as hydraulic pumping or chemical batteries. However, THESILO perfectly summarizes where the energy transition in Europe is headed. Decarbonization cannot depend solely on newly built pharaonic infrastructures; It also requires projects that embrace the circular economy. Reusing already built infrastructure not only reduces costs and avoids new construction, but also brings forgotten giants back to life, attracting investment and employment to areas that have been losing population for years. A demonstration that the solution to tomorrow’s energy challenges may be hidden in plain sight in the towns of rural Spain. Image | Xataka Xataka | Finland has found a cheap way to store energy all winter: a tower of 2,000 tons of sand

This is the Basque project that wants to convert waves into cheap electricity

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On May 12, a 42-meter steel buoy was towed from the Bilbao estuary to the open sea off Armintza. It is not the first time he has made that trip. It already did it in 2016, endured three winters with waves of up to 14 meters, generated electricity and returned to port with something equally valuable: data. Now it comes back improved. The Basque firm IDOM has released the Marmok A-5 again in the Cantabrian Sea, and this time he knows exactly what he has to prove. It’s not just another test. The promise of wave energy is not small. As he explains to the magazine Renewable Energies IDOM wave engineer, Patxi Etxaniz: “The amount of resources available worldwide is brutal; if we are able to obtain that energy in an economically profitable way, we have solved the global energy problem.” The problem, until now, has always been the same: extract it without ruining yourself in the attempt. The race to achieve this is fought by just a dozen or fifteen actors around the world: the Swedish CorPower, several Scottish engineering companies, companies from France, Wales, Finland and Italy, and Asian actors from Korea, China and Japan who, in the words of Etxaniz, “do not publish anything, they are very discreet.” IDOM is already in that group. The Cantabrian piston. The Marmok is, in essence, a buoy with a cylinder of water inside. As detailed Europe Wavewhen a wave arrives, that column of water rises and falls like a piston, compressing and expanding the air in an upper chamber. In this way, this air flow moves a turbine that generates electricity and, finally, an underwater cable takes it to land. The technology is called OWC – oscillating water column – and the new Marmok has improved it on three fronts, according to BiMEP: new turbine with controllable blades, intelligent control system with onboard batteries, and radically simplified anchoring. This latest change was born directly from one of the most costly and dangerous problems of the first campaign. As Etxaniz explained: “The anchorage we had worked well, but we needed a lot of divers, and they are expensive, and their work is dangerous: underwater, with ropes with a lot of tension, one of them whips you and you can have a serious problem.” Problem detected, problem solved. In this new campaign, in addition, the Marmok will connect to the grid for the first time through the HarshLab platform, a floating laboratory integrated into the BiMEP infrastructure, which will allow both to evacuate the energy generated and to monitor the behavior of the system in real time. Twelve years of work. The Marmok did not appear overnight. Its first models were tested at the El Pardo Hydrodynamic Experience Center in 2012. From there they went to the Tecnalia laboratories, then to the BiMEP offshore facilities in Mutriku, and finally to the open sea in October 2016, where it became the first wave energy converter connected to the electrical grid in Spain and one of the first in the world. Behind that journey was the team from the Basque company Oceantec. IDOM saw the potential, hired them en bloc and integrated them into its structure. More than a decade of work, financing from the Basque Energy Agency and support from the European innovation program EuropeWave later, what began as a laboratory prototype is today, according to BiMEPa device ready to advance towards pre-commercial phases. As Borja de Miguel, project manager at IDOM, summarizes: in statements collected by Europe Wave: “Achieving secure installation and grid connection at BiMEP is a key step in bringing wave energy closer to commercial reality.” What’s coming Over the next few months, the team will verify the performance of the new systems and progressively increase operations. The data collected by this campaign will serve two purposes: demonstrate results to EuropeWave and decide what the next phase of development will look like. The objective is not academic. It means lowering costs until a Cantabrian wave can compete, in price, with any other energy source. There is no date for that yet. “It will depend on the investment,” says Etxaniz. But the window exists, the group of applicants is small, and Basque engineering has been learning to read the sea for more than ten years. The Marmok already knows how to survive three stormy winters. Now you have to learn how to do it cheaply. Image | EuropeWave Xataka | For years, wave energy was the ugly duckling of renewables. AI and data centers have taken a turn

convert your M-30 to cycle and walk

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He Boulevard Periphérique It is a sort of Parisian M-30. The French city has, like Madrid, a ring road with a length of 35 kilometers. It was designed in 1958 to unclog traffic in the city center with a clear objective: it was faster to go around the city center at a sustained speed than to pass through the center of it. Both projects have grown with parallel lives. The Parisian highway was not completed until well into the 1970s and Madrid began construction of its own in that same decade. But, over time, they have experienced the same problems. Quickly, the highway was absorbed by the city itselfcreating a kind of urban highway. This has caused a series of issues. The first is pollution, both from vehicle emissions and the noise generated. But also social problems with architectural walls that make pedestrian or bicycle passage difficult and that break the internal cohesion of the city. Madrid has solved part of this problem with Madrid Ríoburying a part of it and, now, covering the Sales step. In Paris they have encountered a similar situation. The Boulevard Périphéric was built on the remains of the old Thiers wall, a defensive fortification completed in 1844 that at the beginning of the 20th century was totally useless and made it difficult for those who lived outside the wall to enter the city. What they didn’t imagine is that They were about to create a new wall. The city has been debating for years what to do with this bypass. Measures have already been taken to try to reduce traffic. The latest proposal involves converting it into a real boulevard, with its trees, its pedestrian crossings and its bike lanes. A new mayor’s office, an old project During Anne Hidalgo’s mayoralty, the city has taken various measures to reduce traffic in the city center, calm the passage of vehicles and penalize those who reach the heart of Paris by car. Thus, a project has been implemented to multiply the number of bike lanes, reduce the trips that pass through the interior of the city and punish those who arrive with an SUV to the Eiffel Tower itself. Hidalgo has taken over from Emmanuel Grégoire, who has managed to maintain control of the city in the hands of the socialists. And now a new melon opens: What to do with the Parisian M-30? Under Hidalgo’s mandate, the highway had already taken the first steps toward becoming a true boulevard. So, speed has been reduced to 50 km/h but the traffic jam is so serious that most drivers said they couldn’t notice the difference. But the intention of the new Government is to go further. The new mayor has not hidden At no time does he want to go deeper into the path designed by Hidalgo, reducing the volume of vehicles circulating through the city. And, above all, converting the current ring road into an urban boulevard. That is: transform the road into a road limited to 30 km/h, create a bicycle lane that runs along the entire length and leave space for pedestrians. It is a project for which Parisian environmental parties are also betting which, in addition, support the creation of traffic-signalized zebra crossings, instead of raising pedestrian crossings with bridges. This “changes everything because the road is a circular highway, and from the moment it is broken (the traffic lights are installed), it is no longer the same model,” their representatives point out. Reconverting the image of Boulevard Périphéric is an old ambition of the environmentalist and socialist parties since they have been talking for more than a decade about the chaotic traffic that is experienced every day in Paris but also about the social gap that exists between those who live inside and outside it. Already in 2015, Guardian dedicated an article to the problems generated by this urban highway. The intention of the new Government team is to have the project completed before the end of its mandate. That is to say, in the first years of the next decade, Paris has changed the morphology of this space completely. However, since The Figaro They warn that bureaucracy can play against them and that everything would get stuck if the police force issues an unfavorable opinion on the measure. Photo | Romain DC on Wikimedia and Johan Mouchet In Xataka | The cities with the worst rush hour in the world, explained in these graphs

How to convert GPTs or Gems into Claude Skills in case you want to migrate your ChatGPT or Gemini customizations

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Let’s tell you how to convert GPTs or Gems into Skillsso if you want to go from ChatGPT either Gemini to Claude you can take the automated versions of your artificial intelligence. And if you are going to change, remember that you can too migrate memory of everything other AIs know about you. The Claude’s Skills They are a series of instructions that you can upload to a chat so you don’t have to repeat them every time you want to do something specific. They can be very complex, although we will teach you how to migrate the GPTs or the Gems simple, those that are simply instructions. Convert GPTs or Gems into Skills The first thing you have to do is enter ChatGPT or Gemini and go to the GPTs or Gems section. Once inside, you have to click on the edit button of the GPT or Gem that you want to convert into a Skill. This will take you to a screen where you can see the name, description and instructions of the Gem or the GPT. These are the data that we are going to use later, so keep the window open. Now what we are going to do is create a Claude Skill with that data. For that you must open Claude, and within his website you must go to section Personalize from the left column. Inside, click on the section Skillswhere you will be able to see all the pregenerated ones that the AI ​​has already created. You will enter the Skills page, where by default you will see several examples of those created within Claude himself. Here, click on the + button above, and in the menu that opens choose the option Write the instructions for the skill to make it easy. This will open the field where you have to enter the name of the skill, the description and the instructions. Copy and paste the description and instructions of the GPT or the Gem so that the skill is similar, and then put the name you want, which can also be the same. One of the peculiarities of the Skills is that Claude will review them every time you ask him for something to use them automatically without having to attach them in case what you want corresponds to what the skill is capable of doing. That’s why, you can add to the instructions the request that he not do thisthat it only uses the skill if you explicitly ask for it or if it is added. And that’s it. What was once a simple GPT or Gem is now a simple Claude Skill. Now you just have to choose it from the menu from Claude’s new chat. You will have to press the + button, go to Skills, and choose yours. Once you have it selected, you just have to add the text you want, and Claude will process it according to the instructions of the skill you have loaded. In Xataka Basics | Claude’s Free Courses Created by Anthropic: 15 Official Certification Courses to Learn and Squeeze Your AI

Sleeping in tourist class has been an impossible mission. Some airlines are testing three seats that convert into beds

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Traveling in economy class on a long-haul flight usually means accepting a fairly clear toll: sleeping poorly or, at all, not sleeping at all. We have all experienced it, narrow seats, little space to stretch our legs and a posture that rarely invites rest. That discomfort is not a minor detail, it is part of the experience of flying in this segment. And yet, it is precisely there, in this very everyday problem, where some airlines are beginning to explore solutions within the economy cabin itself. If we go to the opposite extreme, we have seen the reference to what it would be like to fly in absolute comfort many times in airline campaigns. The Emirates ad with Jennifer Aniston illustrates this wellgoing from a cabin without notable services to a private suite with a completely flat bed, that is, to the premium end of the experience. The proposal is not limited to improving comfort, it completely redefines life on board. An attempt to make tourist class habitable And at that point is where we begin to see concrete movements. United just announced a proposal of this type with its call Relax Rowan option within its own economic class that seeks precisely to alleviate that problem. The company presents it as a specific row that, once in flight, can be adapted to stretch out or rest with a little more space. The airline plans to launch it in 2027, place it between United Economy and United Premium Plus and progressively deploy it on more than 200 Boeing 787s and Boeing 777 from now to 2030. But the truth is that this idea is not completely new. Air New Zealand has been exploring this concept for some time with his well-known Skycoucha proposal that also starts with a row of seats in economy class. In its case, the system allows the legrests to be raised until they form a continuous surface on which we can stretch. It is not equivalent to a premium cabin bed, but it does offer more versatile space than the conventional seat and the airline itself presents it as a way to gain comfort without paying for a superior cabin. If we go down to detail, the interesting thing is not so much the configuration itself, but what it allows once we are in flight. Both proposals seek to expand the available surface so that we can really stretch out, something that is not usually common for tourists. Air New Zealand specifies that area in about 1.55 meters long and 74 centimeters wideaccompanied by additional bedding, a seat cover and specific belts or restraint systems to use it safely. United, for its part, adds an adapted mattress, blankets, extra pillows and kits designed to make rest more bearable. With all this, the logical question is who is really compensated by this type of option. United’s promotional video gives us an idea. If we travel alone, having all that space gives us a much more usable surface to stretch out. In the case of couples, the idea is to share it in a more flexible way, alternating positions or using it to rest better during the flight. And if we think about families, especially with small children, Air New Zealand considers different configurations. Now, before imagining a perfect rest, it is worth taking into account some conditions. In the case of Air New Zealand, as we have seen, availability depends on the aircraftroute and operational or regulatory factors, and not all configurations are always accessible. In addition, the price is not fixed, since each passenger’s ticket is paid plus an additional cost for this option, while United has not yet detailed prices, although it has indicated that its deployment will be progressive. Taken together, these proposals don’t completely change what it means to fly economy class, but they do introduce an interesting nuance. The idea is not to replicate a first-class suite, but to offer a little more room to rest within the usual limitations. That balance between cost and convenience is what seems to be guiding these developments. Images | United Airlines In Xataka | Luxury superyachts have a new enemy in Monaco: a “low emissions zone” that will penalize those who pollute the most

Imagine you are offered $26 million to convert your farm into a data center. And then imagine that you reject them

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The market price of agricultural land in Mason County, Kentucky, USA, is around $6,000 per acre. Last year, an unnamed company — the suspect is one of the AI ​​majors — offered Ida Huddleston and her family about 10 times that amount for half of their 1,200 acres. They tempted her with 26 million dollars to build a data center there but Huddleston, 82, rejected the offer without thinking. Farmers of yesteryear. Delsia Bare, daughter of the owner, counted on a local television station as for them “26 million means nothing. Although the phrase is blunt, it is likely that more than indifference to money it reflects a different scale of values. The land matters. Bare explained how his family has farmed that land for generations, paid taxes on it, and kept it productive even during the Great Depression. “We even grew wheat during the Depression and kept bread production lines running in the US when people didn’t have access to other foods.” For the family, the sale would be a break with those values. Obsession with data centers. The Huddlestons’ story is not an isolated case, and Bare herself claimed to be one of dozens of homeowners in the area who had received similar offers from the same anonymous buyer. We all know that large AI companies have been seeking for months to expand the presence of data centers throughout the US, and several of them have announced astronomical investments to achieve that future computing capacity. cheap land. Rural areas are perfect because they are far from urban centers but still have access to resources such as water for their cooling systems and electrical networks with sufficient capacity. In Kentucky the price of agricultural land is relatively low compared to other areas, and that availability of water and energy is a very attractive combination for companies that want to create new data centers. From stupid farmers, nothing. Huddleston, 82, explained that turning down the offer is surprising: “They call us stupid farmers, but we’re not. We know when our food is disappearing, when our land is disappearing.” The owner is clear that the conversion of agricultural land into the basis for digital infrastructure will have consequences on water, food production and the economy of rural communities itself that for decades have been very outside of these technological cycles. Lies. Those who wanted to buy his land claimed that the project would bring jobs and economic growth to the area, but Huddleston has a very different opinion. “I say they are liars, and the truth is not in them. That’s what I say. It’s a scam.” Gone with the wind. His daughter compared this symbiosis with his land to that reflected in the mythical film ‘Gone with the wind‘ and what her protagonist in the film, Scarlett O’Hara, experienced: “She was very attached to that land. Her spirit would never die. The same thing happens to me. As long as I am on this land, as long as it feeds me, as long as it takes care of me, there is nothing that can destroy me if I have this land.” But. Despite the Huddlestons’ refusal, the project has moved forward. Other neighbors in the area have agreed to sell, and the AI ​​company has adapted its plans to use those plots. It is therefore likely that the Huddleston family farm will end up being very close to that future data center if it is finally built, but one thing is certain: for now they are holding out. Image | Xataka with Freepik In Xataka | OpenAI has signed countless billion-dollar agreements with other companies. We are discovering that they are made of paper

Madrid wants to convert its least used Metro line into the “Gran Diagonal”. A 1,000 million project without a clear end

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A line that connects the southwest of Madrid with the northeast of the city. A project to quadruple the extension of Madrid’s least used line with the aim of turning it into one of the city’s great arteries. We are talking about the expansion of line 11 of the Madrid Metro. In 1998, Madrid inaugurated a new Metro line. It had been 20 years since new lines had been launched in the capital and the project ended up being the first of the last major investment in the Madrid Metro that the Autonomous Community has made. until the reforms we are experiencing today. The work attracted attention due to its short length (only three stops at the beginning). Then Metrosur (Line 12) and the Light Metro lines (LM1, LM2 and LM3) would arrive. Except for LM1, all the aforementioned lines were longer than the new Line 11 whose 8.5 kilometers and seven stations were dwarfed by Line 12, with its 28 stations and more than 40 kilometers long. Now, Madrid wants to transform that line and make it one of the main axes of the Madrid underground. The numbers point high. From a “forgotten” line to the Great Diagonal Currently, line 11 of the Madrid Metro is, by far, the least used in the city. According to the company’s own report, there are only three lines that are below it but two of them are branches of main lines that far exceed the flow of line 11. Beyond the numbers on lines 7B and 9B, line 11 and its 10.8 million passengers per year they are located just above the Ópera-Príncipe Pío Branch, which moves 10 million passengers despite only having one stop at origin and another at destination, with a train that is round trip. However, Madrid wants the seven stations that currently make up line 11 to be the embryo of a gigantic line that is beginning to be known as the “Gran Diagonal.” The project, of course, has several phases but some of them are still up in the air and others do not have an execution date, although they do have a budget. Map of the expansion of line 11 At the moment, what is underway is the connection of the Plaza Elíptica station in Carabanchel with the Conde de Casal interchange. This link involves excavating more than six and a half kilometers and the creation of two stations: Comillas and Madrid Río. These will join the Plaza Elíptica station to the south and continue north with stops at the already existing Palos de la Frontera and Atocha, before reaching Conde de Casal. 514 million euros will be allocated for this section and although it was expected to be ready in 2026, everything indicates that the works will not finish until a year later and that It won’t be until 2028 when finally the new link will be available. In order to speed up the works, Madrid already has Mayrit readya tunnel boring machine from Germany that can drill 15 meters a day, compared to the two meters that are excavated a day if working only with a pick and shovel. In Xataka we have already talked of this tunnel boring machine that measures 98 meters long and weighs 1,500 tons. After arriving piece by piece, it has taken almost a whole month to be able to operate with it, since assembling it was quite a puzzle. complete at 27 meters depth. This will be the first section that aims to almost double the extension of line 11 and increase the number of people who pass through its trains by up to 75,000 daily passengers. This first section should become the heart of a line that is clear your future in the south. The expansion at this end plans to link the La Fortuna station with Cuatro Vientos, with just over two kilometers of track and an awarded budget of more than 75 million euros. But, at the moment, there are no execution dates for it. Where more doubts are being generated is in the north of the capital. From Conde de Casal to Mar de Cristal, the city will add its main stops to already built stations, specifically in Vinateros, La Elipa, Pueblo Nuevo and Arturo Soria. But it is from Mar de Cristal where the project, for which 600 million euros will be invested, has been changing. As can be seen in the map above, the project contemplated taking the line to the airport and later to a final stop called Valdebebas Norte. In elDiario.es They assure that Metro de Madrid retains the possibility of building a second station to double the latter. The opening, according 20Minutes It would therefore be staggered, coinciding with the three sections already mentioned. Once completed, Madrid line 11 will become one of the main routes to transport passengers. An approximate extension of 33.5 kilometers is expected (from just over eight kilometers currently) and 20 stations from the mere seven it currently has. All this with an expense of more than 1,100 million euros. Photo | Madrid Metro and Community of Madrid In Xataka | Faced with daily collapses, the Madrid Metro could increase frequencies or put in “pushers.” He has chosen the second

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