delay

the delay of streaming compared to DTT

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This World Cup has involved a meeting in the field with friends in every match in Spaina fairly typical scene that shows that, when there is football (and even more so when La Roja plays), everything comes to a standstill. We take the TV out on the porch, grab some chairs, have some snacks and dinner, and what more could you ask for. Well yes, one thing is: don’t let the neighbor spoil the surprise of the goals. Since we did not have a coaxial cable antenna at hand, we streamed through the app Movistar Plus+. The thing about streaming is that, generally, the retransmission it’s more late than the signal that is emitted from DTT. It is not particularly annoying as long as there are no cuts, but an event like a World Cup, where each goal is shouted out loud, can become quite a nuisance. And even more so when the signal is more than a minute late, as was the case with us. So I couldn’t think of anything other than to explain the reasons why this happens and its possible solutions. The traditional antenna is faster than it looks Traditional television, which is received via antenna, also has its own delay. It has never been a one hundred percent instantaneous broadcast, since the networks They usually apply a small margin between five and ten seconds, precisely to be able to cut off in time if something inappropriate happens live. This cushion has existed for decades and is the same for all viewers who watch the signal on the antenna. The difference is that this delay is short, stable and homogeneous. Everyone who watches the game on DTT sees it, more or less, at the same time. However, in streaming things change. The (much longer) journey of a signal over the Internet To understand why streaming always arrives later, we have to follow the path that the image takes from the stadium to our devices. And this journey goes through several stages: first with the capture of the image, then with encoding, transcoding, distribution and, finally, decoding on the viewer’s device. Each of those steps adds timeand none are instantaneous. Image generated by AI with Gemini The key is how that video is distributed over the internet. The vast majority of streaming platformswhether large general services or sports applications, use protocols such as HLS or its equivalent DASH. Both work in a very specific way, since the server does not send a continuous stream of video, but rather cuts it into small fragments of between two and ten seconds in length, which the player downloads one after the other. So that the playback is not cut off or stuck if the connection fails for a moment, the player does not limit itself to downloading the fragment that is to be seen at that moment, but also also save several fragments aheadsomething we call “buffer“. This mechanism prioritizes making the video look fluid over seeing it at the exact moment it happens, and that is precisely the price you pay in seconds of delay. To this we must add the distribution through the so-called CDNs (content distribution networks), which are the infrastructures that allow millions of people to watch the same game at the same time without the original servers collapsing. The CDN77 company calculate that, adding network latency, transcoding time (about five seconds on average) and the player’s own buffer, common HTTP protocols generatea total delay of between 25 and 40 secondsfrom the moment the play occurs until it reaches the viewer’s screen. Amazon Web Services, which provides technical support to numerous streaming platforms, matches in that the player’s safety margin is a decision made by each application, and the greater the margin, the more protected the playback is against cuts, but also the later the image reaches the viewer. There are extreme cases. FEED technical magazine remember that, during the last Euro Cup, many viewers received the notification of the goal on their mobile phone before even seeing it on the screen streaming, and also cites the case of boxing match between Mike Tyson and Jake Paul broadcast by Netflix, which had significant loading and lag problems. And there is no solution? It’s not that the platforms don’t want to reduce the delay, it’s that they want to do it without sacrificing image quality or connection stability It is complicated and expensive. In current streaming, each application distributes the content through its own distribution networks, which causes the delay to vary from one service to another, something that does not normally happen with classic television, where all viewers usually share the same delay. This is precisely why “low latency” versions of common protocols, known as LL-HLS and LL-DASH, have begun to appear. These variants allow the player to start downloading and to show a video fragment even before that fragment has completely finished recording, instead of waiting until it is completely closed. It is a technical change that can cut the delay from the usual 15-30 seconds to just two or five, depending on collect the Dacast platform. Some chains have already begun to apply it in practice. From FEED they count that Sky Sports launched a low latency version of its main channel this year that has managed to reduce the lag by 20 seconds compared to the previous version, and that the BBC has done its first tests of low latency streaming on its iPlayer platform to measure how this technology behaves on a large scale with the current internet infrastructure. What can you do While waiting for these technologies to become widespread, something that in an event with the global audience of a World Cup is neither easy nor cheap to implement, the most practical recommendation is still to turn on the antenna whenever you can, if you don’t want your goal spoiled, and flee from WhatsApp and social networks at that time. Cover image | Wemax Projectors (Unsplash) and RTVE In … Read more

If the question is whether we can delay aging, Russia has an unusual plan with the “cousin” of the wild boar and humans

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In 1928, a Soviet scientist convinced that young blood could rejuvenate the body exchanged his own with that of a university student. The experiment turned the student into a survivor and the researcher into a of the first victims of the modern pursuit of longevity. The great Russian bet. If the question is whether aging can be delayed, Russia has decided to respond with an initiative of extraordinary dimensions. Under the direct impulse of Vladimir Putin, the weekend counted the wall street journal that the Kremlin has made longevity a national priority through a program valued at about $26 billion that seeks to develop technologies capable of prolonging human life and combating age-related deterioration. What for many Western leaders and businessmen remains a private bet financed by technological fortunes, in Russia has become a state strategy which combines genetic research, organ printing, xenotransplantation and other experimental technologies with the promise of saving hundreds of thousands of lives before the end of the decade. New organs for aging bodies. One of the most ambitious ideas of the project consists of progressively replace the defective parts of the human body as if it were a complex machine. It we have told before and Putin himself even commented publicly on the possibility of achieving a kind of practical immortality through the continuous replacement of damaged organs. To get closer to that goal, Russian scientists are working on two main lines: three-dimensional bioprinting of living tissues and the growth of human organs inside minipigs, a variety of pork considered especially compatible for this type of research. The stated goal is to achieve functional transplants of laboratory-produced organs by 2030, a goal that, if achieved, would represent one of the most important biomedical advances of the century. Genes, tissues and pigs at the service of longevity. The program also includes the development of gene therapies aimed at slowing down cellular aging. According to Russian authorities, these treatments represent some of the most promising tools to combat the biological wear and tear that accompanies the passing of the years. At the same time, researchers they claim having managed to print human cartilage and a mouse thyroid gland using bioprinting techniques, preliminary steps towards much more complex structures. The combination of Genetic engineering, organs grown in animals and the manufacture of artificial tissues paints a vision in which medicine stops limiting itself to repairing damage and begins to replace entire components of the organism. Putin’s daughter and the architects of the project. Behind this strategy appear some of the most influential figures of the presidential circle. Among them stands out Maria Vorontsova, Putin’s daughter and an endocrinologist linked to various state genetics programs, as well as the physicist Mikhail Kovalchuk, director of the historic Kurchatov Institute and one of the Kremlin’s main scientific ideologues. Kovalchuk holds that humanity is approaching an era in which organs can be routinely repaired or replaced, prolonging life for increasingly longer periods. For its defenders, aging will no longer be seen as an inevitable destiny and will begin to be treated as a technical problem susceptible to scientific intervention. Between cutting-edge science and community doubts. However, the program’s promises are far from to generate consensus. Many researchers they point out that much of the progress announced by Russia has barely been published in peer-reviewed international scientific journals. Some scientists who participated in the early stages of these investigations hold that there is a great distance between the proclaimed objectives and the results actually demonstrated. International sanctions, scientific isolation derived from the war in Ukraine and the difficulty of collaborating with Western centers also limit the capacity Russian to validate many of these projects. For critics, some of the statements made by the authorities should be interpreted more as aspirations for the future than as technologies close to becoming a reality. Personal obsession turned into state policy. Putin’s fascination with longevity it’s not new. For years he has cultivated a public image associated with physical strength through exhibitions Carefully constructed for sporting activity, hunting or outdoor adventures. At the same time, their behavior during the pandemic showed a extreme concern due to illness and physical deterioration, with strict quarantines, disinfection protocols and isolation measures that attracted the attention of the entire world. At 73 years old, also surrounded by an aging political and economic elite, the fight against the passage of time seems to have become more than a personal curiosity: it is part of a strategic vision shared by much of the Russian leadership environment. The long Russian tradition. The current project does not come out of nowhere either. Russia and previously the Soviet Union have historically shown a recurring fascination for research aimed at prolonging human life. Since the experiments with rejuvenating blood transfusions carried out by Alexander Bogdanov in the twenties until the theories of Oleksandr Bogomolets Regarding a life expectancy of 150 years supported by Stalin, different generations of Soviet and Russian leaders have pursued the idea of ​​overcoming aging. Paradoxically, many of those pioneers they died long before to reach the extraordinary ages they defended. A race against an uncomfortable demographic reality. The bet is even more striking because it takes place in a country that continues to suffer some of the worst mortality indicators of the developed world. Male life expectancy in Russia He is currently around 68 years, well below that of the United States or Western Europe. In this context, the gigantic longevity program promoted by Putin it reflects both a scientific ambition and a national need. The question is whether printed organs, genetic treatments and minipigs capable of hosting future transplants will bring Russia closer to that vision of a increasingly longer life or if they will end up joining the long list of projects that promised to defeat aging and ended up crashing into a biological reality much more difficult to defeat. Image | IToldYa, Press Service of the President of the Russian Federation, Picryl In Xataka | We knew that living … Read more

The EU said its AI Law was prodigious. It must not be so good when it is going to delay its application until 2028

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Brussels has agreed delay the toughest restrictions of your AI Law until December 2027, which in practice moves its real impact to 2028. Initially the calendar was much more ambitious and intended to prohibit and punish AI systems classified as “unacceptable risk”but all that now remains a dead letter. This makes it clear that community institutions are not prepared to supervise what they intended to regulate. Tell AESIA. A victory with risks. German Chancellor Friedrich Merz has made Germany dictate the pace of Brussels. Mez has pushed until the last minute to get industrial AI applications virtually off the radar of the law. This will allow German business giants such as Siemens or Bosch not to have to comply with the regulations. Is according to Politico a political victory for Berlin—although other companies like ASML asked for the same— which protects its heavyweights, but poses a problem: if we let AI control factories and critical infrastructure, we risk its failures having an enormous impact, which is exactly what the AI ​​Law proposed. What was considered high risk six months ago is no longer so. Brussels comes to its senses. MEPs have understood something that they had been refusing to admit for a long time: being the “sheriff” of the internet is of no use if you don’t have your own AI industry. While Europe regulated, the US and China they grew without brake. The agreement is the clear admission that regulating with a heavy hand a market that you do not dominate does not make sense. The EU now gives its companies some oxygen instead of forcing regulations that the rest of the world is simply ignoring. The “Brussels effect” has a ceiling, and this delay marks it. The AI ​​Law does not give up completely. The EU, however, has included an express prohibition against AI systems capable of generating deepfakes of recognizable people. It is a direct response to the controversy generated by tools like those present in Xand a way to keep the protective spirit of the law somewhat alive. The obligation to identify AI-generated content also remains, but the grace period is stricter now, at three months compared to the previous six months. Even so, there is a clear surrender in what mattered most. Careful. If the EU has decided to delay its flagship AI law in the face of industrial pressure, what will prevent the DMA or the DSA from ending up suffering the same fate? The two regulations have been involved in complex industrial battles for some time: Apple and Meta they continue to resist to meet the requirements of interoperability and transparency, and the Commission has had to qualify its own requirements. The precedent of the is dangerous because it shows that political pressure works. Regulate so much for what. The EU has been wanting to lead technological regulation without leading (or even competing in many areas) in technological innovation. The GDPR served as a global standard because Europe was a large enough market to impose conditions for entry. The difference is that AI depends on something else very different, and here the feeling is that the only thing Europe is doing is putting doors on the field. Let your own AI Law end modifying first and later delaying is nothing more than a tacit recognition that the EU’s regulatory strategy and ambition has been a shot in the foot. One that has worsened the conditions to be able to compete with those of other countries. Image | World Economic Forum In Xataka | “What is allowed in China can never be allowed in Europe”: Spanish MEPs from the AI ​​Special Commission speak

Valve has just announced a delay and price increase for the Steam Machine

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Valve’s plans to revolutionize desktop video games face the reality of the component market. The company has confirmed the postponement of Steam Machine, Steam Frame and Steam Controller, initially planned for the first quarter of 2026, due to the global shortage of RAM and storage. The announcement comes accompanied by a warning: the initially announced prices will be revised upwards, which puts at risk the strategy of competing directly with traditional consoles. What we believed. The official presentation of Valve’s hardware took place in November 2025when the company simultaneously unveiled three devices aimed at expanding its ecosystem beyond the traditional PC: the Steam Machine console, the Steam Frame virtual reality headset, and a new iteration of the Steam Controller. At that time, information provided to media It targeted a launch in the first quarter of 2026. Our love broke. However, Valve has had to recalibrate its expectations. According to the statement, the company acknowledges that it hoped to announce definitive prices and specific release dates at this point, but circumstances in the component market have prevented this. “The limited availability and rising prices of these critical components mean we must review our exact shipping schedule and pricing,” they admit. A little later. The new time frame now extends to the first half of 2026, a deliberately vague formulation that contrasts with the initial precision. Valve emphasizes that it maintains its goal of distributing the three products within that period, but warns about the volatility of the scenario: they need to establish prices and dates that they can announce with confidence, aware of how quickly circumstances can change. The RAM crisis. The problem affects the entire technology industry. Memory manufacturers have experienced a unprecedented price increase: according to data from the component market, the cost of RAM modules has multiplied by three or even four from the beginning of 2026. This escalation responds to a strategic reorientation of the major producers such as SamsungSK Hynix and Micron, which prioritize the manufacture of high-performance memory for artificial intelligence servers, a segment that offers higher profit margins. It was seen coming. Already in November, when Valve presented its hardware, the warning signs were evident. By then, the company recognized that setting prices was complex because “the market is a little strange” and “memory prices are going up as we speak.” What seemed like temporary turbulence has been consolidated as a structural trend. It is a crisis that evokes the semiconductor shortage that shook the industry between 2020 and 2022, causing delays in the launch of consoles and widespread price increases in graphics cards. The current phenomenon presents, however, a peculiarity: it is not about interruptions in the supply chain, but rather a deliberate decision by manufacturers to redirect productive capacity towards the lucrative AI market, leaving the gaming industry in the background. What is known about the machine’s hardware. The Steam Machine, the star product of this trilogy, will be powered by an AMD processor, as confirmed by the semiconductor company’s CEO, Lisa Su, during the presentation of quarterly results: “From a product perspective, Valve is on track to begin shipping its AMD-powered Steam Machine early this year.” That statement, which sounded reassuring then, now takes on an ironic tone: the hardware is ready, but the economic context is not. During previous sessions with specialized media, the company indicated that the Steam Machine would be placed “close to the entry level of the PC space”, a formulation that suggested that it would compete directly with PlayStation 5 and Xbox Series X|S in terms of price, rather than with high-end PC configurations. This approach clashes head-on with the current reality of the components market: competing with consoles means achieving very tight margins in a closed ecosystem where Sony and Microsoft can assume initial losses. Valve lacks that flexibility, and the increase in memory and storage costs threatens to place its products in a price range that would distance them from the average consumer. In Xataka | Panic of a ridiculous death among RAM manufacturers: they fear that technology companies will “monopolize” and they are already putting controls

Critical dress rehearsal leak forces NASA to delay Artemis II

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If we learned something with Artemis I in 2022 is that liquid hydrogen is possibly the biggest enemy of NASA’s patience in its missions. And in the last few hours the US space agency has confirmed what many of us feared after a difficult weekend: the launch of Artemis IIthe mission that must take astronauts around the Moon, officially delayed until March. An accumulation of errors. These days NASA had on its agenda to do a ‘general rehearsal’ for the launch of this new mission that aims to test its equipment to take the final leap: put man on Mars in the future. And everything seemed to be ready, with the astronauts in strict quarantine since January 23. But in the end, Florida’s weather reminded us again that it reigns supreme with freezing temperatures and strong winds that forced these plans to stop. Some specific limits. A priori, these adverse conditions should not be a problem for cutting-edge operation, but the reality is that the SLS rocket has very strict operating limits: it cannot safely load fuel if the temperature drops below 4.4ºC for more than 30 minutes. Something that eliminated the launch window that It was scheduled between February 6 and 7moving hope to February 8. The coup de grace. But if the weather was already a big problem, in the last few hours the last major inconvenience has arrived while retrying to refuel under more favorable conditions. It was none other than a leak of liquid hydrogen that was detected at the umbilical interface of the rear service mast while the test was being carried out. Something that has forced everything that was being done to stop, and logically to make decisions that are very hard. Safety first. Although the agency managed to complete many of the test objectives, the hydrogen concentration exceeded safety limits, forcing the rocket to be drained. Administrator Jared Isaacman has been blunt– Crew and vehicle safety is the top priority, so no launch window will be forced. A ‘dejà vu’. For fans of the Artemis show, this sounds painfully familiar. The situation is almost a carbon copy of what was experienced with Artemis I in 2022and although at that time it was not the weather, there were recurring technical failures such as propellant leaks and problems with the pressure fans that caused multiple cancellations of the general rehearsal. Because of those technical problems, they were forced to return the rocket to the Vehicle Assembly Building for much more thorough checks, pushing the April launch to the end of August. Now the similarity lies in the complexity of liquid hydrogen, an ultracold and extremely difficult to contain fuel that remains the Achilles heel of these missions. What will happen now? For now, with all these problems behind us, the launch window that lasted until February 11 has been completely ruled out. This forces us to look for a new date that NASA aims for sometime in March 2026although without specifying a specific day. To do this, they must still analyze data and above all have a successful general rehearsal to validate the safety of the operation. As far as the astronauts are concerned, it no longer makes sense for them to remain quarantined at the Kennedy Space Center, so they will return to Houston until there is a new firm launch date. Images | POT In Xataka | Claude begins to seem unstoppable: NASA has already used him to plan routes for the Perseverance rover on Mars

Three years of delay later, Valladolid is about to complete what seemed endless: the A-11

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Cross Castilla y León on a highway. From Soria to Zamora, passing through Valladolid, to link the first of them with the A-66 or give access to Portugal without having to go through secondary roads. It is known as the Duero Highway and its end is already visible at its central junction, in Valladolid. It arrives, yes, three years late. The works They have already been extended for more than six years, well beyond December 2022 for which the section between Tudela de Duero and Olivares was expected to be inaugurated. Two populations that should have been united three years after work began in 2019, explain in Valladolid newspaper. When this section is inaugurated and connects with the Quintanilla de Arriba section, it will be open the largest highway link which has been opened to traffic once in our country. 34 kilometers that should arrive in spring. Because first there is a hurdle to overcome. A viaduct to finish Until now, the stretch of highway inaugurated only once in our country is the 27.8 km that separate Solares and Torrelavega in Cantabria by the A-8 and which were opened to traffic in 2015. The record should become obsolete when Quintanilla de Arriba and Tudela de Duero are finally linked by the A-11. This section, as we said, was planned in two segments. Between Tudela de Duero and Olivares de Duero there are 20.2 kilometers in length and between this town and Quintanilla de Arriba there are another 14.5 kilometers. The intention is that this first section will be open to traffic in 2022 after investing 79.1 million euros. The second was to be ready at the end of 2023 after spending 97.9 million euros. It is estimated, however, that this section has gone above 220 million euros. A figure that pales compared to the total work, if we take into account that the last 120 kilometers of the Duero Highway under construction have been awarded some 980 million euros in the sum of all the projects. It remains to be built, for example, the expansion of the Aranda del Duero variant. As far as Valladolid is concerned, residents have yet to see how the 34 kilometer link is completed with the construction of the Duero viaduct. When completed it will be the culmination of works that are expected to be ready by the spring of this year. However, in May of last year Those responsible preferred to remain cautious and make it clear that until the end of 2026 the deadlines projected with the last extension would be met. Whether you arrive in spring or winter, the opening of this section next to Valladolid will be key to seeing the light at the end of the tunnel. The connection between Soria and Zamora by highway is a historic demand that should have been completed a long time ago. Especially if we take into account that The first section of the A-11 was opened to cars in 1995. More than 30 years later, there are still fringes to close. Photos | Ministry of Transport In Xataka | Spain has dozens of unique abandoned roads. Now he wants to save them by turning them into “historic roads”

Snow is one of the few things that can delay the Shinkansen in Japan. To combat it there is a solution as simple as it is effective.

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Japanese bullet trains are known for their extreme punctuality. However, when the snow appears, neither the most cutting-edge railway system of the world is saved. And to combat it, the country’s railway institutions developed a solution as simple as it was ingenious: sprinklers installed along the tracks that spray water during snowfall. This is done to prevent snow from accumulating and wreaking havoc on the trains. We explain in detail how these systems work. Why is it important. Snow not only causes the system to stop being as punctual as usual, but it can also cause serious damage to high-speed trains. And at speeds above 200 km/h, the snow on the ground rises due to the air current generated by the train, which can cause it to compact under the cars forming ice balls that, upon impact with the ground, throw gravel into the air. This can end up breaking windows and damaging train components if left untreated. Japan has spent decades perfecting systems to eliminate this problem without sacrificing speed or punctuality. The origin of the problem. When the Shinkansen began regular operations in 1964, according to explains JR Tokai (the operating company of the Tokaido Shinkansen), construction was carried out in a hurry and “there was not enough time to consider” alternative routes that would avoid areas of heavy snowfall. In January 1965, just three months after launch, snowfall in the Sekigahara region caused serious incidentsincluding broken windows and shattered water tanks. The investigation revealed that the real culprit was speed, since the wind generated raised the snow, which ended up turning into ice projectiles under the carriages. The solution: sprinklers. To prevent the snow from rising and forming those dangerous ice balls, it was installed a sprinkler system along the tracks that sprays water during snowfall. There are currently sprinklers deployed in a stretch of more than 70 kilometers, covering the lines most affected by the snow. In 2009, the nozzles were improved so that the water reached areas that were not reached before, melting the snow more effectively. The system does not completely remove snow, but changes its consistency to prevent it from compacting and flying, thus reducing the risk of damage. It is not the only solution. The water system is complemented by other resources. During non-service hours, snow plows work at dawn to remove accumulated snow. Since 2003, rotary snow plows have been used that use rotating brushes capable of cleaning up to five centimeters below the surface of the rails. In addition, since 2013, devices with optical sensors have been used to monitor weather conditions, and there are cameras installed under the carriages to detect snow accumulations. When a snow-covered train arrives at stations like Nagoya or Osaka, there are also specialized teams waiting under the platforms with high-pressure washers to quickly remove stuck-on snow. The results speak. All of this operation has radically transformed the Shinkansen’s defenses when the snow arrives. According to JR Tokaiin 1976 there were 635 train cancellations due to snow, a figure that has been reduced to zero since 1994. The average delay due to snowfall has also improved dramatically, dropping to just a few minutes. Beyond the trains. In the northern regions of Japan, where snowfall can exceed three meters, many roads have sprinklers integrated into the asphalt. The system, known as ‘shosetsu’ (disappearing snow) or ‘yuusetsu’ (melting snow), was developed in 1961 in the city of Nagaoka by Yosaburo Imai, founder of a century-old confectionery. Imai was inspired by observing that snow did not accumulate where thermal water gushed from underground. Since then, underground pipes transport geothermal water (at about 13-14°C) to pavement sprinklers that melt snow during winter storms, avoiding the use of salt or snow blowers. Cover image | KUA YUE In Xataka | The straightest road in Spain is located in a place whose name I don’t want to remember: between El Provencio and La Roda

Renfe is obliged to return money after 15 minutes of delay. Its president warns that this “would make tickets more expensive”

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The president of Renfe, Álvaro Fernández Heredia, assures that the company will not apply from January 1 the new compensation approved by Congress. He argues that the measure is “unconstitutional and generates inequality against Iryo and Ouigo.” Conflict. In November, Congress approved a PP amendment to the Sustainable Mobility Law that forces Renfe to recover its old compensation for delays. These are 50% refund of the ticket from 15 minutes of delay and 100% from 30 minutes. Currently, after the change which the operator made in July 2024, only returns money after 60 minutes (50% of the amount) and 90 minutes (100%). The amendment, which had the support of Vox, Junts, ERC, PNV, Podemos and BNG, sets January 1, 2026 as the date of entry into force. Renfe’s position. Fernández Heredia, has declared in RNE that “in principle, no” there will be changes next Thursday in the travel conditions. According to the president of the operator, the State Attorney’s Office is studying legal formulas to avoid applying the provision. “We have a legal opinion that clearly says that it is unconstitutional,” he said. explained in El País, arguing that it violates principles such as equal treatment, freedom of enterprise and two European regulations on rail transport services. The economic cost according to the operator. The president of the institution estimates the impact of the measure at more than 125 million euros annually, well above the 43 million that Renfe paid in compensation during 2023. As Fernández Heredia clarifies, the increase is not only due to more incidents, but also because the amendment extends compensation to all long-distance commercial services, including Avlo, Alvia and Intercity, not just the AVE. “Whoever wrote this didn’t know what he was doing,” pointed out to the middle. The consequences for the traveler. The president of Renfe warns that applying the new compensation would cause a 10% increase in fares and would displace up to 5% of passengers towards the competition. In addition, it warns that “deficient services that Renfe maintains in areas where Iryo and Ouigo do not operate would be put at serious risk.” “If we want it to be cheaper, provide deficient services and stop where no one stops, what we don’t want is liberalization,” declared in RNE. Inequality. The core of Renfe’s argument is regulatory asymmetry. And while this operator would have to return part of the money from 15 minutes late, Ouigo begins to compensate from 30 minutes (with purchase vouchers) and Iryo from 30 minutes as well. Both competitors only refund 100% of the amount after 90 minutes of delay, just like Renfe does now. “I don’t think this is being done because we want to improve the conditions of travelers, but rather because of an attack on Renfe,” he said. affirmed Fernández Heredia in El País. Legal battle underway. Sources from the Ministry of Transport they qualified the amendment to the media 20 Minutes as “demagogic and populist.” Minister Óscar Puente announced after the approval of the law that they would look for formulas to prevent its application, something that Fernández Heredia has confirmed is being studied. The president of Renfe regrets that the company “is not entitled to appeal to the Constitutional Court, which creates insecurity when it comes to defending ourselves.” He inherits the mark of ppolitical opulism. The president of Renfe was very critical of the parliamentary groups that supported the measure. “It was a slap in the face of Renfe to the Government,” as collected The Country. “It is a populist measure because they do not say that this measure implies ‘raising prices’ and that it will benefit the ‘other two companies,’” added in the interview on ‘Las Mañanas de RNE’. The president of the operator has asked the PP, Podemos and BNG for explanations about why the obligation only affects Renfe. “If we want to provide a guarantee policy and better compensation, the logical thing is that it should be for all travelers.” In Xataka | Public transport faces 2026 with extended aid and the approved Single Pass: there is still one step ahead

We have carried the burden of reproductive delay on women. But men also have their part (and the proof is in the sperm)

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Let’s talk about semen because it’s important. We already knew: the quality of sperm, for example, is directly related with the life expectancy of men. However, in recent days the situation has taken an interesting turn. A few days ago, a group of researchers from the Sanger Institute and King’s College London advertisement that “aging” has more consequences than it seems. It is not only that, with age, sperm accumulate mutations; is that the percentage of sperm with mutations does not stop growing. And that changes many of the things we thought we knew. What exactly have they done? The team sequenced semen samples from individuals between 24-75 years old and They discovered that the process accumulation of mutations is not just a matter of wear and tear. There is, interestingly, a combination of chance and positive selection. That is, he has found evidence that there are “winning” variants in the testicles. The study concludes that it “concludes a 2–3× risk of known causal mutations with age and estimates 3–5% of sperm with a pathogenic mutation in middle-aged and older men.” The numbers are low, but the paradigm changes. The paradigm? It is not just that the older you are, the more mutations there are, but that these mutations compete with each other and thrive within the testicle (intratesticular positive selection). This means that the risk window widens beyond the simple annual arithmetic sum. For years, we have carried the burden of delayed parenthood on women. In a simplistic (and now we know hasty) way, the public debate has loaded thethe responsibility of reproductive planning about them. But also the health-scientist: the risk profiles were defined by the gestational age of the mother. And yet, men also have their part. What is hidden in the sperm. Although, as I cannot help but repeat, the risk is low, we cannot ignore that the greater presence of variants linked to neurodevelopmental disorders and developmental syndromes changes the general picture. The reality is that, despite everything we know, we know very little. And that is a problem because, whether we want it or notthe trends are very solid: the age of having children it’s going to be delayed all over the world. Image | Quinn Dombrowski In Xataka | Having many children sounds great as a way to preserve the species. Until you start passing genetic mutations

In Japan, the average trains delay is 96 seconds. It is not magic, his secret is called “Paka-Yoke”

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We are not going to discover anything if we tell you that the high Spanish speed has not lived its best summer. To get an idea, Four out of 10 Renfe trains They have suffered some type of delay. We have had breakdowns, Lost trains during the night and the final tip of the fires. But beyond summer, the truth is that the Spanish road network is giving important symptoms of fatigue. Only last June, The birds arrived with a medium delay of 19 minutes About the scheduled time. In April the figure was almost 21 minutes. According to the published report by the company, of the 9,607 trains that circulated last June, only one in three arrived in time Or they were delayed less than five minutes. We know this because Renfe herself has published it but the breakdowns have also affected the trains of Iryo and Ouigo that have to circulate on the same ways. The data point to two possible reasons. First, Spain begins to give symptoms of having an infradimensive infrastructure to host the arrival of new operators (OUIGO and IRYO) and a Growth sustained in the number of trips. Second, the data warn that not enough has been invested in maintenance and modernization of the roads. It is very likely that the situation we are living is a mixture of both reasons. But a question overwhelm: if in Spain we have problems with three trains companies … how do they work in Japan where six different companies operate? 96 seconds Move by Japan, especially for Honshu (his main island in which cities like Tokyo, Kyoto or Osaka are found) is very simple if you decide on the high -speed train. The frequencies are so bulky and the delays so exceptional that the reliability in the system is absolute. The known as Japan Rail It can, also, be chaos for those who visit the country for the first time, taking into account that even Six companies operate on their lines. However, each of them has its own reserved space so they do not compete on the same roads as it happens in Spain where Renfe has to deal with Iro and Ouigo. Despite this, four of those Six companies (JR East, JR Central, JR West and JR Kyushu) are completely privatized and only two (JR Hokkaido and JR Shikoku) are state -owned. There is, however, a fundamental difference. In Spain, following European orders, the management of the roads falls exclusively on Adif (which was public and also had to be privatized) that charges some canons to companies that want to operate in their railway framework. AND The roads are shared partly between medium distance and high speed trains. In Japan, however, companies manage infrastructure and maintenance of the roads in which they operate but the network of Shinkansenthe famous bullet trains, have a completely separated infrastructure from the rest of the trains and is managed by the Railway Construction, Transportation and Technology Agency of Japan (JRTT). This physical separation allows to reduce the risks (a fault of a slower train does not impact bullet trains) and install systems specifically designed for this type of trains. That has allowed them to evolve the acquaintance concept of Paka-Yoke which can be translated as “failure proof”, referring to the fact that all human decisions are supervised by an exahustive system monitoring system, which shields the network of those possible human errors. This has allowed Japan to be a reference in world high speed. Until Spain and China surpassed the country in railway kilometers of this type of trains, the Japanese country was a leader but it still is in punctuality. In 2024, The average delay in the Tokaid line was 96 seconds. However, systems are designed for trains to enter a margin of 15 seconds at the station. Most of them stop in the first 6 seconds scheduled. Japanese punctuality is an extremely valued quality. Culture forces to ask for public forgiveness when schedules are not fulfilled, sometimes reaching surreal extremes. Like the day that a railway company had to make its face because one of its trains He left the station 20 seconds earlier than expected. Photo | Henry Perks In Xataka | Japan asked its citizens what bothers them most about tourists on the train. The responses betrayed the nation

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