delays

Delays and cancellations are putting a hole in Renfe’s accounts. So he’s going to start his own bus company.

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Renfe Viajeros… by bus. That has been one of the usual trends in recent months, with the company plagued by incidents that have prevented it from providing the service normally. The situation has been so complicated that, it is estimated, the impact of alternative services exceeds 10 million euros each year. The solution: create your own bus network. And Renfe is already looking for a partner. Looking for a partner. The information is brought The Countrywhere it is stated that Renfe is looking for a partner to start its own bus company. The idea would be very simple: Renfe would control 49% of the company and 51% would fall on the side of the collaborator. According to the newspaper, the proposal has already passed the board of directors of Renfe and Renfe Viajeros. Now, therefore, it remains to carry out the tender so that those companies that are interested in offering support to Renfe can sign up. The initial idea would be to have dozens of buses (between 50 and 100, according to the newspaper) to provide service in specific contexts. In Xataka We have contacted Renfe but when we wrote these lines we have not received a response. Because? Because Renfe is spending money on offering an alternative on wheels to its customers. When an incident interrupts the service, Renfe has to have a alternative road transport system. Right now, he has to pay an outside company, renting the buses and related expenses, such as staff. Having its own fleet would entail an expense of around 60 million euros, according to the initial accounts that have been raised. However, the newspaper points out that there are savings of between 90 and 130 million after a decade. That is, each year on average you would be saving about 10 million euros or a slightly higher figure. From the media they collect that the model used will be that of “negotiated procedure with advertising”. This means that Renfe will receive proposals but will be able to negotiate the conditions with the companies that have a more solvent offer. It is an exceptional procedure in the public procurement system. Exceptional situation. The premise, therefore, is to have a fixed fleet of buses and drivers, without having to subcontract and pay others to perform exceptional road services. Until now, the company has to search the market for drivers and buses that are available when a line is cut due to an unforeseen event. In recent years, the problem has been especially serious for the company. The DANA of Valenciathe fires in Galicia and León and the recent cutting of the southern corridor as consequence of the Adamuz accident in Córdoba has forced Renfe to maintain active service with buses for weeks. What does Renfe expect? Attract companies that have been seeing their business contract. And since The Country They point out that Renfe believes that there is more than enough business to keep the contracted buses active for at least 10 years. In fact, the contract would be for a decade, extendable to another five years, and they say that demand peaks could multiply current ones by nine. The movement could be interesting for bus companies because, right now, There are route tenders that are half dead and in which work is done with very low demand. Some of these companies would find a new outlet for their vehicles with each Renfe breakdown or incident in the infrastructure. In addition, it must be taken into account that the impact on the accounts may be greater when the incident (such as those described above) is not scheduled because forces Renfe to enter a market with few drivers and with companies that know the urgency of the company. Forced. It must be taken into account that a good part of Renfe’s business continues to be public. Therefore, you have the obligation to provide an alternative service when incidents occur on high speed but also if, for example, there are incidents on Cercanías or Rodalies. Any improvement in facilities that requires the interruption of rail traffic is replaced with buses. Photo | Pablo Nieto Abad and Fabio Romano In Xataka | Spain thought that Spain could manufacture the perfect trains for Spain. The reality: Spain is already looking for trains in Germany

more than 600 km/h on a line that has accumulated years of delays

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In 2015, a seven-car prototype in Japan made us dream with the tremendous speeds that the trains of the future would have, with the Japanese country as the main standard bearer. The L0 Series train reached 603 km/h on the Yamanashi test line, becoming the fastest manned railway vehicle ever recorded at the time. More than a decade later, that record still standsalthough the promise of its commercial use has yet to materialize. And the line that is supposed to bring it to travelers accumulates years of delays. magnetic levitation. The L0 Series works via superconducting magnetic levitation, using powerful magnets along the track and in the train that interact to lift the vehicle on the track, completely eliminating physical contact with the tracks. Without friction, without mechanical noise, without wear, and with heart-stopping speeds. The system is known as SCMaglev and uses an electrodynamic suspension, different from that used in the Shanghai maglev. Japan National Railways began researching this type of propulsion in 1962 with a clear objective: to connect Tokyo and Osaka in one hour. They have had that dream for more than six decades. Chūō Shinkansen. This is the maglev line under construction between Tokyo and Nagoya, with plans to extend it to Osaka. The idea is that it will be established between Shinagawa and Nagoya stations, with stops in Sagamihara, Kōfu, Iida and Nakatsugawa. The line is not intended to replace the legendary Tokaido Shinkansen, but it will exist to offer travelers a much faster alternative. The line would connect Tokyo and Nagoya in 40 minutes and, later, Tokyo and Osaka in 67 minutes, at a maximum speed of 505 km/h. Today the fastest Nozomi (Japan’s fastest high-speed train service) takes around two and a half hours between the two cities. With Chūō Shinkansen, the idea is that approximately 90% of the 286-kilometer route to Nagoya passes through tunnels, instead of following the coast, as the Tokaido does. This decision is also the root of much of their problems. ORa prefecture and a river. The main obstacle was that the then governor of Shizuoka, Kawakatsu Heita, denied permission to drill one of the tunnels under the Japanese Southern Alps for environmental reasons. The argument was that the impact studies had been carried out with little rigor and that the excavations could affect the bed of the Oi River. The section in question affected just 8.9 kilometers of tunnel within Shizuoka, but it was enough to block the entire project for years. Without that section, the rest of the work could not be completed. However, the current governor of the region, Yasutomo Suzuki, authorized the geotechnical inspection prior, but the works are still in progress. A calendar full of delays. In 2024, JR Central president Shunsuke Niwa publicly ruled out opening in 2027 and targeted 2034 as the new minimum date. But the story doesn’t end there. Last October, JR Central postponed the arrival to 2035. Construction costs have already skyrocketed by more than 50% to 11 trillion yen (about 61 billion euros), according to RailTech. The section to Osaka, for its part, It would not arrive until 2037 at best. The threat from China. In July of last year, during the World High Speed ​​Congress held in Beijing, the state-owned CRRC presented a maglev prototype Designed to reach 600 km/h. The train runs on rubber wheels at low speed and switches to magnetic levitation when exceeding 150 km/h. The Asia Times shares that it will still take a long time to put it into commercial use, and that market demand, rather than technology, is the main obstacle. But there is more: the T-Flight project from the state company CASIC, which combines magnetic levitation with hyperloop-style vacuum tubes, has already reached 623 km/h in tests in 2024, with the goal of exceeding 1,000 km/h soon. China has also, for years, the only commercial maglev in the world that operates regularly: the Shanghai Maglev, which circulates at 430 km/h. Cover image | Maglev.net In Xataka | The Mayan Train has become a nightmare for Mexico: what seemed like a great plan has run into justice

India wants to build a mammoth airport for 120 million passengers a year. The problem is that it accumulates years of delays

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India is building one of the most ambitious airport infrastructures on the continent. The Noida International Airport, built in Jewar, in the state of Uttar Pradesh, has the potential to become one of the largest hubs in Asia with a planned maximum capacity of between 60 and 120 million passengers per year. We tell you all the details of this mammoth project. A project with decades of history behind it. The idea of ​​building a large airport in this area has been brewing for years. The original proposal dates back to 2001, when the then Chief Minister of Uttar Pradesh, Rajnath Singh, proposed an aeronautical hub geared towards Taj Mahal tourism. After years of political changes, disputes over the location and administrative stoppages, the project was relaunched in 2014. The central government gave its final approval in 2015, and in November 2021, Prime Minister Narendra Modi laid the foundation stone of the first phase. Who builds it and how. The development is carried out by Noida International Airport Limited (NIAL) under a public-private partnership model. In 2019, Flughafen Zürich AG, the operating company of Zurich Airport, won the tender to build and manage it for 40 years. Civil construction was awarded in 2022 to Tata Projects Limited, with a stated target of net zero emissions. What will be there when it opens. The first phase includes a terminal (T1) with capacity for 12 million passengers per year and a 3,900-meter runway, already operational. The basic infrastructure is practically ready: control tower, baggage management systems, ten boarding bridges and security services. According to account The Sun, the interior design opts for an open-plan aesthetic with an undulating roof that imitates the flow of a river, large air-conditioned waiting areas, self-check-in kiosks, prayer rooms and children’s areas. There will also be a central area open to the outside with vegetation and shade. A phased deployment until 2050. The airport will grow in four phases. To the first terminal and initial runway, three more terminals and up to six runways in total will be added progressively, reaching a combined capacity of between 60 and 120 million passengers per year by 2050, according to the data collected by The Times India. That would put him in the same league as the Beijing Daxing International Airport either the one in dubai. Its great advantage: the Taj Mahal within reach. Agra, home to the Taj Mahal and which receives up to eight million visitors a year, is now almost four hours’ drive from New Delhi’s Indira Gandhi International Airport. With the new airport, that trip would be reduced to just over two hours. The project is also designed as an alternative to the overcrowded Indira Gandhi, the main hub of the Delhi metropolitan area. Beyond the passengers. The airport also aspires to become an important cargo node for northern India, relying on its proximity to the Delhi-Mumbai Express Corridor and Dedicated Freight Corridors, as point the Time Out medium. The airlines that have already committed. IndiGo and Akasa Air have confirmed operations at the airport, mainly on domestic routes. Among the destinations mentioned are Bombay, Hyderabad and Calcutta. International routes, including possible connections to Zurich or Dubai, are still pending confirmation. Delays, the big problem. The opening was initially planned for 2022, then for September 2024, and later there was talk of October 30 of that year. The works continue and given the history of delays, there is no choice but to wait for a definitive opening date, which should be shortly. Images | Noida International Airport In Xataka | A megastructure was built 1,700 years ago for eternity: today it continues to dominate Sri Lanka

In a chaotic 2025 of cancellations and delays, Renfe does have good news: record number of travelers

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Renfe has had one of its most chaotic years in 2025. The company has had to face more competition than ever, it has suffered delays due to its own trains and infrastructure, it has seen Talgo trains crack or how fires blocked its most profitable line. And, despite everything, he has achieved a new record. 37.3 million. They are the people who have traveled on AVE and long-distance Renfe trains. And in 2025 the company has managed to move more people than ever on these trains. The figure is 6% higher than that achieved a year ago when it added 35.2 million trips. According to data provided by the Ministry of Transport and Sustainable Mobility, the bulk of these trips are made up of the AVE, which has set a new record with 21.5 million trips. That’s a million more travelers than last year. Although AVLO is the company that has had the best performance, growing from 4.55 million in 2024 to 6.2 million travelers in 2025. Where? According to Transport, the corridor that continues to receive the most passengers is the Madrid-Barcelona route ending in Figueres. In total, Renfe has attracted 8.1 million passengers to this corridor. The figure is almost identical to last year’s. The Levante and Mediterranean corridor (which connects Madrid with the Valencian Community and Murcia) is where the impact on passenger growth has been felt most. Here, trips have increased from 5.5 million to 7.7 million. Andalusia has also experienced growth from 6.9 million travelers to 7.2 million. Although the corridor that has added the most passengers is the Madrid-Castilla y León-Galicia one. Adding its routes and the connection with Asturias has gone from 2.5 million travelers in 2024 to 4.6 million. Doubts. What Renfe leaves up in the air is how much passenger volume has been lost on other lines. In his statement It is not explained, for example, how many passengers there are in the Extremadura corridor. And if the data is well transmitted, there are lines that have had to lose the number of passengers. The text mentions, as we said, an increase of 2.1 million passengers in the sum of high-speed and long-distance lines. However, there is talk of increases of 2.2 million passengers in the Mediterranean corridor, 2.1 million in the northwest area and 300,000 more passengers in Andalusia, without mentioning the inevitable drops in passengers on other lines. A chaotic year. Although it is the year in which it has moved the most passengers, 2025 has been a chaotic year for Renfe, marked by the following milestones: And some good things. In addition to increasing the number of travelers, 2025 has also had some good things for Renfe. To begin with, it has been confirmation that the train can fight the plane as long as high-speed trains work with guarantee. And the fact is that Madrid-Galicia has made the airlines retreat. The company, Renfe points out, continues to be the most used in all corridors (although it is not specified that it is the one that works the most frequencies) and its travelers will be able to benefit from the new flat rate ticket of 60 euros to take all medium and long distance trains and that is pending the addition, potentially, of municipal or regional public transport. Furthermore, and although this is not so good for Renfe but for the user, travelers we should be able to receive refunds partial or total delays of more than 15 minutes this year. Photo | Xataka In Xataka | Renfe is obliged to compensate for delays of more than 15 minutes starting January 1. The Government wants to prevent it

Renfe is obliged to compensate for delays of more than 15 minutes starting January 1. The Government wants to prevent it

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Renfe will have to compensate users whose trains are delayed more than 15 minutes. It has to do so by order of the Congress of Deputies that approved the amendment that included this detail within the Sustainable Mobility Law. Now the Government wants to torpedo it and is looking for solutions to avoid it. He claims to have reasons for this. The facts. A little over a month ago, The Congress of Deputies approved the Sustainable Mobility Law. in it were collected guidelines to guarantee support for aid for public transport or the first step for a new bus concessional system. But among the amendments that were made to the law, one was also carried out so that Renfe will compensate again to users whose trains were delayed by more than 15 minutes. It was a decision that reversed the decision which the company had taken a year earlier, when it expanded the criteria for returning part or all of the tickets. What had happened? In 2024, Renfe confirmed that it was rectifying its criteria for returning money for tickets. Until that year, the company was committed to returning part or all of the money spent under the following conditions: Delays of more than 15 minutes: payment of 50% of the ticket Delays of more than 30 minutes: 100% payment of the ticket With the changes applied in 2024, Renfe is operating as follows: Delays of more than 60 minutes: payment of 50% of the ticket Delays of more than 90 minutes: 100% payment of the ticket That is, in the first 59 minutes, the user currently does not receive a single euro of the price of their ticket. Previously, if delayed between 30 and 59 minutes, the customer received a full refund of the ticket. Now, by mandate of the Congress of Deputies, Renfe has to return to the previous compensations. That is, it will start returning money after 15 minutes. If nothing changes. And the Ministry of Transportation is looking for legal formulas to prevent this from happening, according to reports from Five Days. When the measure was announced, Óscar Puente, head of the Transportation portfolio, He already announced that they would look for solutions so that the current system does not go backwards. They point out from the media that Transportation lawyers are working against the clock to find judicial support that allows them to maintain the current situation. If not, as of January 1, 2026, passengers and consumer associations will have free rein to claim their money. What about Iryo and Ouigo? To understand why Renfe expanded its punctuality commitments, we must look at the return conditions of its competitors. Ouigo compensates in the following cases: Delay of more than 30 minutes and less than 60 minutes: 50% refund of the ticket in a non-refundable purchase voucher. Delay of more than 60 minutes and less than 90 minutes: 50% refund of the ticket in a refundable purchase voucher. Delay of more than 90 minutes: 100% refund of the ticket in a refundable purchase voucher. Iryo partially or totally refunds the money in the following situations: Delay of more than 30 minutes and less than 60 minutes: refund of 50% of the ticket in purchase voucher or cash. Delay of more than 90 minutes: 100% refund of the ticket in purchase voucher or cash. Inferiority. Since the amendment was approved, what the Ministry maintains is that with this new scheme the company competes under inferior conditions compared to Iryo and Ouigo. Renfe feels that it is being discriminated against in the market because it is the only company that is required to make these compensations while the Italian and French companies have room to play with them. The Government already pointed out this when the measure was approved, pointing out that the amendment (promoted by the Popular Party and approved with its support and that of Vox, Junts, ERC, Podemos and BNG) It was a political maneuver to focus on an alleged chaos in Renfe that, in his opinion, is not such. Furthermore, they point to another argument. The previous punctuality commitments were designed for a structure where only Renfe acted. Now, The trains on Spanish tracks have multiplied and the paradox may arise that a small delay caused by one of its competitors forces Renfe to return the money to its consumers and not to the company originating the problem. a hole. If the change ends up being effective, Renfe needs to make a piggy bank for possible refunds. And if we take into account the antecedents, the returns can amount to tens of millions of euros. In fact, four out of every 10 AVE trains In the summer they were delayed and up to two million travelers who previously obtained some type of refund were left without it. According to the calculations of The WorldIf the situation experienced this summer were to be repeated, the company will have to pay 79 million euros to its travelers. Money that was saved this summer in just three months. The problem has also been increasing because in Five Days They point out that the volume of these compensations remained at 42 million euros in 2023. However, since then Renfe services and traffic on the roads have increased, which increases the risk of delay. Photo | Xataka In Xataka | “There are no places for 10 days”: taking a train to go to work in Barcelona or Girona has become an impossible mission

Congress will force Renfe to return the money for delays of 15 minutes. Renfe’s response: we’ll see

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Last year, Renfe expanded the strict criteria for returning money to its customers in case of delay. The measure came with controversy since these criteria had been applied since 1992 when the first AVE was launched. Almost 25 years later, the company relaxed these criteria to the point that two million passengers lost their money last year. Now, Congress forces Renfe to return to its previous criteria. But Renfe is not up to the task. When and how much money does Renfe return? Right now, to receive a partial payment for our ticket, the delay on the Spanish high-speed Renfe has to exceed 60 minutes. From 2024the company does not give half the money if the delay does not exceed one hour. In the event that we aspire to receive a full refund of the ticket, it will not arrive until we exceed 90 minutes. What has changed? Yesterday, November 13, The Congress of Deputies approved the Sustainable Mobility Law. It included an amendment from the Popular Party that returned the compensation that Renfe has to apply to those prior to the 2024 change. That is: Delays of more than 15 minutes: payment of 50% of the ticket Delays of more than 30 minutes: 100% payment of the ticket The change is substantial because this summer, four out of every 10 Renfe high-speed trains have arrived late. However, with the changes applied from 2024 they have been left without a refund around two million passengers. We’ll see. This is what the Ministry of Transport seems to say. And in statements to EFEsources from said ministry have described the amendment (which has been supported by Vox, Junts, ERC, Podemos and BNG) as “a demagogic operation and a toast to the populist sun.” Not only that, since The World They already state that Transport assures that they will look for “the legal formula to maintain the current system.” That is, the customer does not receive any refund for their ticket until after 60 minutes of delay. And that the total amount is not delivered until after 90 minutes. In the media they also report that Transport sources have indicated that the decision “only wants to penalize Renfe, a Spanish and public company, and not competing companies.” such as Ouigo and Iryo”, while highlighting that Renfe is a “public company that is fundamental to the structure of Spain”. In addition, Óscar Puente himself, Minister of Transport, has questioned the amendment. “Let’s see how it goes,” they say in The World who has responded about the new obligation. At a disadvantage? What Transport maintains is that the amendment promoted by the Popular Party puts Renfe at a clear disadvantage compared to Ouigo and Iryo. What the Government alludes to is that the reimbursement conditions by these companies are less favorable for the client, allowing them a competitive advantage. Ouigo compensates in the following cases: Delay of more than 30 minutes and less than 60 minutes: 50% refund of the ticket in a non-refundable purchase voucher. Delay of more than 60 minutes and less than 90 minutes: 50% refund of the ticket in a refundable purchase voucher. Delay of more than 90 minutes: 100% refund of the ticket in a refundable purchase voucher. Iryo partially or totally refunds the money in the following situations: Delay of more than 30 minutes and less than 60 minutes: refund of 50% of the ticket in purchase voucher or cash. Delay of more than 90 minutes: 100% refund of the ticket in purchase voucher or cash. Competence. What the Ministry of Transport points out is that this puts them at a disadvantage compared to the competition because Renfe adapted its compensation criteria to formulas similar or equal to those offered by its competition. However, the amendment introduced in the Sustainable Mobility Law only toughens the criteria for Renfe. It must be taken into account that the company has been around for more than a year experiencing a punctuality crisis. Although the Government points out that its punctuality is among the best in Europe, criticism has surfaced because trains that do not arrive on time have multiplied. Of course, when sharing roads with Ouigo and Iryo, it may be the case that a road blockade due to a breakdown of the latter ends up causing a delay in times when Renfe does have to return 100% of the ticket and its rivals will only deliver half of it. Photo | Carlos Teixador Cadenas in Wikimedia and Congress of Deputies In Xataka | If the summer has taught us anything, it is that Spain does not need more trains. You just need them to work.

‘GTA 6’ is the most anticipated game, but it is not clear if it is so untouchable as to emerge unscathed from the continuous delays

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Rockstar has dropped a new bomb that, like before in the pastmakes the video game industry shake: GTA VI will not arrive in spring 2026 as planned. The most anticipated game of the decade is delayed until November 19, 2026, adding six more months to the wait. That is, one year from this moment. Reactions of discontent from fans have not been long in coming, but beyond the digital noise, an uncomfortable question arises: can Rockstar afford these continuous delays without its reputation, its finances or its dominant position being affected? Are they really that untouchable? Keep winning. Rockstar continues to have a privileged position. Take-Two Interactive, its parent company, reported in November 2024 about net profits of $1.96 billionits best fiscal second quarter in history. The reason? A video game released in 2013 that continues to sell as if it were a novelty: ‘GTA V’ has exceeded 220 million copies soldconsolidating itself as the second best-selling video game of all time, only behind Minecraft. The entire saga has sold more than 425 million units. They are not simple numbers. These monstrous sales are the only excuse Rockstar needs to operate under its own rules. While other studios live game by game, Rockstar swims in a pool of money generated by a game that is more than a decade old. And it goes further: ‘GTA Online’, the multiplayer component of GTA V, does not stop giving benefits with constant updates and microtransactions. This economic reality confirms that Rockstar does not need to rush: there are no investors or producers demanding immediate results, and they can take all the time in the world. Some financial cracks. However, if we closely examine this invulnerability we can find some flaws. The stock market has sent alarm signals with each delay: Take-Two shares have fallen up to 18% after the announcement of the last delay to November 2026, before stabilizing. In the first delay to May 2026, shares fell 10%going from $235.17 to approximately $211 – billions of dollars in market value evaporating in minutes. Problems in the offices. And to this is added that last week we learned that the studio had laid off between 30 and 40 employees in its offices in the United Kingdom and Canada. The IWGB union accused the company of union bustingdescribing an increasingly tense work environment. The team, after so much delay, is working under monumental pressure. The news of these layoffs comes at a critical time in development. Are they a symptom of a management that, despite its financial muscle, is beginning to show cracks in its work model? Delays have a human cost in the form of tyrannical days and burned out professionals, not very pleasant details that have already appeared in the past in Rockstar’s history. The earthquake. Each new delay is like a very heavy stone falling into a peaceful lake and generating shock waves that affect very distant launches. For example, games like ‘The Elder Scrolls VI’, ‘Fable’, the next ‘Assassin’s Creed’ or the new ‘Mass Effect’ still do not have a release date, all waiting for Rockstar to make a move, and now they find themselves with a dilemma: the first half of the year was better for them, which until today was a forbidden zone. Now what: bring the launch forward a few months or go to 2027? (Remember that we are not talking here about calendar whims, but rather possible losses of millions of dollars). This is the total absorption power of the Rockstar game market. Untouchable, but not invulnerable. This new delay leaves Rockstar in a peculiar position: no one doubts that ‘GTA VI’ is going to be a successbut date cancellation after date cancellation, the image of the game and the company itself are eroding. If we add to that that we are experiencing turbulent times in the industry, where the exorbitant budgets and the pace of hardware releases are absolutely broken, we can come to a conclusion: Rockstar and its ‘GTA’ are untouchable, but to what extent can they allow themselves to continue going indefinitely free of the industry and the public? In Xataka | The ghost of video games at 100 euros is closer than ever. And the owners of ‘GTA VI’ know it

GTA VI delays its launch again

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Grand Theft Auto VIthe new game in the iconic Rockstar Games saga, has delayed its launch. It is one of the most anticipated titles by gamers around the world, after success from the previous installment, GTA V. Unfortunately, we will have to wait longer to play it. Rockstar confirms new GTA VI release date. The company has announced officially that GTA VI will arrive on compatible consoles on November 19, 2026. The game has delayed its release date by six months, and this It’s not the first time it’s been delayed.. In fact, GTA VI was originally expected to arrive during the year 2025. You can click on the image to go to the post in X. Needs more time to be ready. Rockstar, in its statement, mentions that the reasons for the delay are that the company will take advantage of this additional half year to finish the development of the game and achieve “the level of quality that (fans) expect and deserve.” The company also thanks the players for their patience while waiting for the new game in the saga. More than a decade. The latest installment of the Grand Theft Auto saga arrived on the PlayStation 3 and Xbox 360 consoles in 2013, and a year later on PlayStation 4 and Xbox One. Therefore, players will have to wait thirteen years to be able to play a new title in the franchise. Furthermore, GTA VI was announced in 2022, so four years will have passed from its announcement to its release… as long as it is not delayed again. What we know about GTA VI. The new game in the saga takes place in the city of Vice City. This is the same city based on Miami in which the plot of GTA: Vice City takes place, a title that arrived in 2002. The biggest difference is that that game was developed in the 1980s, and the new GTA VI takes place in the present and tells the story of a criminal couple, Jason Duval and Lucia Caminos. The game, of course, is an open-world action-adventure title, and will be available for both PlayStation 5 as for the consoles Xbox Series X and Xbox Series S. Cover image | Rockstar Games In Xataka | The new record of 40,000 games purchased by a Chinese player on Steam blurs the line between collecting and obsession In Xataka | People are completely obsessed with the ‘GTA VI’ trailer. And he’s looking for clues and theories in every detail

The AVE to Andalusia once again suffers a cable robbery and anticipates another day of chaos and delays. It’s just the tip of the iceberg

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Entering the page where Adif collects information from high speed arrivals and outings serves to immerse yourself in the Infinite yellow of incidents. At the time of writing these lines, almost 11:00 am on Tuesday, September 16, each and every one of the trains with arrival in Madrid today have a possible delay warning. Someone has stolen a cable in the ADIF facilities near Córdoba. It is only the tip of the iceberg of an infrastructure that is suffering numerous delays in recent months. 40 minutes. They are not such, as we have learned in Xataka From the hand of one of its journalists who traveled in one of the birds that Córdoba connected with Madrid. Despite Adif’s notices that were discussed of an expected delay of between 10 and 40 minutes in the Andalusian line to Córdoba, the truth is that in this case it has lasted more than an hour. The reason has been a Cable theft between Córdoba and Guadajoz. The incidence was confirmed at the edge of 8:00 am and three hours later It was supposed to be. The problem is evidently the trains that has caused this breakdown that forces us to delay the usual paths for several hours. The last case. Today, Tuesday, September 16, it is just another case of cable robberies that Adif is suffering in recent months, with special incidence in the Andalusian corridor. Last May More than 16,000 passengers were thrown away for the theft of cable at various points of the line. This time, the bulk of the subtractions took place in the passage of the line through Toledo. Just a few days later, also the same month of Maythe section that connects Palencia with Catabria was also affected by a robbery of cables. Last June, Another robbery also caused delays in Catalonia. On that occasion, as in Madrid last Julythose affected were nearby users. A problem. Already in May, the president of Renfe, Álvaro Fernández de Heredia, left a phrase nothing optimistic in a Interview with Antena 3: “They cannot be monitored 24 hours 15,000 kilometers of network, but more means will have to be put.” Then, in Xataka We already wondered if it was so easy to steal in the train network. In 2015cable theft provided a group of thieves a booty that was valued at more than 800.00 euros. In 2022, another robbery also left some 135,000 euros in the pockets of another group of thieves. But in the case of the theft of Andalusian cable last May, the action was distributed by up to five points. And, despite this, According to the Government Delegationcopper had barely won worth 300 euros. So? Óscar Puente, Minister of Transport, said that robbery as “A serious sabotage act”. A few months later, the idea of ​​sabotage slipped again from the government. This time was the Minister of Finance, María Jesús Montero, to which An open microphone “caught” saying that the delays in the bird could be due to these supposed sabotages. On that occasion it coincided with Another of the chaotic days That Renfe and the rest of the operators have lived in the Spanish high -speed lines and, specifically, in La Andaluza. That time, a breakdown on an Ouigo train caused the chain stop of the rest of the trains. One of them, from Renfe, overheated and burned his electrical systems. As a result, More than 200 passengers spent the night Within one of those trains. In the same sense, those who pointed out that they pointed out that The real culprit of his fault was of Adifwhose facilities caused the problem. On the other hand, from the Popular Party they already pointed out months before (coinciding with the theft of May) that the maintenance of the network was inefficient or insufficient, ensuring that they would ask “An audit of the entire network”. The tip of the iceberg. Worst of all, Spain has entered a maelstrom of delays and cancellations in Spanish high speed trains as not remembered. This morning’s cable theft is only the last case of a summer that already closes with other cancellations due to infrastructure problems, trains that crack and Fire affectations that, according to Minister Óscar Puente, could have been avoided. What the summer is demonstrating is that, for some reasons or for others, the ADIF infrastructure needs more investments or is being oversized. The bridge itself indicated a few weeks ago that the volume of trains in recent years He has shot but in ELECONOMIST They also pointed out that the investment has not gone hand in hand with such growth. Photo | Dariusz Sieczkowski and Xataka In Xataka | This megameter that joins Europe with a high -speed train sounds good. The problem is too good to be real

delays reserves in China at the last moment

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Apple had prepared an impeccable global launch for its new iPhone Air. However, China is a market that has decided to wait, marking a contrast to the rest of the world. Your total commitment to esim It now faces a scenario that requires coordination with the operators and the approval of the regulators. What should be a millimeter presentation begins with a stumbling block that exposes the complexity of this movement. In 2022, Apple marked a turning point in the United States by launching the full range of iPhone 14 No SIM card slot. Outside that country, the models continued to arrive with a physical tray, which made the United States a laboratory for the transition to ESIM. Three years later, the company has taken another step with the iPhone Air: the first model that dispenses with physical sim at the global level. Apple announced on September 9 that the device could be reserved since 12 and would reach stores on September 19 in more than 63 countries and regions. The total commitment to Esim stumbles in a market as important as complex Continental China is the only market where the iPhone Air has not been able to comply with the announced calendar. Apple details that only The A35181 model admits ESIM in that country, and that its use is conditioned to the approval of the regulators. To activate the device, customers must go to a store by China Mobile, China Telecom or China Unicom and present an official identity document. The company also clarifies that it is not possible to install ESIM profiles of other operators while the phone is in Chinese territory. The Asian giant remains a key market for Apple despite recent ups and downs. In 2024, iPhone sales there reached 38.5 million units, with higher average prices than in other countries and a very faithful user base, collect action. In the second quarter of 2025, Sales grew by 8% year -on -yearthe first rebound since 2023, promoted by previous discounts and government aids that favored sales of the iPhone 16E. Even so, Apple occupies the fifth place in market share, behind Huawei, Xiaomi, Vivo and Oppo. Apple website view in China: original text (above) and automatically translated version with Google Lens (below) The elimination of the SIM tray not only affects the experience of use: it has also allowed Apple redesign the interior of the iPhone 17 to increase battery size in models sold in the United States. This adjustment translates into greater autonomy with respect to international versions, which maintain the space of the slot. How our Applesfera companions tellthe iPhone 17 Pro and Pro Max marketed outside that country They offer two hours less use than their American equivalents. The strategy reflects how the transition to Esim has implications that go beyond connectivity. The new iPhone Air While China adjusts its calendar, the rest of the world advances unchanged. Apple confirmed on September 9 that the iPhone Air will be launched on September 19 in more than 63 countries and regions, with open reserves from the 12th. Among the initial markets are Spain, the United States, Japan and Mexico, which reinforces the overall scope of the device. This launch also marks an important step for the massive adoption of the Digital Sim card. The launch of the iPhone Air in China will now depend on the speed with which the regulators approve the support of ESIM and the capacity of the operators to guarantee a fluid activation. Apple has indicated that it works with the authorities to Start distribution as soon as possible, According to Sina Technology. Meanwhile, as we can see in the catches above, The official page maintains the message that “The sales information will be updated later,” which leaves buyers waiting. The outcome will mark if this technological transition manages to consolidate without major stumbling. Images | Apple + Photoshop | Screen capture In Xataka | Movistar Swap is official: all the details of the new program to renew your iPhone

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