dream

The Solar Impulse made the dream of the solar airplane a reality. Now it has ended up destroyed after an accident

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There was a time when the Solar Impulse 2 It seemed like it came from a simple question: how far can a plane go if we leave out conventional fuel. The answer was not a commercial product, but an experimental aircraft powered by solar energy and batteries that ended up flying around the world. That is why the news has a special charge. That plane that symbolized a different way of imagining aviation has ended crashed in the Gulf of Mexico during an autonomous test. The coup came on May 4. According to Aviation Safety Networkthe Solar Impulse 2 was conducting an autonomous test flight when it lost power and ended up crashing into the water. The least bitter part of the news is that there were no injuries or deaths, something important because the plane was already flying without a crew in this new stage. The most symbolic part is another: the device that for years turned a technological promise into something visible has been reduced to the remains of an accident. Behind the project was Bertrand Piccarda figure marked by a family tradition of explorers: his grandfather Auguste Piccard was a pioneer of the depths and his father, Jacques Piccardarrived at the Mariana Trench. In 2003 started to imagine a solar aircraft capable of going around the world to draw attention to the “sustainable energy“First came Solar Impulse 1, with its initial flight in 2009and then the final jump. The plane that converted the sun into flight energy What is striking is that this ambition was not based on a gigantic machine in the traditional sense. The Solar Impulse 2 had a huge wingspanabout 71 meters, higher than that of a Boeing 747, but it weighed around 2.3 tons thanks to its carbon fiber structure. The energy came from 17,248 photovoltaic cells distributed throughout the plane, with a maximum power of 66 kW to drive four electric motors and charge four lithium-ion batteries. The moment that made it more than a technological oddity came in 2016. That year, the Solar Impulse 2 completed the first trip around the world of a fixed-wing plane powered entirely by solar energy, a journey that It lasted for more than 15 months. Bertrand Piccard and André Borschberg, co-founder of the foundation, alternated at the controls during the tour. It was not a demonstration of speed, of course: the plane was moving between 31 and 62 miles per hour, slowing down during the night sections. After that feat, the story changed tone. In 2019, the Solar Impulse Foundation announced the sale of the plane to Skydweller Aero for an undisclosed amount. The Spanish-American company did not view the project from exactly the same place as its creators: its interest was in exploring the potential of the aircraft as a surveillance and communications platform, a very different destination from the original message of energy awareness. With Skydweller the technical transformation of the device also began. After incorporating numerous modifications, the plane completed in Spain his first autonomous flight in 2023and the following year it carried out its first completely unmanned operation at Stennis International Airport, near Bay St. Louis, Mississippi. The company’s stated goal was to develop a fleet of solar aircraft capable of non-stop flights at certain latitudes, between Miami and Rio de Janeiro. The ambition was evident: almost continuous operations for military and commercial contracts, at a much lower cost than satellite-based options. A huge promise that has ended underwater. Images | Solar Impulse (1, 2, 3, 4) In Xataka | While we all look at Iran, something is moving in the Arctic Circle: Russia is sending bombers with missiles

your dream of putting AI data centers in space is probably not feasible

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The possibility of setting up data centers for artificial intelligence (AI) in space is very attractive. So much so that several CEOs of some of the largest technology companies in the US have not hesitated to get wet and ensure that support this strategy. Jeff Bezos predicted in early October 2025 that data centers will reach space over the next two decades with the purpose of solving in one fell swoop the power supply problems currently posed by these facilities on Earth. Elon Musk did not take long to encourage the discussion even more. Shortly after Bezos’ statement posted a tweet in X in which he assured that SpaceX only needed to scale its Starlink V3 satellites equipped with high-speed laser links to bring this idea to fruition. In fact, he closed his tweet with a forceful statement: “SpaceX is going to do it”. However, the laws of physics are implacable. And SpaceX has had no choice but to acknowledge to its investors the daunting challenges that this project entails. Orbital data centers may not come to fruition According to ReutersSpaceX has delivered an official document to its investors in which it recognizes that both orbital AI data centers and human settlement on the Moon and Mars depend on technologies that have not yet been developed or tested, and that, therefore, may not be viable from a commercial point of view. SpaceX is preparing its IPOand this evaluation puts on the table the caution required by the legal obligation to be extremely honest with the risks to avoid future lawsuits from new shareholders. “Our efforts to develop orbital AI computing and in-orbit, lunar and interplanetary industrialization are in the early stages and involve significant technical complexity and the use of technologies that have not yet been tested. For these reasons they may not be able to achieve commercial viability,” SpaceX clarifies. There is no doubt that the challenges that need to be solved for data centers to reach space are colossal. The challenges that need to be solved for data centers to reach space are colossal One of them is the impact of the ionizing radiation about the hardware. This form of radiation is a type of high-frequency energy, such as X-rays, gamma, alpha or beta, which is capable of tearing electrons from atoms, thus altering the structure of molecules. In space, server chips are not protected by the Earth’s atmosphere and magnetic field, which makes them very vulnerable to ionizing radiation, which has the ability to permanently degrade them. To solve this problem it will be necessary to develop some type of shielding capable of protecting the hardware of the servers of the cosmic radiation. This requirement leads us to the next critical challenge: in space it is not possible cool servers using convectionas on Earth, because in the vacuum of space there is neither air nor water. In addition, it would be necessary to use enormous radiators. It is possible to propose several solutions to these problems, but we must not overlook that it is crucial to minimize the weight and complexity of the material that needs to be put into orbit. Otherwise its commercial viability will be non-existent. The two challenges we just delved into are probably the most difficult to solve, but orbital data centers pose more difficulties. One of them is that to deliver the gigawatts per hour they require, it would be necessary to use enormous solar panels. Furthermore, in some applications the latency that these space installations would introduce would probably be unaffordable. And, on top of that, maintaining an orbital data center would be extremely expensive. In fact, it probably wouldn’t even be economically feasible, forcing its owners to introduce massive redundancy that would push it away from profitability. Image | freepik More information | Reuters In Xataka | Elon Musk knows that TSMC is overwhelmed: Terafab is his idea to completely change the global chip industry

Turning plastic into fuel profitably was a pipe dream. A new process just made it possible

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A team from the Oak Ridge National Laboratory, in the United States, has achieved convert plastic bags and kitchen boards into gasoline and diesel without having to resort to high temperatures or expensive materials. The discovery, published in the Journal of the American Chemical Society, has raised some eyebrows and below we tell you all the details. The problem they are trying to solve. The plastic is one of the most difficult materials to recycle profitably. Specifically, polyethylene (the polymer that makes up supermarket bags, white plastic containers or kitchen cutting boards) accumulates millions of tons in landfills each year. Until now, the only technically viable way to turn it into fuel was through a process called pyrolysis, which requires heating the material to temperatures between 450 and 500 degrees Celsius. An expensive, energy inefficient process that is difficult to scale to an industrial level. What does the new method consist of?. Researchers at Oak Ridge National Laboratory (ORNL) have opted for a different path: introduce the plastic into a mixture of molten salts with aluminum chloride, which acts both as a solvent and as a catalyst. These salts are inorganic compounds that remain stable even under demanding reaction conditions. The key is that the aluminum atoms in the mixture bind to the polymer and generate areas of high acidity that break the long molecular chains of the plastic into smaller fragments, which are transformed into molecules typical of gasoline or diesel. And all this at less than 200 degrees Celsius, a temperature comparable to that of a conventional domestic oven. Why it represents a relevant technical leap. Beyond the reduction in temperature, the process dispenses with three elements that make traditional methods more expensive and complicated: noble metal catalysts (such as platinum), organic solvents and external contribution of hydrogen. According to Zhenzhen Yanga scientist at ORNL and one of the lead authors of the study, “this is the first time that molten salts have been used as a means to produce high value-added chemicals from waste without any catalytic initiators or solvents, and at a temperature below 200 degrees Celsius.” Gasoline efficiency reaches approximately 60% in moderate conditions, a result that the researchers themselves describe as promising for its future industrial application. As they verified that worked. To understand exactly what happens during the reaction, the team used a combination of advanced analysis techniques, including soft X-ray spectroscopy, nuclear magnetic resonance, neutron scattering, and gas chromatography. Thanks to isotopic labeling, they were able to track how carbon behaves during the process and confirm that the simplest polymer chains produce gasoline-like fuel, while the more complex ones derive into diesel molecules. By having this level of detail, the process could be optimized depending on the type of fuel you want to obtain. What remains to be resolved. The system is not ready to scale immediately. The main obstacle is that the aluminum salts used are hygroscopic, that is, they absorb moisture from the environment, which compromises their long-term stability. The team working now on ways to confine or protect these saltspossibly using halides or carbon materials, to make them more durable under real industrial conditions. Mbeyond the laboratory. If the process manages to scale successfully, the implications are considerable. Polyethylene is the most produced plastic in the world, abundant and cheap to obtain as a raw material. Aluminum salts, for their part, are low-cost commercial materials. According to Liqi Qiua postdoctoral researcher at the University of Tennessee, “the starting material is abundant in consumer waste, and our catalyst system, molten aluminum salts, is very cheap.” The result could be a cost-effective route to converting plastic waste into high-quality transportation and industrial fuels, while also clearing up our landfills. At the moment the patent is pending, so we will have to wait to find out if this remedy ends up coming to fruition. Cover image | Elbert Lora and Marek Studzinski In Xataka | An 11,000 km ring around the Moon: Japan’s incredible plan to light up the Earth

A gasoline engine that uses 3L per 100km is a dream come true. And only Spain could manufacture it.

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With gasoline and absolutely shot dieselsreduce a few tenths (or liters) to 100 It is the wish of practically every Spaniard. Although the efficiency of current engines is increasing, and gasoline consumption is not as high as it was two decades ago, giants like Repsol are struggling to develop ultra-efficient engines that run on renewable fuel. And they have achieved it. They are not alone. Repsol has the fuel, but needs a partner to develop the engines. That partner is horse powertrain, a Joint Venture between Renault and the Chinese group Geely. This is dedicated to designing, manufacturing and selling thermal and hybrid propulsion systems, something that allows both Renault and Geely to continue exploring the combustion vehicle of the future without abandoning their electrification plans. Horse H12 Concept. This is an engine that promises less than 3.3 liters per 100km in the WLTP cycle, with a reduction in consumption according to the company of 40% compared to the average of new gasoline vehicles registered in the last two years. The best of all? The engine has been developed in Spain, and runs on 100% renewable Repsol gasoline. Horse has its operational headquarters in Madrid, engine factories in Valladolid and gearbox factories in Seville. Why is it important. The Horse H12 Concept is not a shot in the dark. It is an evolution of an already existing engine: the HR12. It is a 1.2-liter three-cylinder produced in Romania, and used in models such as the Dacia Duster. What makes this Concept version special is its exhaust gas recirculation system, a specially optimized ignition system and a hybrid gearbox. This Concept version, in alliance with Repsol, shows how far these engines can go with the help of synthetic fuel. It is not an experiment with an engine designed from scratch, it is the refinement of something that already exists. The other 50%. Repsol is now capable of producing gasoline of 100% renewable origin on an industrial scale at its Tarragona plant. According to what it indicates, it is compatible with all current gasoline vehicles, without requiring any type of modification. It’s your Nexa fuelcurrently available at 30 of Repsol’s stations. The same happens with its diesel, which promises to reduce net CO₂ emissions by up to 90%. And if you’re wondering how much the joke costs, approximately 10 euro cents more per liter compared to conventional fuels. Combustion is not dead. The comings and goings of Europe with combustion cars in 2035 They make it clear that the future will involve electrification. But the plans of giants like Geely and Repsol to try to keep more environmentally responsible combustion solutions alive are a clear indication that gasoline and diesel still have life ahead of them. In Xataka | The question is no longer whether diesel will continue to rise: it is whether it will become an expensive fuel forever.

Tecno has finally seen a future for the old modular dream

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Being able to update the phone without having to change it for a new one is the dream of many of us who love telephony. Throughout history there were several brands that tried it, such as Motorola: Project Ara to the commercial materialization of that format, the Moto Z and its Moto Mods. Currently, one of the manufacturers that has most opted for modularity It’s Fairphone. Now, Tecno has decided to skip what is established and take that dream one step further. Although with a difference from the original Ara: Tecno proposes a magnetic, not structural, modularity. Techno It is not a manufacturer that we know in Europe for its smartphones. Even so, it is one of the brands that the more it grows in share and distribution at a global level. Despite having a clear orientation towards accessible mobile phones, Tecno is characterized by being one of the most innovative and risky. Apart from those two adjectives, there is a third that occurred to me while holding the modular mobile: surprising. But can you still add more things? There are LEGO boxes that have fewer pieces than this mobile When I approached the Tecno stand, and saw all the phone pieces scattered on the table, I thought about the LEGOs I had when I was little and how I was combining the parts to make new figures. What Tecno brought to MWC is more or less the same, at least in essence. The base is an extremely thin phone that features a small camera module in the upper area. Tecno has provided all the components with a good number of magnets, it surely used up the store’s stock. Because everything comes together through magnetism. You can add a telephoto camera module by simply “gluing” this piece to the base lens, for example. Everything fits into place with magnets, just like the external battery module, microphone, speaker… Or the SLR camera accessory. When asked how many modules you can put on the phone at most, Tecno said: “Yes.” I have not put the parallel with LEGO at random: the phone supports a good number of pieces on top. Furthermore, there is another important point: The modules can also be combined without having the base telephone. And they work independently You can put a clip on the microphone and use it as a tie microphone. The same for the speaker, for example. Or use the stand to support the pieces outside the mobile. Everything is anchored by magnetism and in its place. With the drawback that it has to be placed correctly the first time, the system does not offer a visual guide to know how to build the LEGO. An idea that seems extravagant and yet works Modular mobile phones were already invented. And Tecno has come to give the concept a twist to take it to the extreme. Because the mobile works, the parts make sense, the entire concept transcends experimentation to become a product that could be viable. Wow, I could totally buy it. The pieces are solid and well thought out, it shows that Tecno has designed each component with precision. And maturity. Now, it’s not perfect, because the pieces can come apart somewhat easily. The magnetic anchor is strong, but it is still that: magnetic. If the camera gets caught in your pocket, it gets left behind. And if the modular phone falls to the ground… Instead of a phone you have a puzzle. Still far from being able to be bought It is beautiful, it is impressive and it appears solid beyond doubt due to the magnetic union between the pieces. Even so, it probably won’t see the light of day in the near future. Tecno is characterized by experiments, by trying to make smartphones show a different face. Many of their concepts end up as a hook to attract the real catalog, the one that really works. I thought that modular mobile phones, as designed by Motorola with Project Ara, would have no future. Tecno has shown me the opposite: apart from being feasible, with a little imagination you can achieve use cases that no one imagined before. That something like this is so refreshing says more about the current stagnation of the smartphone than about modular phones themselves. Images | Ivan Linares In Xataka | The best mobile phones (2026), we have tested them and here are their analyzes

If you have 400,000 euros you can finally fulfill the dream of owning your own island. The problem is how to get to it.

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If you like nature, spend hours listening to the birds singing and the rustling of the waves, in Welsh you have a unique opportunity. There, in the Dwyryd estuary, a private island with a charming Victorian mansion is for sale for about what it costs an apartment in the center of Madrid. For around £350,000 you can become the new owner of Ynys Gifftana seven-hectare tidal island with a history connecting it to the Stuart lineage. Of course, the offer has a trick. In a place in Wales… More specifically in the Dwyryd estuary, very close to Portmeirion (Gwynedd), hides a curious island that has just gone up for sale. What is ‘curious’ is not only because of its remote nature, its surroundings or the fact that on its entire surface, of 7.2 hectares, there is a single stone construction. What is really striking is its nature. Ynys Gifftan is a tidal islanda portion of land connected to the rest of North Wales by a spit of land that emerges at low tide and disappears at high tide. Hence, access is not easy and, depending on the time, it must be reached by boat or on foot. Landowner for €400,000. For a few weeks now, the island has added one more peculiarity. The real estate firm Carter Jonas inform that it is for sale for a “guide price” of 350,000 pounds, equivalent to 400,500 euros. The price attracts attention in Spain and even more so in the United Kingdom, where it is not far from what an average home costs. In fact, it is much less than what someone who wants to buy a house in the capital must spend. A few days ago the BBC I remembered that those 350,000 pounds exceed the average house price in the country by just 50,000. If we focus on London, the average price for the last year marks just over 600,000 pounds (£656,694), making getting the Welsh island considerably cheaper. A golden opportunity? More or less. Owning a quiet Welsh island for almost half the price of a house in London sounds good, but Ynys Gifftan has several handicaps that recognize the agency itself. To begin its construction, a country house built with stone is not going through its best moment. “It needs a comprehensive reform,” notes Carter Jonaswhich remembers that the house is divided into two floors and has several living rooms, bedrooms and pantry. Annex has a tool shed. Good landscape, bad services. The truth is that the island takes decades empty and those who embark on the adventure of repopulating it will have to face a series of challenges, beyond renovating the house: there is no electrical connection, the water network channeling dates back to the 80s and the current owners of the land do not guarantee that it is still active. In addition, the drainage system is private. As for the rest of the 17.7-acre (approximately 7.2 hectares) island, it is now partially covered by weeds, almost reaching the house itself. From Jonas they slip that part of the island could be dedicated to grazing. The great challenge. Ynys Gifftan has, however, another more important handicap that any buyer should be aware of. Its inhabitants cannot happily leave and enter the island. Not at least how they want and when they want. During high tide a boat is needed to access the island. When the tide goes out, the way in and out is different: with a short walk along the stretch of land that is exposed. With a walk you reach the continent and from there you can travel to Harlecha town of around 1,600 inhabitants where you will find basic services, such as shops, restaurants or pharmacies. Nature… and history. The future owner of Ynys Gifftan will be able to boast of having an unusual property. To start with its location, in the heart of Eryri National Park (Snowdonia). Second, for his story. Its name, “gift island” in Welsh, is said to be a nod to the island’s past, which was a gift from Queen Anne to Lord Harlech’s ancestors in the 19th century. XVIII. Images | Carter Jonas and Google Earth In Xataka | A century ago Denmark built an island to defend its capital. Now it is full of tourists and is sold for ten million

An Asturian is setting up a garage with dream supercars in Monaco: Fernando Alonso

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That a Formula 1 driver like Fernando Alonso buys a sports car is not something that should attract attention. However, when these purchases occur over time and refer to some of the most iconic classic cars or the most spectacular hypercars on the market, the result is one of the best collections of cars. Alonso has surprised everyone with his latest acquisition: a Lamborghini Sián FKP 37the Italian brand’s most extreme hybrid supercar, of which only 63 units have been manufactured in the world. This car, which costs more than 4 million euros in the current market, has the license plate number 14, a personal nod from the Asturian driver to the number he wears on his helmet. The Lamborghini supercar joins the two-time world champion’s spectacular car collection in Monaco, where he lives and can be seen behind the wheel of these jewels. Lamborghini Sian FKP 37: the newcomer Alonso has been seen on the streets of Monaco at the wheel of one of the most technological bulls that have come out of Sant’Agata Bolognese: the Lamborghini Sián FKP 37. Lamborghini’s limited edition hypercar combines a 6.5-liter, 785 HP naturally aspirated V12 engine with an electrical system based on supercapacitors that raises total power to 819 HP. It accelerates from 0 to 100 km/h in 2.8 seconds and exceeds 355 km/h maximum speed. There are only 63 coupes of this model, a number that is not coincidental since it pays tribute to the year 1963, when Lamborghini began manufacturing sports cars. This model began production in 2019 and its selling price was 3.3 million euros. However, its exclusivity and appeal to collectors have caused its price to skyrocket to well over 4 million euros. Tap on the image to go to the original message The Instagram account @monaco_luxurystyle captured the moment in which the Asturian pilot he got off of the exclusive Lamborghini with the 14 on its license plate on the streets of Monaco. Classic vintage Ferraris In recent months, Alonso has expanded his garage with classic cars such as the Ferrari 512 TR as the one Michael Jordan drove in the 90s, which represents his taste for the Italian classics of the firm Il Cavallino. The 512 TR was the evolution of the Ferrari Testarrosa powered by a V12 engine that delivered 428 HP of pure fun. Shortly after, was seen driving another legend through the streets of Monaco: a Ferrari F40 with its license plate F014, a beast from the 80s known for the brutality of its V8 biturbo engine that delivered 478 HP with just over 1100 kg of weight, and for being the last one that had the approval of Enzo Ferrari. There are not only Ferraris: also exclusive Mercedes-Benz and Fords The two-time champion’s garage is not only nourished by the Italian automobile industry. Among its latest additions we also find a Mercedes-Benz CLK GTRone of the most extreme and exclusive cars of the German firm, of which only 26 units exist. Again, the spotters were witnesses of Alonso’s rides behind the wheel of his supercars through Monaco. Mercedes manufactured these units with the sole objective of complying with the regulations for the FIA ​​GT Championship, which is the natural habitat of this hypercar from the late 90s. That is, contrary to what usually happens, the competition unit was first designed to participate in Le Mans, and was later adapted to circulate. The CLK GTR has a 6.9-liter naturally aspirated V12 engine that delivers 600 HP with a six-speed sequential gearbox. In their day, these limited units cost between 1.5 and 2 million euros. Currently, this gem is valued at about 10 million euros. Ford GT Holman Moody Edition He Ford GT Holman Moody Edition It was another of the Asturian pilot’s whims. This limited edition is a tribute to the 1966 Le Mans-winning Ford GT40 Mk II, a version that was developed from an exclusive prototype that was auctioned a few days ago. Aston Martin: playing at home In addition to the great racing classics and classic sports cars, Alonso does not neglect the interests of his team, and it is common to see him at the controls of an Aston Martin model. The most spectacular is the Valkyrie that sports the colors of Aston Martin Racing and its distinctive 014S license plate that identifies it as the property of the driver. The Valkyrie is a brutal hypercar for the track, but which is allowed to circulate on the road, not without drawbacks. Recently the brand gave him an imposing Aston Martin DBX S in black, a powerful SUV with more than 700 HP to get around in your daily life. However, the car with which Alonso feels more comfortable It is an Aston Martin Valiant, with a 745 HP biturbo V12 engine, manual transmission and configuration customized by Alonso among the 38 units that will be manufactured of this model. In Xataka | In Dubai they don’t know what to do with so many abandoned luxury supercars: the less shiny side of getting rich Image | Aston Martin, Ferrari

2025 broke the dream of cheap electricity

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At the beginning of 2025, Spain’s energy story was one of absolute success, coming to work only with renewables. But the “Great Blackout” of April 28 threw a jug of cold water on the country’s climate ambitions: greenhouse gas emissions rose 0.6%breaking a years-long trend. How is it possible to emit more when we have more solar panels than ever? The answer lies in a technical paradox: the Spanish electrical system entered into “reinforced mode”prioritizing the stability of gas over the cleanliness of renewables. Gas as a “bodyguard.” After that incident, Red Eléctrica (REE) adopted a “reinforced operating mode”. This adjustment involves intervening in the market to ensure that there are always “firm” plants (gas, nuclear and hydraulic) operating to give inertia and stability to the network tension. The problem is that this decision has marginalized cheap energy. As detailed by the Sustainability Observatory (OS)gas consumption in combined cycles shot up 26% after the blackout. Spain has been burning gas preventively to prevent the system from collapsing, even at times when the sun was abundant. This has caused the curtailment (clean energy wasted because the grid cannot manage it) will triple, going from 1.8% to 7.2% between May and July. The third “rate” in history. This forced dependence on gas has directly hit the pocketbook. According to a study by Facuathe electricity bill for an average user with a regulated tariff (PVPC) became 15.5% more expensive in 2025. With an average annual bill of 975.88 euros, 2025 is the third most expensive year in history, only behind the years of the energy crisis due to the War in Ukraine. The maintenance of this “anti-blackout insurance” has cost 422 million euros in technical extra costs, which companies like Iberdrola they have already started to have an impact on the renewed contracts of its clients. So why is there more energy but the price goes up? Herein lies the great technical paradox of last year. Spain installed 8,852 MW of new renewable power last year, according to REE data. However, the network is saturated since 83.4% of the electrical nodes no more connections allowed. The root of the problem is unbalanced investment. While Europe invests 70 cents in networks for every euro in renewables, Spain only invest 30. In addition, the country ranks 13th in battery capacity in Europe. Without storage, the system is rigid: if the sun hits suddenly, only the gas can react in time. Even domestic self-consumption failed in the April blackout: only 33% of homes they have batterieswhich left millions of users in the dark despite having their panels at full capacity. It is not the only one responsible for the emissions. The OS report points out that the rebound in emissions It’s not just electric. Spain approached 100 million of visitors in 2025, skyrocketing the consumption of kerosene (+5%) and gasoline (+8%). Added to this is a year of climatic extremes: fires They burned 400,000 hectaresreleasing 19 million tons of CO2, four times more than the average. Horizon 2026. The immediate future is not simple. For this new year, an increase in tolls and charges from the Government of up to 12%. In addition, the system faces a new challenge: the massive installation of data centers. In Aragon, these complexes are expected to consume so much energy that will further strain the network. To avoid collapse, the Government has activated “capacity markets”. Basically, gas plants will be paid simply for “being there” and not closing, an expensive but necessary insurance until the planned 2,600 MW of batteries or the synchronous compensators that promise to provide stability without burning methane are deployed. Europe’s laboratory. At the international level, Spain has assumed the vice presidency of the International Renewable Energy Agency (IRENA) to lead the global transition in the face of the departure of the US under Trump’s mandate. But political leadership contrasts with internal fragility. Spain has shown that it is possible to expel coal from the system, but also that the abundance of cheap energy is useless if there are no cables to transport it or batteries to store it. As a source in the sector succinctly summarizes:: “The mistake was not putting up panels, but forgetting about the networks.” Without this investment, gas will continue to be the owner of the Spanish night and responsible for the electricity bill continuing to break records that no one wants to boast about. Image | freepik and Anton Osolev Xataka | The “reinforced mode” that prevents a new blackout will cost us 422 million euros. Iberdrola has already begun to collect it

Thanks to Starlink, Papua New Guinea was able to access the Internet in its most remote areas. That dream is over

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Thousands of people in Papua New Guinea They have been left without an internet connection following the government’s order to suspend operations of starlink in the country. The decision has come amid a legal blockade that has lasted more than a year, and is affecting businesses, health centers and rural communities that depended on Elon Musk’s satellite service to stay connected. What exactly happened. In mid-December, the National Information and Communications Technology Authority (Nicta) ordered Starlink to cease all operations in Papua New Guinea because the company does not have a license to operate in the country. “Starlink is currently not licensed to operate in Papua New Guinea, and until the legal process is completed, services cannot be permitted,” account Lume Polume, CEO of Nicta, told The Guardian. The company has already completely withdrawn its services from the territory. Why was there so much hooking? Although there are no official figures on how many users Starlink had in the country, telecommunications analysts estimate that its terminals served thousands of people before the closure, including entire towns and districts in remote areas, according to the media. For many rural communities it was the only viable option since mobile networks are unreliable or non-existent, and other satellite services are much more expensive. Starlink offered fast, relatively inexpensive internet in places where connectivity had historically been a chronic problem. The real impact of going offline. The blackout has generated a series of important problems in daily life. Teachers like Simon Jack, who works at a remote secondary school in the Southern Highlands province, have explained to the British media that students need the internet to check their academic results and see where they have been admitted to study this year. “For many of them, Starlink was the only option that worked,” he says. In the health field, health worker Theresa Juni, from East Sepik province, counted that his clinic used Starlink to communicate with doctors in the city and send reports quickly. “Now we have to wait days or travel just to send information. For patients who need urgent care, these delays can be dangerous,” he warns. On the other hand, the medium assures that some farmers and merchants must now travel long distances to cities to access banking services and other transactions that they previously did online. The legal mess behind the blackout. The problem comes from afar. Starlink has been trying to get a license in Papua New Guinea since December 2023, but in March 2024 the Ombudsman Commission blocked its approval citing concerns about service reliability and regulatory compliance, according to inform RNZ. Nicta took the case to court months later seeking to overturn this directive, but the court decision is still pending. Meanwhile, the regulatory authority is “legally prevented” from issuing a license until the court rules. The Pacific is from Starlink. The irony is that Starlink has become a lauded service in other Pacific nations, especially after its deployment in Tonga after the 2022 volcanic eruption destroyed underwater internet cables. There the service was described as “transformational.” However, Papua New Guinea has been left out of this story for now. Just like account According to RNZ, last November, SpaceX’s director of global market access, Rebecca Slick Hunter, said at a conference in Port Moresby that the company was ready to activate services as soon as it received authorization, and that Starlink had already established a local entity in the country. Citizen reaction. About 200 people have signed an online petition asking that Starlink be allowed to operate legally, as confirmed by Nicta. Businessman and former MP John Simon has criticized harshly the situation: “This is really bad for this country. Internet and online services have been very expensive and slow for years, yet we cannot listen to ordinary people on the street and solve this,” he told The Guardian. “The Papua New Guinea government must do something for struggling small businesses. Ordinary people and small businesses depend on the cheapest and fastest option, and right now that is Starlink. This problem must be fixed.” Cover image | starlink In Xataka | Without making a noise, someone has eclipsed Elon Musk among the most influential millionaires in the US: Larry Ellison

the projects that still keep the free and free web alive just as we dream of it

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The Internet has never had so many users or so much content, and yet it increasingly looks like a handful of repeated screens. Much of what we read, watch or search for goes through the algorithms of a few large platformswho compete for our attention and they convert many of our clicks into measurable data. In the midst of this standardized landscape, projects survive that operate with a different logic, such as Wikipedia, OpenStreetMap or the Internet Archivewhich are not financed by ads, do not sell detailed profiles of their users and continue to support a simple and demanding idea at the same time: that information and knowledge should be a shared good. The web did not begin as a showcase for large platforms, but rather a dispersed and almost artisanal laboratory. In the early nineties, those who published on the web They did it from university serversinstitutional or domestic, using open standards such as HTML, HTTP and URIs. They were fundamental pieces of a network designed so that information could circulate without depending on technological owners or closed systems. This technical architecture fueled the idea that the Internet could be an open and accessible space. The Internet was not born to sell data: the market found how to do it That enthusiasm, however, lived with obvious limits. As we say, participation was concentrated in universities, research centers and a minority of enthusiasts with technical knowledge and resources. The figures of the time show that just one minimum fraction of the world’s population had access to the Internet, which means that this supposed openness was real in technological terms, but not socially widespread. Starting in the mid-nineties, and especially at the end of that decade, the Internet began to receive more attention. Companies saw economic potential in a network that connected millions of people and allowed information and services to be distributed on a global scale. Commercial providers, popular browsers and the first portals emerged, and with them came the logic of the market: there was traffic, there were users and, therefore, there were business opportunities. Access to the web stopped being an experiment and began to become a massive, measurable and profitable activity. This change promoted a model that would quickly consolidate: segmented advertising. It was not just about showing ads, but about analyzing user behavior and obtain data about your interestshabits and preferences. It was the moment when human attention began to acquire a concrete economic value. Clicks, dwell time and browsing patterns ceased to be technical traces and became raw material for a new digital market. In this increasingly commercialized context, some projects maintained another way of understanding the Internet. They were not born to attract traffic or to compete for attention, but to build public information infrastructures. Wikipedia was launched in 2001 with a goal that seemed unrealistic at the time: to create a free, collectively written encyclopedia available to anyone with an Internet connection. OpenStreetMap began its journey in 2004 with a similar idea, but applied to the territory, collaboratively documenting the streets, roads and places of the world. Since 1996, the Internet Archive had been preserving pages, documents, audio and video so that they would not disappear over time. Two decades later, these projects are not only still active, but are central pieces of the current web. Millions of people consult Wikipedia every day to check a fact, understand a context or learn something new. OpenStreetMap maps power everything from mobile applications to public services and humanitarian projects. And the Internet Archive has become a long-term digital memory, a place where the web is not deleted, but preserved. They are initiatives collectively built that have achieved global impact without adopting the dominant business model. Wikipedia is supported by millions of small donors, most of them are readers who contribute small amounts, usually around ten euros a year. The Wikimedia Foundation manages these resources and maintains the technical infrastructure, including servers, software development and security systems. He also manages the Wikimedia Endowmentan independent fund created in 2016 to ensure that the project can continue operating even if revenue drops one year. Since 2021, there is also Wikimedia Enterprisea way for organizations that intensively reuse content, such as search engines or artificial intelligence companies, to access structured and stable versions of the data. Financed on the backs of the people OpenStreetMap has a different and much more decentralized structure. The OpenStreetMap Foundation is responsible for servers and general coordination, but much of the work comes from local communities organizing events, training and collaborative mapping tasks. The financing comes in the form of voluntary duestechnical sponsorships and support from organizations that use the data in logistical, humanitarian or educational projects. In the case of Internet Archive, the costs fall on an infrastructure that stores millions of pages, documents and files, financed through individual donations, grants from foundations and public organizations, and archiving and digitization services for institutions. When we talk about open projects, we can confuse openness with absence of organization. However, its operation is based on explicit rules and distributed structures. Wikipedia exemplifies this better than anyone. Editorial decisions are not made by a small group, but by thousands of people who apply public standards such as neutral point of view or verifiable content. The profile of the person contributing does not matter, but rather whether their contribution meets those criteria. Administrators can intervene to protect pages or resolve disputes, but their role is primarily technical and maintenance, with no hierarchical editorial authority over content. OpenStreetMap works with a similar logic, but on geographic data: the information is built from the local and is review collectively to ensure consistency. There are regional communities They coordinate tasks, organize meetings and define practices, but the base remains open. In the case of Internet Archive, the process is not so much editing as cataloging and preservation, and external collaboration focuses on improving the quality of records and avoiding the loss of digital documents. Living with the technological giants … Read more

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