fall

In Galicia, a tiny town made Pedro Almodóvar fall in love with filming. Today it is a magnet for TikTok

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Colorful houses next to the water, boats rocking at the foot of the facades and a tiny square overlooking the port. It is a beautiful town and the postcard seems stolen from some corner of Italy. However, it is in that Galicia that looks like a movie set, has barely 300 inhabitants and is called Redes. Of course, it is almost impossible to park. In fact, there is a common joke around the “multidrome“, because of the habit of many people of going down streets until they park almost on the beach. Maybe that’s why this Galician Venice has appeared three times on the screen but almost never on the map. A “Galician Venice”. No channels, of course.. First, the key data: Redes is a village in the parish of Camouco, in the municipality of Ares, region of Ferrolterra, province of A Coruña. It overlooks the Ares estuary, and from there comes the nickname with which it circulates on the internet: the Galician Venice. There are no gondolas or canals; There is an Atlantic estuary and fishing boats that give the town a beautiful scenery. And, in the background, the bay full of little white boats. Its name, by the way, comes from the winches, those wooden structures where fishermen hung their nets to dry after fishing, to prevent them from rotting and deteriorating. There are still a lot of them preserved around the port. Going in the low season is well worth the trip because then you can walk between colorful facades of a unique photogenicity. They are Indian houses, built by Galician emigrants who returned from America at the end of the 19th century and beginning of the 20th century with money and a desire to show off their façade. Ready to roll. Three different productions filmed here. One in the square, another in the port and another in the houses. Pedro Almodóvar filmed a good part of ‘Juliet‘ (2016), with Adriana Ugarte and Emma Suárez: the protagonist follows a fisherman, Xoán, to his hometown, and that town is Redes. The film won the Platinum Award for best direction. Galician Television also recorded scenes from ‘Padre Casares’ here, one of the most legendary and long-running TVG (Galician Regional Television) series, and director Carlos Solana filmed ‘Leo & Lou’ in its streets, with Manuel Manquiña and María Pujalte. Neighbors say that the relationship with the film crews was quite familiar. It seems that seeing a production company install spotlights and generators in the square no longer surprises anyone here. In the past Carmen Festivals Quite a few cameras were also seen. A magnet for TikTok. Yes, I admit to being that traveler who hates travelers, who is in other cities complaining about long lines and touristification. But it is that on TikTok and Instagram, Networks has become a fixed stop, with too many comments asking for the exact location. Among the answers there is no lack of the warning: the urban area is practically pedestrian, you cannot park inside, leave the car in the Redes Tennis Club parking lot and walk in, it takes less than five minutes. But there are people who would like to drive their car to the terrace of the Pousada do Mariñeiro. Light and saturation to the maximum, people erased with AI and, alas, to sell the idea. There are ways and means of traveling; some more respectful, adapted; others, too invasive and performative. Furthermore, the resource of comparing it with Venice is somewhat insulting: why not learn from its own idiosyncrasies? Port Saplaya, an urbanization in Alboraya (Valencia) built in the 70s imitating the Italian and French coast, is already being compared to Venice. It is worth knowing the history of Paco de Bello’s house, for example. The sea, true protagonist. Redes exists thanks to its fishermen—and its Cuban emigrants, why not say it—and that translates into the festivities. In summer the Cabria Festival is celebrated, in homage to those drying structures that give the town its name. Within walking distance is Raso beachfacing the estuary, with calm waves and suitable for families, with a campsite and restaurant on the edge of the sand. Nearby, in Punta Camouco, there are remains of an old fort on the islet of Mourón. To get there, the reference is the AP-9 highway: coming from Ferrol or A Coruña you have to take the Pontedeume exit and continue for about ten minutes on the local road; The detours are also signposted if you travel on the N-651 passing through Fene. By car, Redes is about 15 minutes from Ferrol5 from Pontedeume and half an hour from A Coruña by highway. There is no train station or direct bus to the town itself because the town is visited by car, or by combining public transport to Ares and a final walk. And although you can explore the entire area in a couple of hours, Pedregal Square invites you to stay much longer. It has an amazing sunset. Images | Flickr (José Luis García Mendoza, TikTok’s ‘We pack the suitcases‘ In Xataka | TikTok is only the tip of the iceberg of the great Internet drama in 2026: most of the content is already AI

Junior salaries have been in free fall for years. New study suggests the impact of AI is not so obvious

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We have been seeing headlines for a couple of years about the destruction that AI is doing to employment junior. And the usual reply: no, it’s an excuse, that companies cut when rates rise and AI is only a convenient justification. Both readings are partly right. That’s just the problem. The study. The Stanford Digital Economy Lab has been analyzing actual payrolls. Not surveys or estimates: payrolls. Published a study at the end of 2025 but keeps updated dashboard with much more recent data. The result. Employment of those aged 22 to 25 in professions highly exposed to AI has fallen since the end of 2022, just when ChatGPT arrived, and lately at a rate of 4% annually. In those over 30, in those same professions, it increases. Coinbase charged 14% of its workforce citing AI as the cause. Salesforce stopped hiring juniors last year. The nuance. The same study adds a very interesting nuance: the effect does not appear when the AI ​​helps someone do their job, but when it does it for them. Write code, answer ticketswrite a first draft: that’s where hiring goes down. Review, verify, support a decision: it remains there. It does not replace human work in general. It replaces the boring job you start with when you are a youngster. It’s time to stop and agree with those who disagree.. In 2001, relocation to India was blamed for a slowdown that actually came from interest rates: when rates fell, hiring returned, and the debate about India remained unresolved. The OECD points in the same direction in your report this month: Unemployment among young graduates was already rising before ChatGPT existed. Coexistence? The two things may coexist. But even if only part of the fall is done by the AI, that part attacks the step that no one else can replace. The intern who answers wrong tickets for six months or do well needing help you’re not wasting your time: you’re learning to fail cheaply in a controlled environment. Removing that step doesn’t fire anyone today. In ten years there will be a lack of people senior and no one will be able to explain why, because by then they will have forgotten that the bottom step disappeared long ago. Featured image | Xataka In Xataka | Spanish companies systematically hide their salary in job offers: there are notable exceptions

the tsunami is about to fall

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What you see on these lines is a peculiar climate graph and much less intuitive than the typical colorful map like this or like this other. But all three are saying the same thing: how the climate has changed over the years due to climate change. This specifically shows the heat waves of Spain and Portugal as if they were waves of the sea. In fact, it records episodes of strong heat in the atmosphere over the Iberian Peninsula between the months of May and August year after year from 2002 to the present, specifically streaks of at least three consecutive days in which the temperature at 850 hPa (about 1,500 meters of altitude) exceeded the 90th percentile of local history. The graph is the work of the doctor in physics, state meteorologist and AEMET researcher Juan Jesús González Alemán, who has published on his Twitter account and has used data from ERA5, the global reference climate database, managed by the European Copernicus service. And the 69 recorded episodes say the same thing: heat waves are increasingly frequent, happen earlier and are more intense. The Iberian Peninsula is one of the regions in Europe where warming and increased heat waves are best documented. He IPCC sixth assessment report (Intergovernmental Panel on Climate Change), the UN body made up of experts for scientific advice on this matter, makes it clear: the Mediterranean basin is warming faster than the world average. The heat waves of the Iberian Peninsula, in a sea that predicts a tsunami Each wave drawn corresponds to an individual episodel: its shape reflects the progressive accumulation of heat above the threshold and the color indicates the total intensity of the event, measured in accumulated degree days. This last point is intuitive: for mild episodes, the color pale yellow; for the ends, garnet tone. Heat waves in the Iberian Peninsula with temperatures at 850 hPa. JJ González Alemán This graph condenses it as if it were a beach: at a glance we discover patterns of frequency, duration and intensity of heat waves at altitude, which usually precede heat waves on the surface and precisely because they arrive earlier, they serve to manage risks to public health or wildfiresor as further evidence of climate change. Visually, episodes are identified that science has collected and that most of us have probably experienced, such as that heat wave that roasted Europe in August 2003 associated with thousands of deaths or more recently, those of June 2015 and June 2022. Or a clear pattern: in recent years there has been a greater density of episodes, where heat waves directly occur in May, something historically less frequent. In the interest of simplifying the matter to improve visibility and impact, this graph only includes one variable (T850), so it is obviously not useful to replace rigorous and exhaustive statistical analyzes with series of parameters, which there are, there are, without going any further than the AEMET itself or the Copernicus Climate Change Service (C3S) managed by the European Center for Medium-Range Weather Forecasts (ECMWF). In Xataka | The easiest way to understand global warming, in this climate map with data from 1940 In Xataka | This is how rain has changed in Spain in the last 30 years, on maps: the result is clear, alarming and there is no turning back

In the fall a new rate arrives

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On July 1, the new tax that the European Union imposed on shipments from other countries. The measure, popularly known as the ‘Shein rate’mainly affects small packages sent from China, which are the main business of stores such as Aliexpress, Shein and Temu. In addition to charging us a fixed fee of 3 euros extra for each product category that we buy, starting in the fall they will also charge a processing fee. This is how the ‘Shein rate’ works. Europe is already applying a tariff of 3 euros to all small packages coming from outside the Union, as long as their value does not exceed 150 euros. The problem is that those 3 euros are not per package, but per type of product. If, for example, we buy four t-shirts, we will be charged only 3 euros, but if we buy a t-shirt, a cat toy and some shoes, it will be an extra 9 euros, a tariff for each product. The colleagues from Xataka Móvil have done a simulation order with several varied products. The total order amounted to 14.91 euros, but when we went to pay the price was 33.05 euros. There are 18.14 euros in taxes, more than the value of the order itself. There is more. Placing an order in these stores is no longer the bargain it used to be, but the European Union has also prepared a new processing fee that will begin to apply this fall. On the page where this regulation is detailed, The European Commission indicates that in the future a customs processing fee will be applied, the amount and exact date of entry into force of which has yet to be determined. We won’t have to wait long to find out since they are talking about its application this fall. The ‘de minimis’ doctrine. It is a Latin term used in the United States that indicated that all packages under a certain value did not have to pay taxes. The US already eliminated this exemption in February of last year and months later, Europe followed in their footsteps. This mechanism has allowed online platforms such as Shein, Temu, Aliexpress and also Amazon to take advantage of the opportunity to offer very competitive prices that would otherwise have been impossible. According to the Commission, this is “an obsolete tariff exemption that is no longer justified and that, in practice, gives a competitive advantage to certain business models.” The EU expects to earn about 1 billion euros a year with this tariff. Tricks so that buying is not so expensive. We can continue buying packages from China, but if we really want to save, there is no more putting everything in the basket without looking at anything other than the price. You have to change the logic when filling the cart, grouping purchases by item type and looking for items that are shipped from Spain whenever possible. And of course, before placing an order to the other part of the world, consider whether you can get it at a local store at a competitive price. Image | Kampus Production In Xataka | €10 order, €30 tariffs: the EU has just approved the mother of tariffs for Aliexpress, Shein and Temu

China’s longest underwater tunnel has 600,000 LED points calculated so you don’t fall asleep at the wheel

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A few months ago we unraveled everything about the Taihu tunnel in China and its LED ceiling that has turned the infrastructure into a tourist attraction. However, in addition to the very curious aesthetics offered by this illuminated ceiling, there is another reason why this infinite screen runs through the tunnel, and that is so you don’t fall asleep at the wheel. It is normal, since we are talking about the longest underwater tunnel in the country. Eyestrain. Traveling the 10.79 kilometers of the Taihu tunnel at the maximum permitted speed takes almost ten minutes under the lake, enclosed between concrete walls, without windows or external references. And it is precisely this scenario that is most conducive to the appearance of visual fatigue, a danger especially if we are behind the wheel. For this reason, when the tunnel was designed, lighting was no longer considered only a matter of visibility and aesthetics and also began to become a safety tool. Tthree “heavens” distributed along the route. The engineers divided the tunnel into three sections and placed, at the junction points between them, what the technical documentation calls a “visual wake-up system against fatigue.” There are three ceilings made up of LED dot screens, very common in tourist locations in China. Each of these roofs is made up of about 200,000 LED light pointsand the system can show different scenes, from a blue sky with clouds, a night sky full of stars or, on specific dates, the five-star flag of China. The control system can automatically switch between these scenes by time slots and sections. According to Baidu Baikethis “visual awakening” system seeks to relieve the tension and feeling of overwhelm caused by driving for a long time in a closed space. Why those colors? Those responsible for the project chose blue, yellow and cyan as the main colors of their activation zones, combined with warm tones to generate dynamic changes. There is scientific support behind this decision, since light with cold tones and short wavelengths, such as blue, has non-visual effects on the brain that go beyond allowing us to see better. Different studies have verified that the color temperature of the light influences the mood, alertness level and reaction time of drivers, something related to how this type of light stimulates the brain mechanisms that regulate wakefulness. Just like share From Motorpasión, simulator tests showed that blue-toned lights were the ones that increased drivers’ attention the most, followed by red-toned ones, precisely the colors that are repeated the most in the images showing the tunnel ceiling. On the other hand, researchers presented their results at an IEEE conference in 2024, having conducted field tests in the Taihu tunnel itself to see how different LED configurations modified the eye movements and physiological responses of drivers in real conditions. lThe walls also “speak”. Throughout the entire route, the side walls of the tunnel are decorated with stripes of blue, yellow and green that intertwine in geometric gradients, as if they were ribbons. According to they count From the local media Sohu, all this display of lights is managed by an intelligent lighting system that not only decides which scene to show and when, but also monitors its own operation. The system incorporates real-time monitoring of breakdowns, with automatic alerts that inform the exact point where a failure occurs, which facilitates the maintenance of an installation that, after all, has to operate uninterruptedly under a lake. Cover image | FeatureChina/AP (cnn) In Xataka | Chile wants a tunnel under the Strait of Magellan to link Tierra del Fuego with the continent. The project exists, the agreement with Argentina does not

Madrid is preparing to have robotaxis this fall. The problem is that almost no one is clear how it is going to work.

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Madrid is about to become the first capital of the European Union with driverless cars circulating through its streets. Uber, Waymo, Cabify and several Chinese technology companies are already fighting for a million-dollar business that, according to current plans, should begin rolling out after the summer. Although there are still quite a few questions unresolved. What is happening. Uber was the first to announce the movement. In June confirmed an alliance with the Chinese technology company WeRide to operate in Madrid sensorized electric vans manufactured by Geely, the Chinese giant that also owns Volvo Cars or Polestar. To make it possible, Uber relies on two partners: Moove Cars, which provides the VTC licenses (of which Uber itself owns 30%), and Avomo, which is responsible for the maintenance and supervision of the vehicles and which already manages similar fleets in Austin and Atlanta. The legal framework. To launch a service of this type, three pieces were needed: regulation, licenses and fleet. According to share From El Confidencial, the first two were “the most conflictive” and had already been resolved, so now “it is the companies that have to take the step.” So, on the one hand, the DGT is in charge of homologating and technically certifying vehicles, while the Community of Madrid manages authorizations, insurance and the distribution of licenses between operators, based on changes in the regional Mobility Law. To avoid new conflicts with taxis, the regional government has chosen not to issue new VTC licenses, but rather to reuse existing ones with a limit of 100, to which a specific permit called “additional authorization for autonomous transport” will be added. According to El Confidencial sources, they point because the first pilots could start in central Madrid, Leganés and Móstoles, with Alcobendas also on the table. The Waymo mystery. Alphabet subsidiary has registered In just two weeks new companies in Paris, Amsterdam and Madrid (Waymo Iberia), adding to the one it already had in Munich since June. The name chosen for Spain, “Iberia” and not “España”, suggests that the company is also looking at Portugal, which has recently opened a legal framework favorable to autonomous driving tests. Even so, the commercial registration is only the first step, so it does not give us clues about a possible launch date, since to operate in Spain Waymo needs VTC licenses. Of the country’s three large fleets (Moove Cars, Auro and Vecttor), the first is already committed to Uber and WeRide, and Auro has confirmed that it is not negotiating with Waymo because it is focused on its expansion in Germany. This leaves as the only plausible way an agreement with Vecttor, the fleet owned by Cabify, which acknowledges maintaining “open conversations with the leading companies in autonomous mobility technology”, although it clarifies that, for the moment, “we do not have any closed alliance.” The Phoenix precedent, where Waymo just broke their alliance with Uber to recover its cars and operate with its own app, suggests that its long-term plan is to dispense with intermediaries as soon as it gains its own brand in each market. What Uber doesn’t count. The company announced in style that its robotaxis would arrive in Madrid before the end of the year, but for our part we did not receive a response from either Uber or WeRide about how many vehicles there will be in the first phase, whether the service will cover the entire city or just some neighborhoods, or whether any user will be able to order a car without anyone at the wheel. On the other hand, the DGT itself confirmed us last month that there was no request from Uber or its partners to test autonomous vehicles. The organization remembers that there are three test phases: a controlled one (maximum three cars, always with a safety driver), an extensive one (up to ten, also with a driver) and a pre-deployment phase, where the vehicle limit disappears and the driver becomes optional, although always supervised remotely. Right now, the only company in that last phase in Spain is Tesla, which test your FSD system with 30 vehicles throughout the national territory. The risks that Waymo already knows. Just like stand out From El Confidencial, the experience in the United States leaves two clear warnings. The first is vandalism, since in June, anti-ICE protesters burned five Waymo vehicles in Los Angeles, each valued between 150,000 and 200,000 euros, forcing the suspension of service in the city. The second, more serious for the business, are technical failures. And in just one month, Waymo had to first recall 3,800 cars for entering flooded roads and then 3,900 (97% of its fleet) for a software error that led them to sections of highway under construction. Despite this, the company defends that its cars suffer 94% fewer serious or fatal accidents than those driven by humans, and 84% fewer accidents with cyclists or motorcyclists. And now what. The calendar indicates that, starting in November, the first Uber robotaxis will begin to be seen in Madrid, with a safety driver at the wheel during the first months until the service becomes fully autonomous. The routes will be requested from each operator’s app and the cost is still unknown, but they are expected to be more expensive. Waymo is still a sea of ​​doubts, since it has a company created, but it still lacks a fleet partner to start. And at the bottom of the board we have Cabify and Bolt, who could be added later with vehicles from the Chinese companies Pony.ai or Baidu. Cover image | Hoseung Han In Xataka | A veteran Tesla engineer has summarized his workers’ feelings about the FSD: “We have all seen it fail”

“When it ends, tears of joy fall, you can’t contain them”

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Next August 12 It will be the first time that many Spaniards see a total solar eclipse. This phenomenon had not been seen in mainland Spain since 1912 and since 1959 in the Canary Islands, so only Canarian people of a certain age have been able to see one without having to travel. For the rest, the only Spaniards who have been able to see one of these phenomena so far are the eclipse chasers. Those people who travel around the world only with the intention of enjoying the magnificent spectacle that the Moon gives when it steals the daytime prominence from the Sun by placing itself in front of it and blocking its light for a few minutes. One of those people is Leonor Ana Hernandezan amateur astronomer, scientific communicator and astronomical illustrator, who has been traveling for many years in search of new eclipses. His first time was in 1999, in Hungary. Since then she has seen four total solar eclipses and is overcome with the desire to travel in search of more. From each one of them he treasures something in his memory, a small detail that has remained engraved in his mind in a very special way. For my part, I have never seen a total solar eclipse. Yes, I have witnessed a partial one, but I have never seen the Sun set completely. This summer will be the first for me and the truth is that, after talking to Leo, as she likes to be called, I’m looking forward to the moment. The four eclipses of Leo For Leo it all started when she was a girl. “I loved astronomy and when my father found out that there was an association near where we lived he told me: daughter, at least I’ll take you there, with people who like the same things as you,” she remembers. “There I began to learn more and get informed about eclipses and of course, I read about the people who have seen themI saw images and thought that I would love to see what everyone describes, to experience that sensation of the lunar night in the middle of the day.” With that clear objective, he began to save until In 1999 he had his first opportunity. In fact, he made the trip to Hungary with colleagues from that association in which he had begun to develop his interest in eclipses. “As many of us as possible from the association organized a joint expedition to see the solar eclipse,” he recalls. “The experience marked me and at that moment I knew that whenever I could or life allowed me, I would try to travel to see more.” Seven years later, in 2006, it was his turn to see a new total solar eclipse in Türkiye. This time it was a more intimate trip, with only three people, and he also remembers it with great affection. “We decided to go to the top of a mountain and we were alone, there was pure silence,” he says with a smile. “That silence and that transparent blue sky that I saw left me extremely shocked.” Remember that the emotion was so much that I couldn’t stop crying. “When it was over, tears of joy fell down my cheeks, I couldn’t contain them.” For the next one he didn’t wait that long. In 2009, traveled to Chinathis time on an expedition with a large group of people. It was a complicated occasion, because it coincided with a monsoon that clouded the sky, completely covering the eclipse, which could have lasted six minutes. “We covered the telescopes with whatever we could: ponchos, hats, raincoats… The rain was brutal and we said: how could we have been so unlucky?” However, then something happened that Leo describes as almost magical. “It seems that the heavens heard us, there was a moment when it stopped, a clearing appeared, that clearing opened and we could see the black ball of the Moon,” he remembers. “It opened up enough that for a minute and a half or two minutes we could see it. Then it got cloudy again, but at least we could see something.” Even so, and despite all the beauty he saw in his first three eclipses, Leo is clear that remains with the total solar eclipse of the United States in 2017. For her it was very special because on this occasion she made the decision not to take photos, but to lie down and look at it and draw it. Leo, lying with the materials to draw the eclipse “I would stay with the one from 2017, because I made the decision not to take photos“explains Leo. “The time you spend with the camera makes you very angry, so I decided to take some testimonial photos, with the camera working alone, but I lay down and observe it, observe it, observe it.” In addition, he devised an action plan that began even before totality. “If you do not have eyesight adapted to the darkness, just like at night, you cannot see the subtle details of the solar corona, so I spent the previous minutes with sunglasses so that my eyes were adapted to a dark time.” Of course, when he looked at the Sun during the partial phase used approved glasses. He only used the sunglasses to look at the environment. Once the adaptation began, the materials were prepared. “I lay down, prepared my notebook and a piece of cardboard and captured a nebulous background with a circle to delimit the hole of the Moon, those They were the most beautiful and wonderful minutes I have experienced in a long time.“And the time came. “When you draw something you have to focus a lot on the details and that’s when your eyes really start to see,” she points out. “Normally we look, but we don’t see everything we can, because we go from one place to another in a more superficial way.” She focused on … Read more

We thought it was a bend in the Rhine. In reality it was a huge Roman water channel that survived the fall of the Empire for 300 years.

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If there is something for which Rome has remained in memory, it is for its impressive road layout throughout their empire, but be careful because in hydraulic engineering they were not far behind either, the aqueducts of Segovia and Tarragona serve as close examples. It is true that aqueducts are striking constructions due to their dimensions, but there is another that rivals them in size and capacity to move water: canals. In fact, a research team just “discovered” that what looked like an old abandoned Rhine channel was actually an ancient Roman canal. They had an unappealable clue on the terrain: it is rare to see such a long and straight line in nature. The discovery. In southwestern Germany, on an agricultural plain next to the Rhine River, an interdisciplinary research team from the Johannes Gutenberg University of Mainz, the Christian-Albrechts-University of Kiel and the Hessen Monument Office have found something that has been buried for more than a thousand years: an artificial Roman canal 15 meters wide and 2.5 meters deep that connected the Rhine to a small military fort called the burgus of Trebur-Astheim. Why is it important. Because the Trebur-Astheim Canal is one of the few known navigable canals north of the Alps during the Roman period and the Early Middle Ages, demonstrating that the Roman Empire in Germania modified the landscape more intensely and lastingly than previously believed. The presence of Rome was more than a mere occupation. As explains the research teamthe burgus of Trebur-Astheim probably functioned as a central logistical node for the Landgraben region, where cargo ships of the time could dock and goods were redistributed around the area on other vessels. This demonstrates a global vision of the empire for supplying its troops through infrastructure that goes beyond the roads. Context. The consolidated Roman presence in the Hessische Ried began in the 1st century AD, under the Flavian emperors. The fort of Trebur-Astheim was built between 364 and 375 AD under the command of Emperor Valentinian I as part of his plan for military deployment along the Rhine. with a goal: contain the Alamanni, a group of tribes settled on the right bank of the river. In fact, the Rhineland border is clearly demarcated by watchtowers and forts, as can be seen on the UNESCO World Heritage List. In detail. In short, the town of Trebur-Astheim was practically a protected inland port: its dimensions were similar to those of the Roman navigable canal Fossa Corbulonis (present-day Netherlands) and made it suitable for different types of Roman river vessels, such as military type Mainz-A or the cargo boats found near Xanten, both with drafts of between 0.35 and 0.65 meters, well below the depth of the channel. Carbon 14 has revealed that, from the sediments of the canal, it was in operation from Roman times until the 7th-8th centuries AD, when it became clogged with mud and was abandoned. In fact, the large amount of sediment in the area forced the channel to be dredged frequently for centuries: after the Romans, the team points out that the Merovingian and Carolingian communities exploited it and maintained the infrastructure. Yes, but. The excavation carried out in 2024 did not reach sufficient depth to physically see the walls of the canal due to the high water table and the amount of sediment. That is to say, the dimensions that we know have been estimated indirectly, something that is common in underwater archaeology. In this sense, a complete excavation is pending to obtain direct data on the construction of the canal. In Xataka | Some go to the gym to do legs and others to discover an impressive mansion from the Roman Empire In Xataka | The Romans found a macabre and sophisticated way to use perfume: breaking pigeons’ necks (made of glass) Cover | Wolfgang Pehlemann and An Artificial Canal Connecting the Roman Burgus at Trebur-Astheim (Upper Rhine Graben, Germany) with the River Rhine

Russia thought kyiv would fall within days. Four years later, the war in Ukraine has just “passed” the First World War

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In 1914, millions of Europeans they were convinced that the war would end before Christmas. In fact, the expression “home by Christmas” became popular between soldiers and civilians who believed that the conflict would be rather brief. It ended up lasting more than four years and transforming Europe forever. More than a century later, the Ukrainian war has already grown longer. From days to historical milestone. When Russia launched its full-scale invasion in February 2022, the Kremlin expected a swift campaign that would culminate in the fall of kyiv within days. More than four years later, the reality is exactly the opposite: the war has reached the 1,569 days duration and has already officially surpassed to the First World War. What began as an operation designed to quickly overthrow the Ukrainian government has transformed into one of the longest and most consequential conflicts in recent European history, to the point that many Ukrainians they contemplate with concern another historical threshold even more distant: the duration of the Second World War. The inevitable comparison with 1914. The historians warn that comparisons with world wars have obvious limits due to the differences in scale, number of countries involved and volume of casualties. However, they consider that the war in Ukraine shares enough features with the First World War to become its closest parallel in more than a century. Both began lightning offensives aimed at achieving a decisive victory within a few weeks. Both the German advance to Paris in 1914 like the Russian push towards kyiv in 2022 came close to achieving their initial objectives before being stopped and forced to retreat. The return of trench warfare. After the failure of the initial offensives, both conflicts drifted towards long static fronts where artillery dominated the battlefield. The images from the trenches of eastern Ukraine quickly evoked scenes from France and Belgium during the Great War. Soldiers barely separated a few hundred meterscontinuous bombardments and small infantry assaults became the daily routine. The firepower forced combatants to bury themselves underground to survive, reproducing a pattern that seemed to belong definitively to the past. Drones change the rules. The main difference between both wars came from the air. The drones profoundly transformed the battlefield and ended up making even traditional trenches vulnerable. Permanent surveillance from the sky and the ability to attack with precision forced the replacement of long defensive lines by small scattered sheltersdifficult to detect and more resistant to attacks. In many areas, any open-air movement can be located and attacked in a matter of minutes, turning large areas of the front into veritable death zones controlled by unmanned systems. Tanks, bunkers and dispersal. Technological evolution has also reduced the prominence of some weapons that for decades symbolized modern warfare. Tanks, feared during the early stages of the invasion, have become on easy targets for drones and they appear less and less near the line of contact. Meanwhile, soldiers invest enormous efforts in building shelters each time more sophisticated and profound. Some bunkers incorporate specific designs to absorb explosions and increase the chances of survival, reflecting the extent to which physical protection is once again a vital issue in an attritional conflict. Destruction reminiscent of the last century. Although the casualty figures They are very inferior Like those of the First World War, the visual devastation is eerily familiar. Destroyed forests, towns reduced to ruins and fields covered in craters constantly appear in images captured by reconnaissance drones. Various military analysts hold that the lethality of the Ukrainian front is close to that of the great battles of a century ago, not because of the absolute number of deaths but because of the constant danger faced by those fighting on the front lines. Stagnation and the search for a way out. The slow pace of progress illustrates the nature of the conflict. In some recent operations, Russian forces have progressed at a pace even slower than that recorded in some of the most stagnant battles of the First World War. With negotiations practically paralyzed, neither side has yet found a formula to break the balance. Ukraine tries to weaken Russian economic capacity through attacks against energy infrastructures and oil companies while flooding the front with thousands of attack drones, seeking to impose unsustainable costs on the adversary. The final paradox is that a war that began with the promise of quick victory increasingly looks like to the Great War: a prolonged struggle of attrition, marked by technology and with no clear end in sight. Image | Ministry of Defense of Ukraine In Xataka | The drone war has left a clear lesson for Ukraine: you can’t leave home without a 100-year-old machine gun In Xataka | In case there was not enough “gasoline” in 2026, the attack by a Russian drone has crossed a red line: that of Chernobyl

the wheels fall off

by

No news is good news. It is said that the saying has its origin in a phrase from James I of England back in 1616. There are doubts, however, because the first time it was reflected on paper was in a book published in 1645 and in it it was pointed out that, really, his origin was Italian. Of course, 410 years later, the phrase is more than valid. Or if not, tell Tesla. Your Cybertruck assembled a tremendous noise before even arriving. At first it sounded like broken glass and then it resounded in the market… and then disappeared little by little. Along the way we have seen news of all kinds. It came at a price much higher than expected and, despite everything, the public seemed to go crazy for her. Then it lost steam and the debates arrived. Is it capable of improving a Citroën C15? The appeared first reliability problems. We wondered if it was really safe. There were those who plost (a lot) money with your purchase. And there were those who had to accumulate them in a parking lot together with his dealer, unable to sell it. In between, more reliability problems. And when we thought everything had calmed down. Just when Tesla could breathe a little easier seeing that the Cybertruck hurricane is not devastating the market but, at least, it is not devastating it, a new problem arrives. Yes, the company has had to recall its “indestructible” pick-up again. This time because the wheels could fall off. On (?) wheels Indeed, US agencies have once again forced Tesla to launch a recall of its Cybertruck. The problem, they point out in Wiredit is not minor: the wheels can suddenly fall off. Apparently, some cars have had a defect in the nuts and the grease used in this area. And the consequences are obvious. For this reason, the electric pick-up faces its eleventh recall. This is not the first time that their owners have to go to the workshop because the car falls apart. And several owners questioned the glue used for different parts or panels. Consequently, the company had to stop the assembly line and check what was happening. almost two years ago, the rear moldings also had to be revised for the same problem. In the first year alone, Tesla had to call the owners of its cars up to five times. One of them because throttle trim could fall off while driving and generate complications. Then, it had software problems, with the windshield wipers and the rear camera, to mention a few examples. And while Tesla has had to make calls and calls for review, the market has been turning its back on the all-terrain vehicle. Tesla had the opportunity to turn this car into a flagship, aspirational model with brand image. However, in his conviction that it could be profitable and that there was a business niche that no one was covering, he has hit a wall. The same wall that all electric pick-ups have crashed against. This type of car has a great acceptance in the United States but those who really want it for work or as a means of transportation in an inhospitable place cannot rely on a completely electric vehicle at the moment. And its consumption by pulling another vehicle or dragging merchandise skyrockets. That’s a problem when you live in the middle of nowhere tens or hundreds of kilometers away of the nearest town. Still, the Tesla could have had a certain commercial outlet as an opulent object, as the treat that the potential client wants to indulge in. I could have had it calculating the demand well. And, above all, creating a car that would not fall apart. You already know: no news is good news. Photo | Rana Singh In Xataka | The Tesla Cybertruck is such a sales failure that Elon Musk has only found one solution: buy them from himself

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