A few years ago, manufacturers fought for the most powerful mobile phone. Now they fight so they don’t go out burning

Not too long ago, Samsung and Apple were trying to convince us of something: the titanium It was the best material for a high-end mobile phone. As a user of both the latest Galaxy and the previous iPhone, I have to say that I agreed: we were never looking at mobile phones more resistant to shockschips and all kinds of everyday accidents. With the iPhone 17 ProApple backtracked to return to aluminum. With the Samsung Galaxy S26 Ultrathe Korean company follows the same path. What is happening? Aluminum is back, and everything indicates that it is here to stay. One of the main advantages that titanium promised over aluminum was to promise greater resistance, something that is being demonstrated the drama of the new iPhone 17 Pro and its premature wear compared to previous models. Despite this, companies are returning to aluminum. There is something that both the new Galaxy S26 Ultra and the iPhone 17 Pro Max share: they both have the largest dissipation systems ever built in their families. A titanic effort (to the point of completely redesigning the chassis in the case of the iPhone) to prevent mobile phones from burning in the hand. And there is a key point in this party: we want more and more powerful phones, but someone has to cool them down. Producing mobile phones in titanium is also more expensive, and given the current component crisiswith the RAM shot and internal memories the same wayone of the few cuts that can be made without affecting the overall phone experience is changing the material used. The question about whether we need more power or not, a few years ago, was answered with a resounding “yes.” But for some time now we are not so clear. With configurations of 12 and 16 GB of RAM, and processors that are more powerful than some desktop chips, our smartphones have been increasing power for years without determining too much. Why do we need these new limits?. AI requires RAM and not so much raw power (at least, in the use given to a phone), mobile games are already bordering on the quality of triple AAA console games, and improvements in camera come more through the redesign of algorithms and not so much through increasingly powerful IPS (image chips). In Xataka | Samsung Galaxy S26 Ultra, S26+ and S26, first impressions: a broken heart in an unprecedented commitment to AI Image | Xataka

The war already lasts longer than the Soviet fight against Hitler

On June 22, 1941, Nazi Germany launched Operation Barbarossa with almost four million soldiers and thousands of tanks, opening the largest front in history. In just a few months the Red Army lost millions of men, but that war would end up becoming in a total pulse: factories dismantled and moved to the east, entire cities converted into fortresses and a mobilization so enormous that even today it remains the central axis of Russian memory. The invasion of Ukraine has just surpassed the Soviet fight against Hitler in days. A historic threshold. Yes, the war in Ukraine reached a milestone as symbolic as it was grim on January 11, 2026: 1,418 days of combat since the Russian invasion, then exactly the same duration as the Red Army’s fight against Nazi Germany in the so-called Great Patriotic Warfrom June 22, 1941 to May 9, 1945. The comparison is devastating by contrast and propaganda, because the operation that the Kremlin sold as quick and surgical has ended up fitting into the schedule of the greatest existential war of Soviet history. And it also does so with an ironic twist that weighs tons: then the USSR was fighting against invaders who reached the gates of Moscow, and now Moscow is the invader, and after almost four years it still has not closed the conflict or translated it into a clear victory. A war of attrition. Far from a rapid campaign, the conflict has become a slow crushermore similar to a war of positions than to the decisive offensives of the 20th century. Russia occupies about a quarter of Ukraine, but its advance is described as progress at a snail’s pacepaying each kilometer with time, lives and ammunition. In that sense, there is an image especially revealing: After years of fighting, Russian forces are further from kyiv than in the first weeks of the invasion, when the initial blow seemed destined to topple the Ukrainian government. The war, even with external attempts of negotiation, does not give clear signs of closure, and each month that passes reinforces the idea that Moscow underestimated Ukraine, overestimated its own performance and entered a field where attrition rules more than maneuver. Panzer III marching towards Voknavolok on 1 July 1941 Russia and its tradition of wars. Russian history is plagued by conflict prolonged and campaigns that lasted much longer than expected, almost as if duration were a structural constant of their way of waging war. There are examples that draw a pattern: an endless war in the Caucasus that lasted for more than a century, or a chain of wars with the Ottoman Empire that spanned centuries and reordered borders and loyalties in the Black Sea and eastern Europe. Even when Russia sought “quick solutions,” the result was often the opposite: unexpected defeats, victories very expensive or bogged down that forced them to sustain the effort for years. In that sense, Ukraine would not be an anomaly, but rather another confirmation that the “short hit” in Russia is often more a political wish than a military reality. When losing is very expensive. Furthermore, Russian defeats are not measured only in territories or casualties, but in political earthquakes. The war against japan in 1904-1905 not only meant a military coup and the humiliation of a European power defeated by an Asian rival, but also fueled an internal crisis that led to the revolution of 1905exposing incompetence, eroding morale and opening the door to a decade of instability that would end exploding in 1917. The idea is clear: when the war drags on, the defeat becomes visible and the State loses its aura of control, the damage filters inward. The country does not need to collapse immediately, it is enough for legitimacy to crack and fear to become in everyday wear. Afghanistan as a warning. The most modern parallelism It’s Afghanistan: a Soviet intervention designed to sustain an allied regime that ended devouring resources for more than nine years. It was not only a military defeat against insurgents, it was an economic and moral drain thatthat accelerated the decline of an already rigid, inefficient and stagnant system. The 1989 withdrawal It left a demoralized army and a tired society, and the impact was so profound that it became one of the wounds that preceded to the Soviet collapse. That memory works as a warning because it shows that, in Russia, a long war can survive on the front while rotting inside, leaving a bill that is paid years later. Ukraine and the weakening. The war in Ukraine may not cause an immediate collapse of the Russian state, but it will aims to subdue him to continuous pressure on the economy, industry, army and social fabric. Even if there is no revolution, attrition operates like acid: it erodes capabilities, pushes to improvise solutions, exhausts reserves and reduces room for maneuver for other challenges. The Russian death toll (more than 156,000) illustrates the magnitude of the cost, higher than the total for Afghanistan despite having been sold as something quick and controllable. And although those losses do not come close to the demographic horror of the Great Patriotic Warare enough for the war to stop being an episode and become a structural wound. Blow to prestige. Beyond the battlefield, the invasion has also damaged Moscow’s image as a global supplier of weapons and as a military power. They remembered in Forbes the sharp drop in its exports and a symbolic change: France overtaking Russia as the second largest arms exporter in the world, something unthinkable recently. Also the decline of emblematic programs due to cost and performance, such as the T-14 Armataand the Su-57 casea fifth-generation fighter that fails to attract buyers and whose actual operational presence seems limited. Contrasted with this is the industrial and export success of the F-35, which has become Allies and partners standardwhich accentuates the feeling that Russia not only wears itself out fighting, but also emerges from the war with less technological brilliance and less … Read more

Uber Eats abandons autonomous riders after the fight with Work

Uber Eats had been moving for some time within the perimeter of a rule that the Government promoted to redefine the labor market fit for home delivery in Spain. That standard, known as ‘Rider Law‘, put the focus on a crack that had been at the center of the debate for years, the figure of the “false self-employed“, and has been pushing the sector towards employee models or towards schemes in which the employment relationship is channeled through third parties. In this context, the fact that the platform now announces its intention to stop working with self-employed delivery drivers is not only an operational adjustment, it is a movement that contributes to reordering one of the great debates of the delivery. The announcement that finalizes the turn. Uber Eats has communicated that it will stop working with self-employed delivery drivers in Spain and links it to its adaptation to the current labor framework after several years of changes in its operations. The company explains that delivery drivers who still use the application as self-employed will be able to continue delivering as employees through collaborating fleets. “Uber Eats reaffirms its commitment to compliance with the Rider Law. After four years in which we have accumulated extensive experience working with expert logistics companies, and with the aim of promoting a long-term sustainable model, we have made the decision to stop collaborating with autonomous delivery drivers.” What happened on the way. To understand the scope of the movement you have to look back. Uber Eats does not reach this point from a fixed position, but after several changes of course from the approval of the ‘Rider Law’. In 2021, the platform stopped operating with freelancers and moved to a labor model based on subcontractors. One year later, in August 2022, opened the door to self-employment again and adopted a hybrid scheme in which salaried fleet delivery drivers and self-employed workers coexisted, in a context in which Glovo persisted in that model. On paper, the solution proposed by Uber Eats is clear. Delivery drivers who still use their application as freelancers will be able to continue delivering, but no longer as self-employed workers, but as employees of one of the collaborating fleets with which the platform operates. In practice, the transition from self-employed to salaried usually involves changes in the organization of work and conditions, although Uber Eats has not detailed how it will be applied in each case or deadlines for this transition. Not all delivery drivers could automatically fit into this traffic, nor is it clear how many real positions the fleets can absorb, which leaves open the possibility that some of these self-employed workers will be left out of the system. The threat of ‘the full weight of the law’. The background of this movement refers to a clash that came from behind. In October 2025, the Ministry of Labor raised the tone and waived the possibility of resorting to criminal proceedings if Uber Eats did not rectify its hiring model. The vice president and minister, Yolanda Díaz, was explicit in warning that “Uber (Eats) is not going to fool the Government of Spain, and I can already tell you that the weight of the law will fall on this company,” in reference to the use of false self-employed workers. A mirror in the sector. The Uber Eats movement does not occur in a vacuum. Glovo announced its change of model in Spain in December 2024 and operates fully with salaried delivery drivers from mid-2025while the criminal process continues against its top leader, accused of a crime against workers’ rights. Just Eat, for its part, stayed the course and persisted in its employee model. In this context, Uber Eats had remained the great exception, with a hybrid scheme that continued to combine fleets and freelancers. From now on, the focus shifts from the announcement to its actual landing. Uber Eats says it wants to put an end to pending litigation and facilitate a “fair process for everyone,” but it will be practical execution that will determine the extent of the turnaround. It remains to be seen how the transition from the self-employed to the fleets is articulated, how many delivery drivers manage to fit into that step and if the new scheme manages to dissipate the conflicts that have accompanied the sector in recent years. Images | Robert Anasch | appshunter.io In Xataka | The “absent recipient” trick: why delivery people mark your package as undelivered even if you were at home

The fight between Ryanair and Aena has left a trail of victims throughout Spain. But none as serious as Vigo

This Sunday, January 4, Vigo airport closed its stage as an international terminal with the last Ryanair flight to London-Stansted, which took off at 9:30 p.m. The Peinador airport has thus become the only Galician airfield without connections outside of Spain, a situation that it already experienced between 2019 and 2023 after the first departure of the Irish airline. What does it mean for Vigo. The most populated city in Galicia loses its only air gateway to abroad after almost three years. Since the end of March 2023, the flight to London had returned the airport’s international status, but is now relegated to an exclusively domestic airport with routes to Madrid, Barcelona, ​​Gran Canaria and Tenerife, in addition to some specific flights to Mallorca. A stormy relationship. The divorce between Ryanair and the Vigo Council is consummated with crossed reproaches. The City Council imposed two sanctions on the company in 2025 for an amount greater than 67,000 euros, accusing it of suppressing 16 frequencies during the summer of 2024 and failing to comply with the agreed tourist promotion actions. “They are not serious people,” Mayor Abel Caballero even stated, according to collect Vigo Lighthouse. Although the contract ended in December 2025, Ryanair took advantage of Christmas to maintain the flight for a few more days. The goodbye numbers. Ryanair closes its second stage in Vigo after selling almost 1 million tickets in a decade of operations, according to The Voice of Galicia. In its first period (2016-2019), the airline received 4.4 million euros from the City Council for three years of presence. In this second phase, it received an additional 1.87 million for the three-year period that is now ending. According to account the mid-Atlantic, the route to London moved nearly 45,000 passengers in 2025 alone, its best record in these three years. Galician airports. The situation contrasts with Santiago de Compostela, which maintains twelve international destinations, and A Coruña, with four. Peinador exceeded one million passengers in 2025, although a good part of that traffic is due to Imserso trips, as collect Vigo Lighthouse. In this way, those who want to leave Spain from Vigo by plane will have to depend on other airports. It will be international again. The Vigo terminal will recover international connections in October, although in a timely manner: the Travelmakers agency has scheduled two planes to Egypt, as already happened in 2025 with charter flights to Morocco, as collect the middle. In addition, Aena and the Port Authority agreed to promote the arrival of cruise passengers at the airport in 2026 to reinforce Vigo’s role as a base port. But they are sporadic solutions, not stable routes. The battle for the north. The Peinador case has been a consequence of the pulse between Ryanair and Aena due to airport taxes, which has caused cuts of 80% in Galicia and also affected Asturias, Cantabria and the Basque Country. Other airlines such as Vueling, Volotea or Aer Lingus are occupying part of the gap left by the Irish in airports such as Santiago, Bilbao or Santander, but the recovery is not the same in all airports. Between the lines. Peinador also enters the list of the nine Spanish airports that operate exclusively in national territory, including Valladolid, Salamanca and Pamplona. For an airfield that in 2017 served eight international destinations and handled 1.5 million passengers in its golden age, the step backwards is significant. It remains to be seen if this status is maintained for long or if the airport will be able to attract new international flights in the future. Cover image | Wolfgang Weiser In Xataka | This is the DGT map to visualize where there are active V-16 beacons in Spain. There is another more useful unofficial map

OpenAI, Google and Anthropic fight among themselves. Samsung fights everyone else elsewhere

Samsung has presented at the CES 2026 its “AI philosophy,” a grandiloquent concept that sums up its strategy: using its 430 million SmartThings users as moat (or ‘defensive moat’) against the invasion of AI in homes. Why is it important. OpenAI, Google and company remain focused on announcing the most powerful model. There is little to do against them on that side if you haven’t been doing it for years, so Samsung is playing something else that is not about winning the algorithm war, but about controlling where those algorithms live. SmartThings is not just an app. It is a platform Matter compatible that connects hundreds of millions of devices already in homes around the world. That means Samsung can add AI to products people already use, without asking them to buy anything new or change their habits. Others have to convince you to put a smart speaker in the kitchen. Samsung already has your refrigerator, your television, your washing machine and your vacuum cleaner. And everyone talks to each other. Between the lines. Samsung’s “AI philosophy” seems, above all, a response to Amazon with its Alexa+. Both proposals have things in common: they understand that if AI models tend to commoditize (to be technically equal until they are not easily distinguishable), the value is in who has the speaker in your kitchen, the TV in your living room and the refrigerator that knows what you eat. Samsung has been building that ecosystem for years and now it is activating it for something else. Implementation makes the difference: Family Hubwith AI and Gemini vision, recognizes what you put in and out of the refrigerator, suggests recipes and connects with other appliances. It’s real tracking so that when you ask yourself “what can I make for snack-dinner?”, the system suggests recipes based on what you have, not on an inventory you made by hand three weeks ago. Vision AI Companion It recognizes what you’re watching on TV and suggests recipes if food appears on the screen. Then send that recipe to the Family Hub in your refrigerator, which checks what ingredients you have and tells you what you’re missing. If you decide to cook it, send the instructions to the oven so that it is preheated to the exact temperature. AI Soccer Mode Pro Automatically adjusts image and sound when it detects that you are watching football. You can turn up the audience volume, turn down the commentators, or balance both. It’s AI applied to something as specific as “I want to enhance the field atmosphere” or “I want to prioritize the narrator’s voice.” It is perhaps not as attractive an approach as the war of chatbots that are increasingly capable of more, but maybe (just maybe) it will end up being more profitable. And something else: SmartThings as a Matter-compatible standard. That expands the potential ecosystem far beyond Samsung’s own products. Yes, but. There are two weak points in that strategy: Samsung depends on third-party models. Gemini is your main partner, also for the home, for the smart component. If the models run out commoditizingwe will have to compete on price. And in the price war there always appears a Chinese manufacturer willing to go lower. privacy. An ecosystem that knows what you eat, what you see, when you sleep or how you move is also an ecosystem that can monetize that data. The last threat It’s called Dreame. and there is a red flag On that second point: Samsung has announced an agreement with the insurer HSB to give discounts on home insurance in exchange for connecting home appliances to SmartThings. That is, saving some money in exchange for handing over your behavioral data. As what we already saw with health insurance and wearables. It’s a double-edged sword: if your behavior reduces your premium, it can also increase it. Or directly invalidate coverage. The bet. If it works, Apple will speed up with Home (previously HomeKit), Google will push with its Nest and Amazon will double down with Alexa+ and Ring. The battle is no longer for the best language model. It’s because more devices in more homes capturing more data. Samsung has been losing ground in mobile phones for years fruit of Apple’s clamp in premium and Chinese manufacturers in price. Also against LG in some appliances not to mention Chinese baking for the home. But in the sum of connected devices per home, it does not have so many rivals. That is its trump card: converting the fragmentation of its catalog into the advantage of its ecosystem. The question is whether consumers will give up control of their home in exchange for convenience. The answer determines whether Samsung ends up being the silent winner of the AI ​​era or simply the maker of gadgets that run other people’s intelligence. In Xataka | I would never have imagined answering a call from the washing machine. Until I tried the latest from Samsung Featured image | Screens even in washing machines and appliances that talk to each other: this is how Samsung imagines the future of the connected home

the first large pure hydrogen turbine to fight renewable waste

Talking about renewable energies is talking about China. Although they continue to burn coal and gas and want to become an oil power, the country is positioning itself as the major player in renewables. Also of the ‘megastructures’. And, combining both, we have Jupiter I. It is the first 30 MW class turbine in the world that works with pure hydrogen, it has just been launched. light and they aspire for it to be the solution to one of the biggest renewable energy problems. Take advantage of surplus energy. Jupiter I. Like practically everything that has to do with energy and China, the numbers of this plant are, to say the least, striking. Now we will get into the fact that it is the first 30 MW class turbine that runs on pure hydrogen. There are others in the world that operate in pilot mode on a scale of 5 or 10 MW, but they are natural gas turbines that have been converted. Jupiter I has been designed from the ground up as a pure hydrogen machine that, in combined cycle mode, can generate 48 MWh. It is estimated that it is enough to satisfy the daily demand of more than 5,500 homes. Those responsible for the turbine they claim that the machine “can use more than 30,000 m³ of hydrogen per hour, which calculated annually is the equivalent of 500 million kWh.” In perspectiveit’s like filling the gigantic Hindenburg airship 25 times every hour. And the key to this is that it is electricity stored in the form of hydrogen pure hydrogen. Although it has not fully caught on in sectors such as utility vehicles, hydrogen has the potential to be one of the fuels that helps achieve decarbonization objectives. It all depends on its color: green is achieved through renewable energy and black through burning coal, for example. Turbines are classified according to the type of fuel they burn and the percentage of hydrogen in the mixture. There are those that use only up to 20% H2, others that use 50% H2 and those that use pure hydrogen, which operate entirely with this fuel. They are usually pilot or demonstration units, but Jupiter 1 is the first of its kind in which all its systems (combustion chamber, injection and flame control) are optimized for that fuel. Megaplant. The turbine is not isolated. It is located in Ordos, Inner Mongolia, and is part of a larger system. It is inside a 500 MW wind farm. It is not an astronomical figure considering what we are used to, but it is important to remember that not all the energy produced by renewables is stored correctly. Much of it is wasted, either because there are not enough batteries, or because it is not consumed when needed or because it is stored and lost. How it works. That’s where Jupiter I comes into play. The system works through a kind of closed cycle of electricity – hydrogen – electricity. When wind turbines generate more energy than the grid can consume and it is not going to be stored in batteries, turbines like this one can use that excess to produce green hydrogen. Once produced, it is stored in tanks, and at the Ordos plant there are a dozen of 1,875 m3 each. If the grid is stable and can operate well with renewables, that hydrogen is stored there, but in times of greater demand or when renewables cannot satisfy it, that stored green hydrogen comes into play to produce emissions-free and immediately accessible electricity. Fighting deserts. Placing a hydrogen turbine right in a renewable plant solves the challenge of wasting electricity, but also that of transporting hydrogen, which we have already seen is complicated. Precisely, that is where those responsible say that the technology has great potential. It is in the deserts where China has found an oasis of renewable energy, and having turbines of this style can further enhance those megascale energy projects – greater than 1 GW – that China is deploying. Now we have to see if it fulfills what it promises, since it is the first of a pilot project, but according to warned by the China National Energy Administration in June this year, it will not be the last. Image | FreePik and Pexels In Xataka | We have known for years that the future of wind power was in the sea and yet only one country has believed it: China

diesel lives, the fight continues

Diesel, 204 HP and ECO sticker. Aberration for some. Heavenly music for others. Audi maintains in its range one of those cars that is a safe bet for fans of the brand. But, above all, for those who travel long and hard on the road, those who want a car with comfortable and safe reactions and, incidentally, get an ECO label that gives it certain advantages when entering big cities. He Audi Q5 It is the reminder that there are not many of them anymore but yes, diesel is still a good alternative for a very specific driver profile. The company has also renewed one of its best-selling SUVs with a technological arsenal that may include a screen for the co-pilot. Audi Q5 technical sheet Audi Q5 TDI quattro 150 kW (204 HP) BODY TYPE. five-seater SUV MEASUREMENTS AND WEIGHT. 4.86 meters long, 1.89 meters wide, 1.66 meters high. Wheelbase of 2.82 meters. 1,910 kg weight. TRUNK. 520 liters MAXIMUM POWER. 204 hp WLTP CONSUMPTION. 5.9 l/100 km ENVIRONMENTAL DISTINCTIVE. ECHO DRIVING AIDS (ADAS). Automatic emergency braking, intelligent speed limit information, parking assistance, driver fatigue monitoring, parking assistance and lane departure and lane keeping warning. OTHERS. Operating system built on Android Automotive. Android Auto and Apple CarPlay, via Bluetooth. Two USB C ports for the front and rear seats. Wireless charging for mobile phone. ELECTRIC HYBRID. Yes, MHEV versions with 48v battery. Plug-in HYBRID. Yes, 220 kW (299 HP) version with 98 kilometers of electric range. electric No. price and launch Now available from 66,600 euros. Tested unit 76,300 euros. Diesel, why not? Only 5.6% of all cars bought in Spain They have been diesel between January and October 2026. The image is radically different from that of a few years. In 2010more than 70% of the cars purchased in Spain used this mechanism. It didn’t matter if the car was going to be used on long stretches on the highway or in an urban environment and its ring roads. Over the years, European regulations have put a stop to this fuel, less expensive than gasoline under similar conditions and cleaner if we talk about CO2 emissions but much more polluting if we focus on NOx emissions or in fine particles. This has led us to AdBluethe particle filters and their painful breakdowns. A technology that discourages short, repetitive journeys in which the engine does not reach the optimal temperature to burn polluting particles, forcing forced regeneration which, when not completed, ends up leading to breakdowns. But like everything in this life, not everything is black or white. Firstly, because there are those who not only still like the diesel formula, they also still like it for maintaining that push from very low down. And second because this 204 HP Audi Q5 TDI does not add up in the category of diesel car. The company has here a mild hybrid which accesses the ECO sticker, a purchase value that is almost essential in a car worth more than 60,000 euros. That ECO sticker is achieved by a soft hybridization system that continues to impact less on consumption and emissions than a “Toyota-style” electric hybrid but it is more capable than most alternatives on the market. And the electrical system, which consists of a 1.7 kWh capacity battery and a 24 HP motor, allows the car to move by itself and not only support the combustion engine. It does this for a few meters or during parking maneuvers and is especially comfortable in the latter case when the engine is turned off and parking becomes more pleasant. It can also turn off the combustion engine while it is running when the foot is lifted from the accelerator to drive at full speed and save a few tenths in final consumption. This is where the Audi Q5 shines the most. On the open road is where it achieves its best results because its dynamics have everything we can expect from the brand: a comfortable car, with direct steering and very noble reactions. Especially with the pneumatic suspension that we have tested, which slightly reduces the height with the sport mode activated, improving the possible roll of the body that becomes almost non-existent unless we intend to go faster than we have to on a secondary road. It is also its best side because that is where the combustion engine becomes less present. And at low speeds or when we put pressure on the accelerator pedal to get out of trouble, the combustion engine can be heard and felt. This diesel is less refined than, for example, the six-cylinder inline of the Mazda CX-60which is a delight. We are not talking about a car that feels noisy, but its presence is noticeable during acceleration or in the city where the lowest speeds do not cover the sound of the engine. They are details that leave us wanting more. The same thing happens inside with some lights and shadows although it is the first that shines above the second. And the fit of all the interior materials is good. Soft materials are used in most places where our hands reach, but as we go down to the ground, hard plastics are more present, which reduces the sensation. premium that we should have in a car that starts at over 60,000 euros. Added to this is the absence of physical controls for the air conditioning and the replacement of controls that were once made of aluminum with plastic parts finished in piano black that are difficult to keep clean. Layout of applications on the central screen Beyond the ergonomics of having direct access to raise or lower the temperature or select the lights (which are located in the door collected in a single piece of plastic), these are decisions that lower the perception of the general quality of a vehicle and that, without you knowing very well why, do not generate the good harmony of a few years ago. Of course, Audi is not … Read more

The two largest travel agencies in Spain fight to sell trips to Disney. This is the business of children’s dreams

Ávoris has lost the exclusivity it maintained in Spain to market trips to the Disney parks. El Corte Inglés Travel obtained authorization in May to distribute these packages through its Smytravel platform, breaking a monopoly that allowed its great rival to consolidate its leadership in the ranking of Spanish travel agencies. Now both giants compete directly for the same pie: the 500 independent agencies integrated into Traveltool and the thousands of Spanish families who ask about the price of a trip to Disney every year. Why is it important. Disney is not just another product: it is the star product of family tourism in Spain (and increasingly even for adults without children). Its parks received 142 million visitors in 2024, almost doubling its closest competitor, and Disneyland Paris is the loose leader. This trip is sold almost exclusively through physical agencies, generates high margins and attracts families who are especially willing to spend a lot of money to make their children’s dreams come true. Whoever controls Disney controls a substantial part of the family travel business. The background. The exclusivity of Ávoris has never pleased its competitors: For years, agencies that wanted to sell Disney had to resort to the group’s tour operators: LePlan and Touring Club. That made Ávoris the inevitable intermediary of a business with guaranteed demand. This privileged situation used to generate recurring complaints in the sector for what they considered unjustified favorable treatment. Yes, but. Ávoris has not sat idly by. It has launched improvements to the LePlan and Touring Club platforms with a new centralized page that offers training, inspirational content and tools to design personalized Disney experiences. The answer comes weeks after Tourmundial (the brand of El Corte Inglés) announce combined packages to Disneyland Paris with accommodation, transportation, tickets and complementary services. Between the lines. This trade war points to something deeper in Spanish society: the touristification of childhood. Going to Disney has become an almost obligatory milestone, a natural extension of the first communion as a rite of passage and as an experience that “must be lived.” Not taking your children to see Mickey and company can generate a feeling of social exclusion, as if the experience were an essential requirement for a complete childhood. So agencies don’t just sell trips, they sell the feeling of tranquility from meeting social expectations and the fulfillment of the child. In Xataka | The incredible story of the couple who lived at Disneyland for 15 years without the visitors realizing it Featured image | Capricorn song

The border between Morocco and Algeria was closed in 1994. 30 years later, the fight threatens to claim its most unexpected piece: the date

A strong, dry, accurate blow is enough. Only one, in the center of the chest. When this happens, the diaphragm contracts violently and the body exhales all the air it has inside: the person is temporarily unable to inhale. That is exactly what happened to the international date market on October 10, 2025: it was left breathless. And the reason was a misunderstanding. That and a very long diplomatic conflict that always ends up affecting Spain. What has happened? October 10. The advice of GIDattes (the Tunisian interprofessional date group) published a statement in which the start of exports was announced of dates. Business as usual, really. But they added a clarification that set off all the alarms: “to all markets except the Moroccan one.” In a matter of hours, everyone interpreted that Tunisia was vetoing the export of these fruits to the west. October 13 and 14. Given the widespread noise and uncertainty in the sector, the GIDattes He clarified that there was no type of exclusion. Simply put, as it is the main export market, These required a special calendar that would be approved on October 20. October 19, 20 and 21. But it was too late, the Moroccan employers’ associations and producer groups had smelled blood. For the first time in years, there was a 20% chance (19.7% in 2024) of the dates consumed by the country would disappear from the equation: the profits for local producers would be enormous. October 21. After the meeting on the 20th, the Tunisian press reported that there would indeed be exports to Morocco at the end of October: “like every year“. What does Algeria have to do with all this? Moroccan farmers have gone directly to where it hurts most: they have accused Tunisian dates of be Algerian. It is, moreover, a classic accusation of the Moroccan countryside. Something that no one can completely rule out (due to the traditional traceability deficits of the Maghreb), but that no one really takes seriously. Although it is not going through its best moment, Tunisia is a giant in the world of dates. He doesn’t need Algeria at all. But Algeria is a sensitive issue in the western end of North Africa. A little context. The historical enmity between Morocco and Algeria can be traced back to the very independence of these territories: border disputes ended up leading to the War of the Sands of 1963 and, above all, in the Algerian support for the Polisario Front in Western Sahara. In 94, an attack in Marrakech (in which two Spaniards died) caused a diplomatic conflict that closed the enormous land border between both countries. They have not been reopened and, in fact, in 2021, diplomatic and commercial relations they are broken. Suffice it to say that, if the accusations of the Moroccan producers are confirmed, the Tunisian date would disappear from the markets of the Alawite state. Why is all this so important? This has had an impact on the international date market because, although Tunisia is in the doldrums (and Saudi Arabia has overtaken it in recent years) it is still the second country in date exports. A decision such as that of vetoing the largest importer of dates in the world, Morocco, would have caused a violent restructuring of commercial networks around the globe. To all this we must add a key fact: the third country in date exports, Israel. Today (with or without a peace agreement) no one knows exactly what will happen to the tens of thousands of tons that the Hebrew country puts on the market each year. And that, logically, generates even more uncertainty. The important thing is in the details. In dates, for example. In recent days Steve Witkof and Jared Kushner (Trump’s special envoys) revealed that they were working to reach an agreement between Morocco and Algeria that would solve the Sahara issue. It is quite possible: the US president’s obsession with ‘ending all the world’s wars’ may have put a conflict like this in the spotlight. One, furthermore, that involves a traditional ally of Washington. However, dates show us that everything is more complicated than it seems. Is the delicate balance of the Mediterranean about to be blown up? We will see it in the coming months. Image | In Xataka | Morocco holds a new record: being the African country with the highest growth of millionaires in the last decade

The fight between Ouigo and Renfe goes far beyond the price war. The last battlefield: the workshops

Beyond the corridors and the prices proposed by the different companies, the battle between Ouigo and Renfe seems to have no limits. Competitors in Spanish high speed are intensifying their crashes. The last: the use of workshops. But the last crash is by no means the only one. The workshops. The information is brought Chain Being. The media outlet claims to have had access to internal documents in which Renfe accuses Ouigo of carrying out maintenance operations that exceed the marked limits. From Chain Being They point out that Renfe understands that Ouigo is carrying out work that is not permitted in space. The Spanish company understands that the type of repairs carried out there are contrary to the signed agreements and current regulations. It must be taken into account that, for its maintenance operations, Ouigo uses Renfe workshops under a rental contract. However, the contract does not allow any type of activity to be carried out there. Heavy or light. That is, according to the media, the key. Renfe understands that Ouigo is carrying out heavy maintenance work at its facilities, which is not supposed to be allowed. According to the Railway Sector Law, Renfe is obliged to allow access to its facilities (even if it charges for it) so that other companies can carry out light maintenance such as cleaning the vehicles or minor repairs. Renfe assures that the Alstom-Ateinsa workers, whom Ouigo hires to carry out this maintenance, are carrying out heavy maintenance tasks such as replacing parts, fixing breakdowns or changing wiring, always depending on the medium. This contravenes the signed agreements since Renfe would not be obliged to provide said service in its facilities. But, yes, the problem is that the regulations do not clearly specify what is or is not “heavy maintenance.” The problem is that everything is a gray area. The Directive 2012/34/EU on the single railway space, all non-routine activities are classified as heavy maintenance. However the standard EN 15380-4:2021 understands that heavy maintenance will only be understood if parts of the train have to be dismantled. Viability. In Xataka We have contacted both companies but, so far, we have not received a response. What they point out in the radio is that Ouigo assures that denying them access to the workshops would imply that they would not be able to provide the service adequately and, therefore, their two-year viability plan would be at risk. Ouigo points out that they are only doing work on “greasing and controlling levels, leaks and temperatures in the pit”, in words that would be included in the documents. For Renfe this exceeds light maintenance but Ouigo defends that they are within the regulations. The alternative presented by Renfe, according to the documentation, is that Ouigo carries out these actions in its workshops but pays for them accordingly, hiring auxiliary services to be able to carry them out. Beyond the tracks. What is at stake between Ouigo and Renfe goes beyond the typical price war that we see on the roads and corridors. Both companies have clashed over the prices offered by each other but also over the access that Renfe has to the most central stationslike that of Atocha. And not only in Spain. Renfe has tried to return the move in France but has been complaining for some time that there land they are putting all possible suits on the wheels to prevent them from competing on French soil. On this occasion, the problem would lie in Renfe’s technical compliance to be able to operate on French roads. Photo | Ouigo and Renfe In Xataka | In the 19th century, Spain made the strange decision to build its roads in Iberian gauge. Now they are going to be a gift for Renfe in Galicia

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