history

2025 has been the year with the most sanctions in the history of the DGT

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The DGT has closed 2025 with a record number in Spain. According to official data from the General Statistical Yearbook 2025the number of complaints made has reached 6,106,354 sanctions. To put the figure in context, it is the highest obtained since records began. There is an upward trend that we have been experiencing for years, largely thanks to a greater dependence on surveillance technologies on our roads. Below these lines we tell you the details. Record numbers. For the first time since the historical series began in 1961, the volume of fines has broken the six million barrier. To put it in perspective, in just three years we have gone from exceeding five million in 2022 to this new ceiling in 2025. This is equivalent to an average of 16,730 daily fines, 12 penalties per minute or, if we continue with the calculations, one every 5.2 seconds. The Autonomous Communities that receive the most fines. The map of fines in Spain shows a clear geographical concentration. Andalusia leads the national ranking with 1,526,897 complaints, followed by the Comunitat Valenciana with 939,573 and the Community of Madrid with 721,465. On the opposite side, provinces such as Ourense with 40,904 or Palencia with 42,248 register the lowest volumes. The main reason for these figures continues to be excessive speed, responsible for two out of every three violations. Just like account the COPE, the cinemometer of the M-40 in Madrid, which is one of the most active radars in the entire countryaccumulated more than 150,000 complaints last year. The technological factor. The key to keeping the numbers rising is, of course, the modernization of surveillance equipment. According to point In the meantime, the DGT has invested more than one million euros in state-of-the-art mobile radars and “semi-mobile” trailer-type devices that operate automatically. This infrastructure is also supported by the Aerial Media Unit, whose helicopters and drones process approximately 25,000 violations annually, according to they explain from La Razón. Traffic defends that this deployment has been essential to reduce road mortality compared to past decades. Between the lines. This increase in fines is the result of a determined commitment to automation. From the Pyramid Consulting firm they point out that the direct connection of the devices with the León Automated Complaints Handling Center has boosted the capacity to process these fines. From the Unified Association of Civil Guards (AUGC), they denounce that this modernization coincides with a period of “serious personnel shortages and insufficient planning,” estimating that there are 1,000 fewer personnel than a decade ago. And now what. It does not seem that the strategy for the immediate future will change in any way. With a collection that exceeded 540 million euros in 2025, the DGT continues with the installation of more than a hundred new speed control points. On the other hand, driver defense platforms such as Dvuelta they question if this model has a true deterrent character. Cover image | DGT In Xataka | If you find a Cybertruck parked on a Spanish road, it is probably not a Cybertruck: it is a radar

making history. Orion has landed after a mission that we have not seen since Apollo

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Artemis II already had a place in history assured before it even hit the water, but its closure gives the mission a different dimension. Orion has splashed down off the coast of San Diego (United States) and with this has culminated a ten-day trip that has returned astronauts to the vicinity of the Moon for the first time since 1972. What we have seen has not only been a round trip flight around our satellite, but also the validation in real conditions of a ship, a crew and a roadmap with which NASA and its international partners want to go further than ever. The key moment has arrived at 8:07 p.m. EDT on April 10, equivalent to 2:07 a.m. on April 11 in Spanish peninsular time. With this splashdown, Orion’s flight sequence is closed and a less visible, but equally measured phase begins: recovery in the ocean. We are not just talking about a capsule touching the water, but about the point at which a maneuver calculated to the minute gives way to helicopters, military means, medical checks and transfer of the crew out of the vehicle. Artemis II has made history: the most difficult return culminates over the Pacific The most delicate part was not the lunar flyby, but the return home. To return safely, Orion had to enter the atmosphere under the right conditions, with heat shield exposed after separating from the service module and prepared to withstand extreme conditions: intense friction, plasma around the capsule and a communications outage expected for six minutes. NASA had further explained that, in a nominal profile, the crew could withstand up to 3.9 G. Everything in this phase depended on physics, engineering and timing being exactly where they needed to be. The US space agency communicated this sequence in EDT time, but to better follow the outcome from Spain it is advisable to transfer it to peninsular time, where everything happened already in the early morning of April 11. 01:33: service module separation and heat shield exposure (completed) 01:37: final adjustment of entry path (completed) 01:53: start of upper atmosphere re-entry and start of communications blackout (completed) 02:03: opening of drogue parachutes at high altitude (filled) 02:04: deployment of three main parachutes to reduce descent speed (completed) 02:07: Orion splashdown off San Diego (completed) Before 04:07: crew recovery and transfer to support ship (earring) As we say, from this moment on the recovery device that NASA has deployed together with US military personnel off the coast of California comes into play. According to the sequence planned by the agency, the crew must be extracted from the capsule and transferred by helicopter to the USS John P. Murtha, where the first medical evaluations after ten days of mission. If we look at the mission as a whole, Artemis II leaves several well-defined milestones. It was the first manned flight beyond Earth’s orbit since 1972, it completed a lunar flyby without landing on the moon and established a new distance record for humans by exceeding 400,000 kilometers from Earth, above the Apollo 13 mark. In between so much hard data, Artemis II has also left small scenes capable of becoming fixed in the collective memory. There are the images of the hidden side of the Moon taken by the crewcaptures of a solar eclipse or video calls from deep space. And then there is the most unexpected detail of all, the one that gave the mission a touch of color in the middle of the institutional solemnity: a jar of Nutella appearing floating in the ship during one of the broadcasts. What comes next helps you better measure what you just finished. NASA now faces a demanding calendar phase for the next stages of the Artemis program, with a new mission already in preparation and with the focus on the operations that must support a future lunar landing. The next test will seek to advance that architecture with new maneuvers and tests before taking the next leap. When the images of the landing, the parachutes and the recovery in the Pacific pass, what will remain will be something much more profound than a postcard of the return. Artemis II will have shown that it is possible send astronauts back to the lunar environmentbring them back and successfully complete the most demanding part of the flight. Images | POT In Xataka | We knew there was water on the Moon, but not why some craters were empty. Finally we have the answer

In 1945 someone bottled 75 centiliters of wine in Burgundy. And now that wine is the most expensive in history: 700,000 euros

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With 812,500 dollars in your pocket (almost 700,000 euros, at the exchange rate) you can buy a good house in a wealthy neighborhood, embark on a business adventure or simply face life with much more peace of mind, at least on a financial level. In New York there are those who have decided to use that amount of money on something very different: buy a bottle of wine most expensive ever sold at auction, a very exclusive burgundy made from a 1945 vintage that has shattered the previous record, which It dated from 2018. This is still ironic if you take into account that the wine industry (at a general level and in France in particular) does not go through his best moment. An $812,500 wine? That’s how it is. The milestone was reached a few days ago, during an auction held in New York. Of course neither the wine nor the date were normal. The sale was closed during bidding Acker’s Pauléeone of the reference events for wine collectors in the world and (especially) lovers of wines from the Burgundy region, France. Those responsible they boast that in just three days sales of 25 million dollars were made and a good handful of records were achieved. Among all of them, however, there is one that arouses interest beyond the world of viticulture: the bottle for which the most money has been paid in a bid. And what is it like? Special, of course. The piece in question is a 750-milliliter bottle of Romanée-Conti 1945. Said like that, it may not seem like a big deal, but there are several reasons why this wine is so attractive to wine lovers. To begin with, its history. The broth in question was made with grapes collected in 1945 in Romanée-Contiwhich is interesting in itself. Not only because of the symbolic value of that date (the end of World War II). It was also the last harvest before the winery decided to uproot its vineyards to replant them, strengthening them against phylloxeraa plague that dealt a severe blow to the European wine industry, especially in the 19th century. This peculiarity made the 1945 vintage an object of desire for collectors around the world. Not only was it good for Burgundy itself, but it marked a before and after in Romanée-Conti’s production. To make matters worse, there are very few bottles of that vintage. Only 600 were produced. If we trust the most trained palates, the wine obtained at that time also offers a “depth and complexity” difficult to find in other broths. Is it so extraordinary? John Kapon, president of Acker, gives an idea how extraordinary it is to have a bottle like that. “I have had the privilege of tasting the 1945 Romanée-Conti three times in my life, but I have not tried it again in more than 20 years and probably never will again.” “To this day it is still the best wine I have ever tasted. The 1945 vintage was the last harvested before the vineyard was replanted in 1947. As a result of the fight against phylloxera, for many years production was reduced to only 10%. What was made was almost impossible to acquire.” Does it stand out for something else? Yes. Acker stands out that the bottle that has just been auctioned for almost 700,000 euros was part of the personal cellar of Robert Drouhinthe late patriarch of the Drouhin and a reference in the world of wines and more specifically Burgundy. It is not a minor detail because it affects the history (and especially the traceability) of the bottle, giving it even more value. Is it just wine? No. It is also a magnet for investors. Proof that the Romanée-Conti 1945 is exceptional is that the record has been ‘taken from itself’. Right now the Guinness World Records identifies as “the most expensive wine sold at auction” a bottle of that same vintage that reached $558,000 during an auction organized by Sthevby’s in New York in 2018. That its price has gone from $558,000 to $812,500 in less than a decade shows that, in addition to a wine with oenological and historical value, French bottles are an interesting asset from an investment point of view. The Telegraph assures In any case, the (secret) buyer is a citizen from outside France who was moved by his love for vines, not by dollars. A great irony. That a bottle of wine sells for almost 700,000 euros is striking in itself, but it is even more so when we remember that the operation catches the sector at low times. Not that of luxury, but that of wine. For some time now, the indicators used by the industry have pointed to an undeniable and prolonged decrease in consumption or at least a stagnationin the best of cases. His future is not too rosy either. a report The recent European Union (EU) report on agriculture anticipates that demand will fall by 0.9% annually until 2035, leaving per capita consumption at approximately 19.3 liters, significantly lower than the figure recorded at the beginning of the last decade. Images | Acker Wines and EU Via | DAP In Xataka | Europe had placed its hopes in China to continue selling wine to the world. They didn’t have “morality”

‘Avatar’ is one of the most profitable films in history. And yet Disney is considering killing the saga

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James Cameron’s trilogy has generated 6.7 billion dollars at the box office. Despite this, the future of the two remaining sequels is up in the air, Disney is considering making the following films cheaper, and the theme park attraction that was announced with all honors a few months ago may never be built. The numbers. The figures for ‘Avatar: Fire and Ash’, the third installment of the franchise, are objectively colossal: 404 million grosses in the domestic market, 1,085 million in the rest of the world, third highest-grossing title of 2025. A success for any current Hollywood franchise, but at this point we are all clear that James Cameron’s saga is not a typical product. The low. The first way of reduce enthusiasm is by comparing the collection with its precedents. The first installment, from 2009, is still the highest grossing film in history, with 2,920 million dollars. The second, ‘The Sense of Water’, is the third with 2,340 million. Compared to those figures, ‘Fire and Ashes’ is no less than a billion short. It remains a good business (350 million, plus 150 in marketing), but It’s not even the highest-grossing movie of 2025since it was beaten by ‘Zootopia 2’, also from Disney, and by ‘Ne Zha 2‘. The Wrap has made an in-depth analysis of the topic and highlights the opinion of Paul Dergarabedian, head of market trends at Comscore. The analyst states that “‘Fire and Ashes’ grossed half that of the first film. And the ticket prices in 2009 were not those of 2025.” In March, during the Saturn Awards, Cameron collected trophies for Best Director, Best Screenplay and Best Science Fiction Film for the third ‘Avatar’ and recognized that “To be perfectly clear, we have not even made a decision to move forward at this time.” Short and cheap. The Wrap is also the medium that I spoke with insiders from Disney who confirm that internal conversations are being held to make the next deliveries “shorter and cheaper.” The release dates of the fourth and fifth films (December 2029 and December 2031), and the answer to how to reduce costs without extirpating the identity of ‘Avatar’ is not easy to elucidate. Why are they so expensive? Some details of the process that illustrate why “cheaper” can be a complication: for example, the production involves at least two complete shoots: one motion capture with actors and another, mostly digital, to define the staging, the camera movements and all the elements of the computer-generated universe. According to Cameron acknowledged.making the fourth and fifth deliveries together (as he did with the second and third) would mean an investment of around 800 million without changes in the method. More expenses: Costume designer Deborah Scott, Oscar-nominated for her work on the third installment, illustrates the scale of the problem. Each suit is designed, manufactured in the physical world, and then digitally “translated” with the help of animators and technicians. This process is multiplied in each film by hundreds of characters, creatures and environments. Cameron has publicly committed to do not use AI and always support the human work behind the film, which also prevents lowering prices in this way. What has gone wrong? Why hasn’t the third ‘Avatar’ reached the 2 billion of the previous installments? Cameron’s team affirms, according to the same medium, that Disney launched the film in a very similar way to ‘The Sense of Water’, three years earlier, but with more margin: there was more time between the trailers and the premiere, which allowed some expectation to be generated. Added to this are commercial obstacles such as the fact that it is the longest film in the saga (197 minutes) and that there has been a certain lack of merchandising and other parallel actions. It all adds up to making it a film that could have performed better. California über alles. The uncertainty extends beyond the movies: Disney had announced the construction of an ‘Avatar’ themed area at Disney California Adventure, designed to complement the popular Pandora land that has existed since 2017 in Animal Kingdom (Florida). Construction was scheduled to begin in 2026 but the scheduled closure of the ‘Monsters Inc. Mike & Sulley to the Rescue’ attraction, necessary to begin work, has been postponed until 2027. One year late, for now. Disney parks expert Jim Shull told The Wrap that the franchise “as a cultural force is exhausted. No one is demanding to see more. If ‘Avatar 3’ had been a massive hit and people were clamoring for the fourth and fifth installments, that would change the equation. But there’s not much demand.” And he proposes a much more obvious alternative: expanding the ‘Zootopia’ areas, in line with the success of the ‘Zootopia: Hot Pursuit’ attraction at Shanghai Disneyland. In addition, there are logistical issues: the ‘Avatar’ water attraction required a complicated and expensive water treatment plant of its own. In Xataka | China saves ‘Avatar 3’: a good part of its billion in revenue comes from the only market that still goes to the movies

The largest naval project in German history since World War II is turning out to be a crazy disaster

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In Europe, large military programs often take more than a decade to be completed and, in many cases, end up costing several times more than initially anticipated. It is not uncommon for complex projects to accumulate thousands of technical requirements and go through multiple reviews before reaching production. In this context, some plans are born as emblems of modernization… and end up becoming examples of how difficult it is to bring them to fruition. From something historic to something unsustainable. He program F126 was born as the great symbol of German rearmament and largest naval project of the country since the Second World War, but over time it has become quite the opposite: an example of how an ambitious plan can derail to the point of collapse. Conceived as a latest generation frigateflexible and prepared for decades of service, the project has not only accumulated delays and cost overrunsbut has called into question Germany’s ability to execute large military programs at a time when it aspires to lead European defense. Technical errors and chaos. He told in an extensive report the financial times that the origin of the problem seems as modern as it is devastating: a failed bet on a new software design that was not ready for a project of this scale. What should have been an advanced tool ended up generating cascading errors, from cables incorrectly located on the plans to steel parts manufactured with incorrect shapes, forcing manual corrections and slowing down the entire production. The result was a system that was moving at just a fraction of its planned pace, with delays that pushed the initial delivery several years later than planned. A culture shock. It turns out that the problem was not just technical. Apparently, the media reported that the project was trapped in a deep shock between the Dutch shipyard’s way of working and the German contracting system, known for its extreme rigidity. Thousands of specifications detailed even the smallest elements, while approval processes were they dragged on for months within a complex bureaucracy that required paper documentation and rejected even plans in English. This combination made collaboration a slow, frustrating, and, in many cases, unproductive process. Skyrocketing costs and limit decisions. As the problems piled up, so did made the invoice: The project, initially valued in the billions, began to go off track with significant cost overruns and structural delays. As it is, Germany now faces critical decisions ranging from replacing the main contractor to accepting billions already invested. as irrecoverable losses. At the same time, faster but less ambitious alternative solutions are being studied, reflecting the extent to which the original project has lost credibility. Notice to sailors of rearmament. If you like, the case of the F126 goes beyond a simple industrial failure: it reveals the limits of European military cooperation even among closely integrated countries and raises questions about the continent’s ability to implement complex joint programs. In a context of increasing of defense spending and increasing strategic pressure, the project has become a clear warning: It is not enough to invest more, you also have to know how to manage better. Because otherwise, even the most important projects can end up being, as in this case, a costly and lengthy example of what not to do. Image | Give me In Xataka | Germany is experiencing a new “industrial miracle” that it already experienced 90 years ago: that of weapons In Xataka | Germany was a sleeping military giant: now it has been awakened and it is already surpassing the US in bullets produced per year

the one who has turned war into the most useless war in history

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In modern conflicts, the cost of operating an advanced air force can easily exceed the hundreds of millions daily, especially when they intervene clatest generation acesin-flight refueling and precision guided munition. Added to this is that some key systems, as strategic radars or early warning aircraft, require years to manufacture and they have no substitutes immediate. In this context, there are wars in which attrition is not measured only in territory, but in how much time can be held that rhythm before the accounts stop adding up. In Iran, for example, they had been shot. A show of force. The United States’ Operation Epic Fury on Iran began with the idea of ​​a rapid and controlled campaign, but very soon it revealed his true face after episodes such as the last downing of the F-15E and the complex rescue operation that has followed him, where the United States has had to deploy multiple media and take additional losses even destroying their own equipment to avoid capture. These types of incidents have shown from the beginning that the conflict was far from being surgical and that the level of operational risk was much older than expected. As the days progressed, the narrative of technological superiority began to take hold.face reality of a saturated, chaotic and increasingly expensive environment to sustain. Military wear. The accumulated figures show a significant wear on key platforms, from fighters like the F-15E or the A-10 to critical assets such as early warning aircraft and tankers, in addition to dozens of downed drones. Especially worrying for Americans has been the impact in support systems such as advanced radars or command infrastructures, the loss of which not only has a high economic cost, but also weakens operational capacity future in other strategic scenarios. Plus: added to this are errors such as friendly fire episodes and the vulnerability of apparently secure bases, which reinforces the idea that the campaign not only consumes resources, but also erodes capabilities that are difficult to replace. The number that explains everything. However, the real turning point is not only on the battlefield, but in the accounts: the war has reached a spending rate close to the 1 billion dollars a day only in air operations, a nonsense that shoots the total cost above of the 280,000 million in just 40 days. Add to this tens of billions in ammunition, damage to bases, loss of aircraft and a devastating impact in energy infrastructure key to the Gulf, the same ones that have paralyzed part of global supply and raised the bill even more. The result is an extraordinarily expensive and useless war, possibly the most economically, because in a few weeks a level of expenditure and destruction has been reached that in other conflicts took years, and that is unprecedented. Not only that. A war that, despite all this deployment, has not achieved any of your strategic objectivesbecoming an extreme example of imbalance between investment and results. Overflowing the military field. The impact is not limited to the military: attacks on refineriesgas plants, export terminals and industrial centers have turned the conflict into a regional economic crisis with global effectsfrom energy to inflation. The closure of the Strait of Hormuz has amplified the damageaffecting a substantial part of the world’s oil and gas supply, while sectors such as aluminum, logistics and transportation have suffered multi-million dollar losses. In parallel, the need to repair critical infrastructure and replace scarce equipment adds additional pressure that extends the cost far beyond the conflict itself. The ceasefire: more economics than strategy. In this context, the ultimatum issued by Trump ensuring that he was going to end an entire civilization and his rear reverse A few hours before the deadline, they take on a new meaning: more than a purely strategic decision, the ceasefire seems to be understood as a response to a dynamic unbearable and unsustainable. International pressure, nervousness in the markets and fear of a total escalation coincided with a reality that is difficult to ignore: each additional day of war multiplied an already overflowing cost without bringing victory closer. Thus, the last minute break Not only has it avoided a further escalation, but it has exposed the logic that has ended up prevailing: in this war, the problem was not how to win, but how much more could one continue paying for not doing so. Image | The White House Egyosint In Xataka | Someone has analyzed the coordinates of the rescue of the pilot in Iran: not only do they not add up, they point to a very different US mission In Xataka | Iran has found a hole in Israel’s shield: turning a missile into an explosive “storm” in full descent

A rural community lived isolated in caves for 500 years in Burgos. Their DNA revealed a dark history of inbreeding and smallpox

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In the year 711, an Umayyad army crossed the Strait of Gibraltar and put an end to the Visigoth kingdom in less than a generation, starting a great upheaval in the Iberian Peninsula with many changes. Kingdoms that were born and died, power struggles and great mobility that began to shape the foundations of modern Europe. However, north of Burgos, a small group of people seemed to know absolutely nothing. Where. The rural site of Las Gobasin northern Spain, offers a vision of life far from those centers of power. One of the most outstanding medieval rock communities on the peninsula, located in the county of Treviño, near the town of Laño. Here the inhabitants dug churches, homes and graves directly into the limestone, where they began to live and die there for five centuries. And now we know that they did it with their backs to the world. How do we know? At the moment we do not have any time machine to see what happened in the past, but a scientific study revealed the secrets of this enigmatic Iberian community. Here the archaeological excavations in the cemetery They discovered the remains of 41 individuals from whom an attempt was made to extract their DNA. In this case they used all the tools available to reconstruct who they were, how they were related and what diseases they carried. What we knew is that the settlement existed from the mid-6th century to the 11th century and Las Gobas had a cemetery that was used continuously from the 7th to the 11th century. But the surprising thing is that it seemed like they were always the same people. Marry each other. The most striking finding of the study does not have to do with any virus or any fractured skull, but rather that approximately 61% of the individuals with sufficient genomic data showed signs of consanguinity, so this population was quite likely to practice inbreeding. And it was not something slight, since in some cases the researchers saw that there were marriages between siblings or even between parents and children. In this way, the only source of genetic variability that could be had in this population was only the women who arrived from abroad to marry. Although the truth is something quite scarce. There was no peace. It may be thought that isolation guarantees absolute peace in the population, but the first centuries of occupation were marked by brutality. The study of the bones in this case has found clear evidence that there was interpersonal violence, including serious bone injuries consistent with direct sword impacts. An invisible enemy. If swords weren’t enough in this case, the 10th century brought with it a lethal, microscopic threat. The metagenomic analyzes carried out have made it possible to detect pathogens and zoonotic diseases, identifying traces of smallpox. Although what is fascinating about this discovery is not only that We are facing the oldest documented evidence of smallpox in southern Europe, but where it came from. Although the south of the peninsula was a commercial hotbed dominated by the Islamic world, smallpox did not reach the south from the Gobas. But the truth is that its genetic signature is similar to the Nordic and European strains of the time. How did it arrive? That a disease from the Vikings or one that was present in Central Europe reached some isolated caves in Burgos is no coincidence. Here the researchers pointed to the nascent European pilgrimage routes, specifically to the first steps of the Camino de Santiago, as the entry route for the pathogen. And although the inhabitants of Las Gobas avoided mixing with their neighbors to the south, the incipient religious and commercial traffic from the north ended up breaking, at least on an epidemiological level, their isolation bubble. Images | Wikipedia Trevino County In Xataka | After 114 years, a scan of the Titanic shows a key fact about its crew: the bravery with which they fought until the end

The first “autonomous” car in history dates back to 1958 and had a peculiar problem: it smelled like fish

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Nowadays, and with few exceptions such as Cybertruckautomobile design is moved by very clear trends. However, in the 1950s and in the midst of the space age, the sky was the limit. Some examples are the amazing General Motors Firebird Ihe Zündapp Janus that you don’t know if it comes or goes or the refrigerator with wheels called BMW Isetta. At that time was born the Golden Sahara IIa car truly ahead of its time. It was so far ahead that it brought driving assistance and full connectivity (of what there was). It is, in short, the grandfather of today’s smart car. A crazy repair idea. If I say George Barris you may not know who I’m talking about, but if I reveal that he is the creator of the Batmobile things change. Well, back in 1953 the car designer had a car accident with his Lincoln Capri: crashed into a hay truck and as a result, the top of the vehicle was destroyed. Probably many of us would have taken the car to the workshop or scrapyard based on the mechanic’s bill, but Barris invested a whopping $5,000 and what was left of his battered Capri (which had a 200 horsepower V8 engine) was built into the Golden Sahara. Be careful, to give you an idea of ​​the inverted grassland: in the 50s the luxurious Cadillac Eldorado It cost $7,750.. Clean slate in the form of an ultra-futuristic car. Equipment from another era. At a time when FM radio was an extra, Barris himself tells its most differential design elements: hand-molded steel panels, vertical design headlights installed in fenders and bullet-type bumpers, fins integrated into the fenders, lounge-type seat with bar furniture on the sides, a removable bubble dome for the roof. Kontinent Media …and paint of with sardines The streamlined design was finished with a two-tone 24-karat gold finish (hence its name) instead of the classic chrome and a paint that shone like a diamond. Barris was looking for a finish never seen before, so he came up with a natural way to achieve a pearlescent touch before that type of paint became popular: with fish scales. As explained the designer in an interview with Jonnie King for his “Hall of Fame Legends” series: “So Shirley and I went to the fishmonger, and I remember that the fish looked very pearly. I had the fishmongers turn all the sardines so that their bellies could be seen until I found the one with the gold. We took it, removed the scales, put it in a jar, took it to the store and mixed it with a natural cellulose clearcoat and toner lacquers. Then I gave it a base of matte white and I sprayed it on top, and it turned out a spectacular pearly gold. The only problem was that it was very difficult to smell because it smelled like fish.” An even more extravagant Golden Sahara II. In 1954 the first Golden Sahara was born and from ’56 to ’58 Barris teamed up with Jim Street and Bob Metz to give it a twist until they found the Golden Sahara II. For this second generation, Goodyear added Translucent and luminous tires to replace the conventional white band tires of the time. It is just the tip of the iceberg of a car that is surprising both on the outside and (especially) on the inside. But Metz also gave it a good facelift and modified the windshield, hood and roof of the vehicle, he put quad headlights and rear fins. And it went from having a radio and steering wheel to truly futuristic technology: with panels on the upper part of the dashboard where it housed a television, tape recorder and even a refrigerator for its bar. It is said that the total cost of the Sahara exceeded $75,000 of the time. Under the hood: ahead of its time. Jim Rote’s electronics It was what made the difference compared to the cars of that era and brought it closer to ours. The steering wheel gave way to a fighter-style central joystick and implemented voice control for tasks such as opening the doors or starting the engine. Likewise, it integrated proximity sensors in two antennas on the front bumper, so that it could brake autonomously. What happened to him. In his days of wine and roses he went to fairs like the Petersen Motorama (his debut), he appeared in ‘cinderfella‘ (1960) with Jerry Lewis, Ed Winn and Judith Anderson and also in the competition ‘I’ve got a secret‘, in 1962. But in the 60s it disappeared from the front page and was relegated to ostracism for half a century, until it returned in style and restored in the Geneva Motor Show of 2019 from the hand of Goodyear. In Xataka | Make your old stickerless car a historic vehicle. A shortcut to circulate through Madrid without fines that does not always work In Xataka | The Bugatti Veyron was a unique car. And we say “was” because Bugatti has decided to betray him with nostalgia Cover | Matti Blume

a puppy from 15,800 years ago rewrites the history of domestication

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For many, the dogs they live with They are another member of the familybecause the link that is created surpasses many friends with other humans. And it is no wonder, because we have been living with them for millennia, but the exact origin of our bond in history has always been involved in a scientific debate. But this has finally been solved thanks to genetics. The study. They have been two monumental published reviews in Nature those that have hit the table thanks to the analysis of the DNA of a puppy that lived 15,800 years ago at the Pınarbaşı site, in modern-day Turkey. This discovery has not only set back the biological clock of our canine companions by at least 5,000 years, compared to previous genetic records, but demonstrate that our alliance with wolves was forged long before we invented agriculture. A puppy with honors. The discovery is undoubtedly a triumph of pelogenetics, since for years scientists depended on the shape of bones to distinguish between a wolf and a primitive dog, a method that has many errors. But now science has turned to the genetic material found inside your cells to clear up any doubt. The remains of three puppies were found at the site, but what is fascinating is not only their antiquity, but also how they lived. Here the chemical analysis that was carried out reveals that these animals had a diet surprisingly similar to that of the humans with whom they lived, including a strong base of fish. Furthermore, they were buried following human rituals, which is a posthumous treatment that demonstrates a deep emotional bond. Its expansion. But the Turkish puppy is not an isolated case, since the first study of Nature demonstrate that, by the Late Upper Paleolithic, dogs had already spread rapidly throughout western Eurasia. Here the team also analyzed remains found in Gough’s Cave, in the United Kingdom. There they identified another domesticated dog from 14,300 years ago whose jaw had perforations, again suggesting ritual practices. The most interesting thing is that, despite the enormous geographical distance that separates Turkey from England, the genomes of both animals present strong genetic similarities, confirming that they belonged to the same large population of Paleolithic dogs. Another study. In parallel, he wanted to broaden the panorama after examine the remains of 200 European dogs from more than 14,000 years ago, managing to confirm the presence of another primitive dog in Kesslerloch (Switzerland), dated at 14,200 years. This second team demonstrated that the lineages of these first Paleolithic dogs did not become extinct, but rather that their genetic signatures have survived and are present in the modern dogs that sleep on our sofas today. Before agriculture. The most classical culture told us that the domestication of animals was a by-product of the Neolithic, since here we began to settle, invented agriculture, and along the way, we domesticated animals. But this has completely changed with these studies, since the genomes analyzed confirm that these dogs descend from a lineage of ancient wolves that formed an integral alliance with strictly hunter-gatherer humans. Images | Road Ahead In Xataka | Traveling with a dog is increasingly common, so the European Commission has decided something: mandatory passport

This is how the most brutal engineering work in urban history was born

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London Underground, known in our language as the London Undergroundis one of the most famous public transportation networks in the world. With more than 543 units, 408 kilometers long and 274 stations, this precious piece of the United Kingdom capital is capable of handling up to five million passengers a day. Now, this service did not become what it is today overnight. London Underground has a fascinating history, a history that, by the way, began more than 160 years ago with a completely innovative project for the time: the construction of an underground railway. Let’s go back in time. In the 1830s, London was the largest city in the world. It was a rapidly growing global economic epicenter that needed to decongest its streetsso the idea arose that trains They will begin to move underground. The problem was that until then nothing similar had been implemented. After many years of being just a proposal on paper, a test tunnel was built in 1855 at Kibblesworth. After this step, which turned out to be a success, work began on the world’s first underground railway, a circuit between Paddington (then Bishop’s Road) and Farringdon that entered service on January 10, 1863. The locomotives ran on steam engines and the carriages were lit with gas. It was basically like putting up a traditional railway system in a closed placewhich translated into inconvenience for passengers, who often had to travel in a polluted environment with high temperatures. In any case, the metropolis continued to grow and there were more and more transportation initiatives with private investment. Therefore, in 1868 the first section of the Metropolitan District Railway was inaugurated. This was a service that ran between South Kensington and Westminster (now part of the District and Circle lines). Electricity reaches trains Both services continued to expand as tunnel construction techniques improved. On December 18, 1890, The City and South London Railway launched the first electric railway. This was a very important advance because it allowed us to solve some of the main drawbacks of the service. In 1905, electrification came to the District and Circle lines, but the London Underground network operated as separate systems. This changed after 1906, when companies began to make their way deep into the city to unify. In all this, the name ‘Underground’ did not yet exist. Artist’s representation of a platform on Baker Street London in 1906 The companies that had come together for the project proposed different names, including ‘Tube,’ ‘Electric,’ and ‘Underground,’ but the latter was the winner. In this way, in 1908 it appeared for the first time the name ‘Underground’ in the seasons, and he did it with the roundel symbol that we know today. The technological progress of the London Underground seemed unstoppable. That same year, electronic ticket-issuing machines arrived and in 1911 the first escalators were installed. In 1929, manually operated doors began to become extinct. These were updated with pneumatic systems. Until this point, the service was operated by the Underground Electric Railways Company of London (UERL). In 1933, however, underground transportation services merged with the railroads and bus services under the London Transport brand, which was overseen by the London Passenger Transport Board. That same year Harry Beck’s map appearedan element intended to guide users. The system had grown so large that some stations were just meters away, while others were kilometers away. It is a cartography that was received with skepticism, but ended up triumphing. Aldwych tube station, in 1940 For the first time, decisions about London’s public transport services were perfectly coordinated. This allowed us to improve the service and outline an ambitious improvement plan. However, the outbreak of World War II in 1939 meant that the plan could not be completed as originally envisioned. The underground transport service was converted into a huge air raid shelter between September 1940 and May 1945. Some stations were also used during the war as a warehouse to keep valuable historical items safe, for example pieces from the British Museum. After the war, in 1948, the London Passenger Transport Board acquired a public role. HE nationalized and became the London Transport Executive, years later being renamed the London Transport Board and operating under the orbit of the Ministry of Transport. The system also suffered several tragedies. In 1975 a train heading south did not stop at the final terminal and crashed at the end of the shift. 43 people died and 74 were injured. In 1987, a fire claimed 31 lives at King’s Cross station. Later, in 2005, an attack on the London transport system It caused 52 people to lose their lives. Nails contactless cards called Oyster They were implemented on the London Underground in 2003, but by 2014 you could already pay directly with contactless bank cards. By 2016, some lines provided evening service on weekends. Currently the service is run by an organization called Transport for London (TfL) which comprehensively manages the city’s state transportation strategy. Images | Joel de Vriend | Nelson Ndongala | Tomas Anton Escobar | Tom Parsons | Will H McMahan | The Graphic (Wikimedia Commons) | John Jackson In Xataka | The unfinished dream of the Roman Empire: a 125-kilometer train to link Europe and Asia over the Bosphorus In Xataka | France has been torpedoing the possibility of AVE reaching Paris for years: Renfe’s plan is now regional ones In Xataka | In 2007, Japan made a cat the station master of a dying train line. Today that line is saved

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