key

To move the cutting head of the ‘Monica’ tunnel boring machine, a 152-wheel truck was needed. It’s the key to Australia’s ‘water battery’

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Transporting a gigantic tunnel boring machine to the work point is no small feat, and Madrid has a few things to say about this. However, in Cooma, a small town in the Australian state of New South Wales, they seem to have gotten the hang of it. And the colossal piece of steel crossed its streets at a snail’s pace on a 152 wheel truck. The cargo was part of Snowy 2.0one of the largest energy storage projects in the world. What is it about?. The piece was the central block of the cutting head of the tunnel boring machine named Monica. According to Snowy Hydro, the public company behind the project, this component weighs more than 137 tons and measures seven meters wide. The head is the part that really matters in a tunnel boring machine, since it is the rotating disc that faces the rock and crushes it as it moves. Media deployment. Monica’s head is too big to transport in one piece, so it had to be divided into five parts. Still, just moving the center block required months of preparation. The entire transport reached 73 meters in length, and was moved at night facing the last stretch along the Snowy Mountains Highway, heading to the Marica site, north of Kiandra, where the machine would be assembled. A colossal engineering project. This move was just one piece of a much larger puzzle. The company indicates that in the previous weeks more than 140 large loads were delivered to Marica from the port of Port Kembla, south of Sydney. The tunnel boring machines do not arrive assembled, as they are transported in sections (head, drive system, shields, support platforms) and are assembled on site. In fact, last October, the transport of Monica’s motor system (a component about 207 tons and eight meters wide) brought more than 1,500 people to Cooma, in what Snowy Hydro called one of the largest loads ever transported by road in New South Wales. What is all this for? Snowy 2.0 is, in essence, a gigantic water battery. The project will connect the Tantangara and Talbingo reservoirs through some 27 kilometers of tunnels and an underground power station. The idea is to generate electricity by turbineing water when demand is high and, in times of surplus solar and wind energy, pump it back uphill for reuse. The company assures that it will have a capacity of 2,200 megawatts and enough stored energy to supply about three million homes for a week. Start-up. Last February, Snowy Hydro announced that Monica had been commissioned and would be responsible for excavating the section of the tunnel that crosses the Long Plain fault zone, a geologically complicated area. Designed by the German firm Herrenknecht, the machine advances at one end of the tunnel while another tunnel boring machine, Florence, does so at the opposite. The idea is that both are underground before being dismantled. For those dates the project exceeded 70% execution. Snowy 2.0 has not been without controversy with news of cost overruns and delays, and completion is now scheduled for December 2028. Images | Snowy Hydro In Xataka | Canada is going to debut the residential skyscraper with the most floors in all of North America: it has 12 sides and 351 meters high

The AVE to Extremadura has taken a key step in its connection with Madrid. It’s a small step that takes us back a decade.

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They say that things in the palace go slowly. We could say the same about high speed. Not only because “high-speed” trains are taking longer than ever, but also because the construction of each new line resembles a birth that lasts decades. For example, the AVE to Extremadura. A quarter of a century has now passed since the project was approved. 25 years. And what we continue to have are connections typical of the 70s until we enter Extremadura where, coincidentally, the pace is already accelerating past Cáceres. We don’t lie. In 1970whoever took a train to Extremadura would arrive at the current Monfragüe station in 181 minutes. Today if everything goes well it will only take 20 minutes less. More than half a century after passing times collected in this guideit still takes more than three hours to get from Madrid to Plasencia. And right now it is necessary to stop at the aforementioned station and take a bus because the train no longer goes there. At least, in Extremadura they can boast since last December of having Cáceres and Badajoz connected, now, by high speed. Since the last days of the year, it is possible to cover the journey in 50 minutes. It is the result of works that, although they have taken time, have ended up being completed. A milestone that they cannot boast of in Castilla-La Mancha. And, 25 years after beginning to study where the AVE will pass on its way to Lisbon, a new step forward has been taken. One that also takes us almost ten years back. One step forward, Toledo. One step back When it was planned that an AVE would connect Madrid with Extremadura, it was decided that the work would have two large, clearly differentiated sections. One of them would be Madrid-Oropesa, the second Talayuela-Cáceres. With its obvious delaysthat second section is close to completion and its completion past Cáceres is what has allowed the arrival of high speed in that interprovincial Extremaduran section. And, as they point out in this great review of the diary Today Despite all the dates that have occurred in this quarter of a century, the end of the project could have been very advanced if the La Mancha section had been built at the same speed. However, since 2008 the various parties involved have been discussing what to do with the passage through Toledo. Or, rather, whether or not the train should pass through Toledo. That year, with the environmental impact report of the Madrid-Oropesa section already approved, the final approval was given to the informative study that contemplated a connection with the Andalusian corridor next to the Toledo town of Pantoja. The idea was to take a branch of this line towards Extremadura and thus save costs. The works, however, were not carried out. The 2008 crisis wiped out the project and it was never launched. Without machines working, the environmental report expired and that was when the Ministry of Public Works indicated that the AVE would pass through Toledo. We are already in 2017. The Government’s proposal was that, by passing through Toledo, the line would attract a greater number of travelers since the line would connect with a city that is a World Heritage Site. Of course, this meant traveling more kilometers and increasing travel time because Toledo is located further south than the first proposal. The idea was rejected by local authorities from the first moment. And the passage through Toledo It’s delicate. The Executive’s proposal has always been to take the AVE to the current station, which is just two kilometers in a straight line from the city center. But that means building a viaduct to overcome the passage of the Tagus, which has received continued rejection from local governments and the neighborhood platforms that consider that the image of the city would be damaged. Their proposal was to build a new station in a nearby industrial estate. This is how the year 2020 was reached, with an informative study in which it was proposed to subdivide the section into four parts: Toledo, Torrijos, Talavera de la Reina and Oropesa. They also showed their rejection of this project in Torrijos, which led to more bureaucracy and carrying out a complementary study in 2022. This document was presented in 2024 and had the approval of this town the following year… but in Toledo, as we have said, they still do not view the project favorably. In order to streamline the project, finally The Ministry of Transport has finally approved a new informative study that would contemplate building two branches from the Andalusian corridor. They explain in Today that if the branch goes ahead it would have its origin in Pantoja (as planned from 2008 to 2017) and that it would allow passage in both directions with trains of Iberian width and international width. However, it would be necessary to use trains capable of making this jumpsince the rest of the route to Extremadura is built on Iberian gauge. That is, right now what is being studied is the same to the conclusion that It was arrived in 2008 and that remained on the agenda until 2017. At least, as an alternative until it is decided whether or not the AVE to Extremadura passes through Toledo. And, if it happens, where is it going to do it. Photo | Gunnar Ridderström, Jaime Lillo and Falk2 In Xataka | The theory said that the entry of the AVE into Galicia would plummet aircraft prices. Practice is something else

We have been looking to replace the key ingredient in cement for years. We have found the Holy Grail: basalt

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In the midst of the era of decarbonizationthe first thing that comes to mind when we think about ways to emit less CO₂ into the atmosphere is the transition to renewable energy or electric vehicles. However, we can often overlook something that sends as many CO₂ emissions into the atmosphere each year as all the cars in the world: the cement. This material is essential and, although We have been looking for a replacement for yearsa team from the University of California believes they have found the key to creating greener cement. A cement without limestone that relies on silicates. Portland cement. It is the basic material that ‘links’ our reality. This paste resulting from the mixture of water, sand and stones is very resistant and, as we say, although we have been looking for a substitute for some time, the truth is that we have not found the key. It is still a structural part of buildings, bridges, dams or tunnels and the problem is that the cement industry is estimated to represent around 4.4% of global greenhouse gas emissions. And one of the problems with this cement is limestone. It is a simple rock to refine, but it requires a lot of energy. It is not that limestone pollutes by itself, but because of the process that must be followed to process it and make it a good ingredient in cement. This limestone must be heated to more than 1,500 degrees Celsius to produce the calcium oxide necessary for the mixture and it is estimated that half of all CO₂ emissions linked to cement production are related solely to that process with limestone. Focus shift. With that in mind, Jeff Prancevic (a geologist at the University of California, Santa Barbara) and Cody Finke (of Brimstone Energy) set out to replace the elephant in the room. If Portland cement is the most used and the limestone refining process is what pollutes the most in the process, the rock had to be removed from the equation. The key? Find other rocks rich in calcium, but that are easier to refine. Basalt to the rescue. And in the study published in Nature They detail how basalt is that rock that meets what they are looking for. After carrying out different analyses, they came to the conclusion that, in theory, manufacturing cement from these calcium-rich silicates can require less than 60% of the energy needed by limestone, reducing CO₂ emissions by 80% in the process. In numbers. It is estimated that, in the refining of limestone, 600 kg per metric ton of cement of CO₂ are sent into the atmosphere, but if we use other silicates, the authors calculate that these emissions could be around 50 kg per ton. In the least conservative calculations, the proposed solution would still cut more than 25% CO₂ compared to the standard process with limestone. Another interesting point is that the processing of these other rocks has the potential to give us valuable byproducts with high iron and aluminum content that could benefit other industries. That is, the material would be used more while contaminating less. The pasta question. The problem is… the same as always. When we talk about a new lbrick from recycled plasticsof sugar bricks or of others in the shape of a ‘staple’ that do not need cement to join together, the bottom line is that the construction industry should make a radical change in its processes. It is a huge liner that cannot be swerved overnight, no matter how many benefits these new materials have. And the same thing happens here. Although it is not about creating an alternative to cement, but rather using other rocks to extract the calcium that the mixture needs, the money comes into play in two ways. The first for the basalt deposits. If the cement industry has been organized around enormous limestone deposits to optimize processes, switching to basalt would imply relocating plants or creating new supply chains that would increase both time and costs. If something works… On the other hand, the margins of the cement industry, which has been shown to be extremely conservative throughout history. There is a product that works and changing something in the chain would involve carrying out a reorganization that they may not want to undertake. There is also the fact that yes, basalt has iron and aluminum as a byproduct, but the plants would have to be conditioned to be able to treat it properly, which would mean a huge initial investment. The authors of the study themselves indicate that it is difficult for an industry that for a century has been organized around Portland cement changed its way of acting one bit, but they also point out that, precisely for this reason, they have focused on finding materials such as basalt that are abundant, with reserves to maintain the current pace of construction for thousands of years and that emit less into the atmosphere. It is obtaining calcium from a different rock and its authors call on the industry, and other researchers, to experiment with new technologies that help accelerate the decarbonization of cement. The problem is that, as we say, there are too many drawbacks that the industry itself probably does not want to take on. Image | Cemco In Xataka | Coal is back in fashion in many countries. The problem is that it is clouding the sky from the solar panels

the key is in tiny technology

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The promise of 6G It has been on the table for years, but there is a part of that story that is usually left out of the window. We’re not just talking about faster mobile phones, seamless video calls or almost instant downloads, but about something much more complex: getting huge amounts of data to travel through the air with great stability. That’s where technology meets its own ceiling. And a Japanese team just placed a tiny piece right in the center of that problem. 112Gbps. What the researchers have achieved is to send data wirelessly at 112 Gbps in the 560 GHz band. The demonstration was announced by Tokushima University and researchers from this university and Gifu University participated. The important fact is not only the speed, which is already enormous, but also the place where it has been achieved: above 420 GHz. According to the researchers, it is the first time that 100 Gbps class wireless communication has been demonstrated above 420 GHz. The 350 GHz wall. To understand why this result matters, we have to look at the problem that terahertz communications have been experiencing. Mobile networks have gained speed and capacity by increasing working frequencies, but this path becomes more complicated when entering extreme territories. Above 350 GHz, conventional electronic technologies face to lower output power and increased phase noise. In other words: it costs more to generate a strong, stable and useful signal to transmit data at high speed. The tiny piece is a microcomb. The word may sound strange, but the underlying idea is quite visual. A microcomb generates multiple regularly spaced optical frequency modes, like the tines of a comb. Tokushima University explains that this allows very high frequency optoelectronic signals to be obtained with a quality superior to that of conventional electronic approaches. In the configuration used by the team, an optical fiber is attached directly to the microresonator, which eliminates the need to perform extremely precise optical alignments as in conventional systems. The way forward. First, the microcomb allows the generation of a cleaner and more stable terahertz signal than that obtained with conventional electronics at those frequencies. Then modulation comes into play, which is the way of encoding the information within that signal so that it carries more data. The official source talks about high-order modulation techniques, such as QPSK and 16QAM. With QPSK, the system achieved 84 Gbps; with 16QAM, it reached 112 Gbps. It is not for tomorrow’s mobile. It is advisable to understand the scope of the advance before imagining phones directly connected to 560 GHz. The university itself speaks of a technological base for ultra-fast backhaul links and integrated photonic-wireless networks in 6G systems. Simply put, backhaul is the part of the infrastructure that connects base stations to the main network. That’s where very high-capacity wireless transmission can make sense: moving large volumes of data between fixed points. There is still a way to go. Researchers want to extract even more performance from these waves by reducing phase noise, developing more advanced antennas and increasing power output. The objective is clear: that speeds like these do not remain a one-time demonstration, but can be sustained at greater distances. There will be an important part of the reality test. What we’ve seen now is not a finished 6G network, but rather a piece of technology that helps show how a part of that network can be built. Images | Tokushima University In Xataka | Reddit was one of the last corners of the Internet free from burning. Now it’s starting to show worrying signs.

models point to worst El Niño in 140 years and one of the key reports is published on Thursday

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All the meteorological agencies in the world are looking at the same building on the east coast of the United States. On Thursday, May 14, before markets open, in College Park, Maryland, a room full of oceanographers and meteorologists will discuss a four-page pdf. In that pdf it will be written the future of the planet. It sounds epic, but it’s more prosaic than it seems. It will not be written clearly, sharply, or with absolute certainty: but it will be. What’s in that PDF? NOAA’s Climate Prediction Center (CPC) publishes the second Thursday of each month your ENSO Diagnostic Discussion. It is the most important report from the global El Niño monitoring systems and, from what the models are saying, the probability of a “very strong” El Niño is going to exceed 25% (and growing). But if it’s monthly… why is this specific report important? Because the index the agency uses to monitor and predict ENSO has changed. Until this year, NOAA I used ONI: an index to measure the sea surface temperature anomaly, but which does not discount the average anomaly produced by climate change. What is expected is that the predictions under the new index (I’ll call it RONI) is significantly less than under normal conditions. If the magnitudes shoot up despite the correction, things will look worse. This report is important because it is the first that will capture the “acceleration” of El Niño at full capacity. What would this entail? Each new NOAA report translates into a cascade of decisions in agricultural, energy, fishing and fire policies. He last major El Niño (2023-24) coincided with 2023 would be the second warmest year on record and 2024 the warmest ever: a strong 2026-27 El Niño could push 2027 to another global record and the impacts are not well measured. It is true that between March and May the reliability of ENSO forecasts drops sharply (because the equatorial Pacific anomalies go through their transition phase); but, in the absence of the June report, this is the best clue we have. What can we expect? We already know that there is a 61% chance that El Niño will be with us between May and July 2026. A 25% chance that it is “very strong.” The important thing to keep in mind is what that means. 61% measures the probability that the equatorial Pacific crosses the threshold of what we understand as El Niño. But, unfortunately, it does not measure how much it will rain in Cádiz, nor what will happen to the crops in Misiones, nor how many hurricanes the Yucatán will see. It is worth remembering that, during the warm phase (that is, during El Niño), the absence of strong trade winds that cool the surface of the equatorial Pacific causes the temperature of that area of ​​the ocean to skyrocket. It is this, through different atmospheric teleconnectionswhich disrupts all the weather systems in the world. What we are not clear about is exactly how. The effects are varied and change depending on the region (“drier conditions than normal in certain parts of the world; while in others it causes more precipitation. Some countries have to deal with major droughts and others with torrential rains”, says AEMET); but when we talk about temperatures there is no doubt: El Niño is synonymous with heat. Everything else remains to be written. Image | Xataka In Xataka | “It is so extreme that it is difficult to believe”: El Niño forecasts depict an event of unprecedented intensity.

The day a small dispute over the Tab key ended up revealing the big difference between IBM and Microsoft

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There are companies that have lived so long that their story is no longer told only through big launches, acquisitions or business battles. It is also told in small details, in those seemingly minor scenes that, seen over time, end up explaining an era better than many official statements. Microsoft and IBM belong to that category. Their paths crossed when the personal computer It was still defining many of its rules, and some of those discussions, even the most minute ones, revealed something deeper than a technical difference. The scene has been recovered Raymond Chena veteran Microsoft engineer who has been linked to the evolution of Windows for more than three decades and who for years has gathered in The Old New Thing some of the most curious stories of the Windows and Microsoft ecosystem. Chen does not present the episode as his own experience, but as the memory of a colleague who was assigned to the IBM offices in Boca Raton, Florida, during the collaboration between both companies in OS/2. OS/2 was much more than just another name lost in software history. IBM and Microsoft presented it in 1987 as an operating system designed for the IBM PS/2 line and intended to take the PC beyond the limitations of DOS, with a more modern base and ambitions typical of computing that was beginning to look further afield. The collaboration came from a joint development agreement signed in 1985when the project was not yet called OS/2. In that context, any interface decision could have more weight than it seems today, because many conventions of the modern PC were still being established. Two very similar and also very different companies The problem is that that collaboration brought together two companies at very different times in their lives. Microsoft was still a young company, very attached to software and a more direct way of working, while IBM arrived with decades of history, a huge structure and the weight of a much more established corporate culture. Chen sums it up like a clash of perceptions: from Microsoft, IBM was seen as trapped in a meaningless bureaucracy, and from IBM, Microsoft was seen as undisciplined hackers. Its own nuance is important: there was probably something right in both readings. The specific anecdote begins in Boca Raton, where a colleague of Chen’s worked assigned to the IBM offices. At some point a discussion arose about which key should be used to move from one field to another within the dialog boxes. The Microsoft engineer made a decision that is almost invisible to us today because of how assumed it is: use Tab for that function. IBM was not convinced by the choice and asked that the matter will be escalated to the person responsible from that engineer in Redmond, a reaction that already hinted at the extent to which the discrepancy went beyond the key itself. In Redmond, the petition was not understood as an issue that deserved to be raised much higher. The engineer’s manager responded with a very clear idea: if Microsoft had sent someone to Boca Raton, it was so that they could resolve decisions like that there. Translated into a more institutional tone, the message that came back to IBM was that Microsoft supported the choice of the Tab key. IBM’s reaction was just the opposite. Instead of shutting down the discussion, the company elevated her up its own chain of command to a vice president, several levels above those who were programming. IBM had not only elevated the discussion, it also wanted a response to the same hierarchical height. If its vice president was against using Tab, Microsoft had to find someone equivalent to argue the opposite. Chen’s colleague then responded with a wonderful phrase, translated here into Spanish: “Bill Gates’ mother is not interested in the Tab key“It was a pretty nice way of saying that it wasn’t worth going up the corporate elevator anymore. It wasn’t necessary to go to the heights of Microsoft to decide how to move from one field to another in a dialog box. The phrase worked, at least according to Chen’s account: apparently, after that response, the discussion ended and Tab remained the key chosen to advance between fields. The detail is funny because today almost no one stops to think about it: we simply press Tab and wait for the cursor to jump to the next available space. But there was a time when that convention was not so closed. And what we see in this story is just that: a small interface decision turned into a clash between custom, hierarchy and technical criteria. The exact date, however, does not appear in Chen’s account. We know that the episode belongs to the years of collaboration between Microsoft and IBM around OS/2, whose joint development agreement dates back to 1985 and whose Public arrival occurred in 1987. This allows us to limit the context, but not to set the day or year of the discussion by Tab. There are many decisions behind the products and services we use every day. Some are huge and visible, but others fly under the radar: a key, a gesture, an interface convention that we learn once and repeat for years without wondering where it came from. Surely many have a story behind them, although most never transcend and others would not be particularly interesting. From time to time, however, an anecdote like this appears and allows us to peek into something we almost never see: how things are handled within the companies that build the technology we use. Images | Kaatvrtg (Wikimedia Commons) | In Xataka | In 1993 Microsoft created Encarta to revolutionize knowledge. Twenty years later it would be devastated by a tsunami

Researchers point out that the first 1,000 days in a person’s life are key to our life and memory

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Something quite popular among society in general is that the youngest children are true sponges that absorb everything that is around them, this being fundamental for their adult personality. Here are some experts who specifically point out that the first 1,000 days of life are They are practically everythingsince a temporary window opens that can largely determine the intelligence, health and social skills of the future. But… is it like that? There are questions. Scientific evidence calls for pressing the brakes, since, although the overwhelming importance of these first stages of life is not denied, researchers are beginning to warn against absolute determinism. And all this because, although the first 1,000 days are a critical window, the next 1,000 days They are just as crucial. The first days. What happens up to two years in the brain, the truth is that it is fascinating, because here some research they point specifically because early feeding influences physical development and long-term metabolic health. But in addition, the attachment bond with an adult figure traces the physical, neural, cognitive and socio-emotional trajectories, meaning that, if this attachment does not exist, many problems can arise. But also, listening to caregivers, such as parents, speaking, singing and interacting, lays the foundations for the neural networks linked to language and the communication skills that we will have in the future. The effect on memory. We often think that memory is the adult ability to remember knowledge that we have ‘put’ in our brain ‘drawer’, but in childhood memory It is a basic neural learning mechanism and identity construction. In these cases, babies record constant sensory and emotional information, such as smells, voices, affective responses, and the receiving context. And precisely, experts point out that if at this stage the child is correctly stimulated and takes in the memories well, the brain “trains” its synaptic circuits, making learning new skills much easier in the future. It is literally as if a base is being generated (which we will not remember) to generate new skills in the future by generating very strong neural networks for future memory. We don’t have to be absolutists. Saying that only those 1,000 days determine cognitive and social development is a mistake, since the literature tells us that we are not facing a “closed window”, since human brain plasticity is amazing and does not have a switch that automatically turns off when two years have passed. From here, what surrounds the little ones in the house, the education they receive and also the social interactions continue to have a profound impact beyond 24 months. That is why simplifying the concept to the extreme can lead to a biological determinism that diverts attention from other equally important stages of childhood. Everything that happens. This is where the most recent evidence comes in so we have to focus on what they can be. the “next 1,000 days” which is the period that goes from 2 to 5 years. This preschool stage is not a maintenance period, but rather it is a new golden window of opportunity, since during these years complex motor skills are triggered when starting to walk, for example. But beyond this, language also goes from isolated words to a complex grammar and the ability to narrate and reason. And even social-emotional skills such as empathy or impulse control are also experiencing rapid growth. This is why promoting an environment of safe care and healthy habits in this period is capable of significantly altering and improving development, compensating for the deficits that may have occurred in the first years of life. Images | javi_indy on Magnific In Xataka | One baby, three (biological) parents: a promising fertilization technique that, for now, we will not see in Spain

Ibiza has evicted 200 people who lived in campers and caravans. Their big problem is that they are key workers for the island

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If you enter Idealista and you are looking for a home For rent in Ibiza the cheapest option right now, a 32 m2 studio in Sant Joan de Labritja with the kitchen almost at the foot of the bed, is 799 euros. And that, the ad warns, is only the price of “the winter season.” Looking ahead to spring and summer, things change. The next option, a 35 m2 studio, already costs 1,000 euros. From there up. Especially if you are looking for near Eivissa. With similar prices to many workers who keep the island’s hospitality and construction industry afloat they have no other choice than staying in cabins, shanties, vans or (hopefully) caravans. The problem is that they are often installed in unauthorized settlements that end up dismantled by court order. What has happened? That Ibiza has just expanded its (increasingly large) list of evicted settlements. He April 21 About twenty police officers went to the Sa Joveria site, near the Ibiza fairgrounds, to clear what was probably the largest settlement of substandard housing on the entire island. When the agents arrived there were barely any tenants left (the date of the operation was announced days before), but it is estimated that in Sa Joveria they have come to live (badly) more than 130 people who spent their daily lives in caravans, shacks, tents or vans camperized. Just a few days later, the April 29another judicial delegation moved to Can Misses to dismantle another settlement made up of caravans, tents and shacks. The photo was similar: when the agents arrived at the lot there were hardly any people left, but not so long ago more than fifty people lived there (it is estimated that between 70 and 80), part of them bounced from a previous eviction in Can Rova. The eviction left no incidentsbut it is a new reminder of the housing challenge that Ibiza faces. Are these the first evictions? Not at all. a few days ago Ibiza Diary took stock and counted at least half a dozen similar operations since 2024, including the last two in Sa Joveria and Can Misses. The list starts with what was probably the most dramatic episode of all: the eviction of Can Rova in the summer of 2024, when agents from the Santa Eulària police and the Civil Guard dismantled a settlement in which they lived hundreds of peopleincluding children. The episode ended with detained. In March 2025, a similar (more peaceful) operation was carried out in Can Raspalls and in July of that same year the scene was repeated in the es Gorg and Can Rova industrial estate (again). Now the authorities have returned to act in Sa Joveria and Can Misses, among other reasons due to the fire and pest risk what the settlement entailed. “Ibiza city has a major housing problem, but the administration cannot tolerate this becoming a habit of life,” argues the mayor, Rafael Triguero. Why is it a problem? Ibiza is not the only territory in Spain (or Europe) that deals with illegal shanty settlements. The problem is that there is a peculiarity on the island that is explained by its residential market: a good part of those who are forced to survive aboard motorhomes or vans parked in lots like Can Misses or Sa Joveria are not people at risk of ‘social exclusion’, without jobs or fixed income. It comes with reading the local press and the interviews with evicted people to understand that construction, hospitality and tourism workers also live in the towns. People with stable jobs and payrolls that exceed 1,000 euros per month. The problem is simply that their salaries are not enough to find housing. Or what they find (rooms in shared apartments in exchange for exorbitant rents) is less attractive than the prospect of living alone in caravans or vans. Are there testimonies? Yes. Recently The Country chatted for example with Ahmed, a 35-year-old immigrant from Western Sahara who works in a five-star hotel on the island. At least until a few weeks ago, before the eviction of Sa Joveria, at the end of his shift he returned to the cabin built with wood and cardboard that served as his home. The newspaper claims that 80% Of those who lived on the plot were Sahrawis who worked as seasonal workers in the construction and tourism sectors. Another similar case was that of Mohamed, 38 years old, installed in a tent. Also interesting is the experience of Yamile Elisabeth, a Venezuelan who has resided in Spain since 2019. Until her eviction, explains to elDiariolived in a van in Can Misses for which he paid 550 euros a month. “When you look for a rental, they easily ask for 1,000 euros and three or four months’ deposit to share a small space with five other people,” the woman clarifieswho claims that he works several hours a day cleaning a bank branch, although in reality he has training as a physiotherapist and last summer he earned 1,600 euros by working six days. Is housing that expensive? Not only is housing becoming more expensive in Ibiza, but there are a number of factors that have put special strain on its market. The first is its status as an island, with limited space. The second, its enormous demand for tourist accommodation, which even leads some homeowners to abandon them in summer (they temporarily move into caravans) to rent to visitors. The result is prohibitive income for many workers, including civil servants. Three years ago, in fact, the case of a firefighter at Ibiza airport who was forced to settle in a caravan was reported. “The only solution to save some money”, recognized the man, of Andalusian origin, in an interview with laSexta. Is there more? Yes. The problem, as remember our colleagues Motorpassionthe thing is that living in a caravan on the island is not that simple either… or economical. Laws like the 5/2024 vehicle control or that of the Rustic Land of … Read more

20 years ago someone believed they had the key to decongesting Madrid. Today it is gaining strength again with a name: M-70

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In 2005, someone put on the table that, perhaps, the time has come to decongest Madrid from transit trips. That is, those that start outside Madrid and end outside Madrid. The idea is not new by any means. The M-30 or the M-40 They were born with the clear objective of keeping cars away from the city center. More kilometers for the driver but with the promise of taking much less time to reach our destination. The problem is that the municipalities and neighborhoods adjacent to the M-40 are enormous in Madrid. Some even merge with the city itself. As a result of this problem, the M-50. The highway finished being consolidated in the early 2000s. It has a total length of 85 kilometers and with it you can go from Las Rozas on the A-6 to San Sebastián de los Reyes, already on the A-1, surrounding Madrid on its southern side. It serves as a connection to the entire southern belt of the city, passing next to Móstoles, Leganés or Getafe but also next to Pozuelo, San Fernando de Henares or Barajas. The connection, however, is not closed in the north. That is, there is no direct connection A-1 and A-6 or vice versa, it is necessary to surround the entire southern framework because right now no highway crosses that space. The closest is the M-40 which, as we say, is next to the capital. But what if we go further? What if we try to eliminate traffic in Madrid with a radial highway that links all the provincial capitals that surround Madrid and without having to go through this autonomous community? This is what was proposed more than 20 years ago and now they want to recover. The M-70, an old Castilian desire Although it sounds utopian, the truth is that carrying out the Pentagon Project or the M-70, as the idea has been known since 2005, this idea has been raised more or less seriously. In fact, that year it was included in the Strategic Infrastructure Plan for Madrid just as they collected in 20Minutes and was considered of General Interest of the State as it was part of the Strategic Infrastructure and Transportation Plan (PEIT) 2008. The crisis, however, wiped out any reference to the project. That name of “Project Pentagon” It is because its construction would create a road network with this shape by joining Segovia, Ávila, Toledo and Guadalajara, passing through other municipalities of considerable size such as Ocaña, Maqueda or Tarancón. The name M-70 would not exist as such at the moment because, really, the objective would be to connect highways between said capitals in a kind of Frankenstein that would allow movement between all the radial roads near Madrid but without the need to enter said autonomous community. The last consistent reference to the project is a statement by Emiliano García-Page in 2024 who made reference to the fact that the connection of Cuenca with the A-5 through an extension of the A-40 would make the latter the M-70 of the city. And at the time of projecting that future M-70, it was already projected that the A-40 would be the road that would largely structure the project. This road, the A-40 It is a connection that aims to unite Ávila with Teruel. At the moment, on the west side, the road has been passable since 2012 between Maqueda (on the A-5) to Mocejón (past Toledo). At that point the highway is cut off as it passes through Aranjuez (the only point where it touches the Community of Madrid) and extends again from Ocaña to Cuenca. At the moment, that Madrid section and the connection from Maqueda to Ávila is in the study phase. And to finish this old dream of the Castiles, it would be necessary to extend the highway to Teruel from Cuenca, whose preliminary project has already been completed and approved. The concept of M-70, however, would be realized with the existing connection between Ávila and Segovia and, most complicated, the connection of the latter with Guadalajara. The “simplest” thing (yes, in many quotes) would be to create a connection between Segovia and the A-1 and reuse the latter in the direction of Madrid to unfold the possible ring road taking advantage of the route of the N-320. The latter connects the A-1 highway with Cuenca passing through Guadalajara. However, this Segovia-Guadalajara connection seems really complicated given the geographical accidents along the way. Despite this, as we said, a hypothetical M-70 ring road It would be an amalgamation of different highways or linked highways, not the construction of an entire ring road. It would, however, be a possibility to alleviate some traffic on the east-west and west-east routes without passing through Madrid. The A-40 wants to be that solution in the south but there were already those who dreamed 20 years ago of carrying it out also in the north. Photo | Command on Wikimedia and Google Maps In Xataka | The great artery between Madrid and Valencia had been awaiting renovation for years: 500 million euros will end the wait

The key was not in the stars, but in his birth

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If there is something more difficult than putting doors in the field, it is possibly finding the edge of our galaxy. Or any other, really. They are not perfectly well-defined spacesbut rather a kind of cloud with fuzzy edges. Even so, science has been trying to find the limits of our own galaxy for many years: the milky way. Until now it had been impossible, but an international team of scientists, led by the University of Malta, has discovered that we were defining the borders in the wrong way. Almost 40,000 light years. According to this new researchthe closest thing to an edge of the galaxy would be the place where stars stop forming. This, based on their calculations, is located approximately at a point between 36,800 and 39,600 light years from the center. That would be the radius. There are stars further away. Until now, the error was in considering that the edges of the Milky Way are those that house the most distant stars. This concept of edge is constantly being redefined. The better the tools for detecting stars, the farther away they are. However, these scientists observed that there are stars that move after their formation. Especially when a supernova explosion occurs nearby. Therefore, they could not help us define something like a border. In fact, there are stars up to 10,000 light years away. further of what these researchers have defined as a possible limit. In this case, the radius is measured in kiloparsecs, which are equivalent to 3,262 light years each. This is how stars are born in a galaxy. The first stars are born in the centers of galaxies, where there is a greater density of gas and dust. Then, as gravity allows small pockets of condensed gas to form, they can form further and further away as well. Therefore, the oldest stars are those in the center and the most distant ones are the newest. That’s not counting those that disperse and move to other points in the galaxy. Precisely the ones that had made it so difficult to find those supposed galactic borders. In search of stable orbits. The authors of the recently published study focused on analyzing stable orbits. Those whose stars have barely migrated beyond their point of origin. Thus, they have found the limit of stellar birth. Telescopes can look further. The materials are there, but something is missing. Beyond these borders there is still gas and dust. However, it has not condensed enough to guarantee star birth. Possibly, it is due to the absence of sufficiently intense gravitational processes. In any case, despite having found something resembling a diffuse edge for the first time, it is important to insist that doors cannot be placed on the Milky Way, like the field. And much less borders. Image | Freepik | University of Malta In Xataka | James Webb has found a galaxy from when the universe was 330 million years old. Hides a whole enigma

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