kilometers

The war in Ukraine had a red line of 70 kilometers. West has just eliminated it after Russia’s last attack

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The last 48 hours in Ukraine have been plagued by actions and decisions that can change the course of the conflict. Russia has carried out The biggest attack to date on Ukraine with a swarm of drones and a number of missiles released as not remembered. kyiv, meanwhile, needs the help that does not arrive (Patriots) from the United States to deal with Moscow’s disposses, and in the meantime, the West has taken A decision that could change everything. The resurgence of TU-95. In the early hours of March 26, Russia executed the Most significant aerial offensive of the last months, by deploying ten strategic bombers TU-95msm To launch a wave of KH-101 cruise missiles About Ukraine. Six of these aircraft took off from the Olenya Air Base, to the north of the country next to the border with Finland, and the remaining four from Engels, east of Sarátov, in the heart of the European Russia. The trajectories of the missile substantial increase of Russian troops in the northeast of the front. The operation underlines the renewed Centrality of TU-95 In the Kremlin air strategy, despite being a design that sinks its roots in the Soviet era. We talk about a bomber that He was born In 1950. Intercontinental scope. But as important as this vestige of the past are the weapons it carries. Each Tu-95msm can load up to eight KH-101 missilesmounted externally and capable of traveling more than 5,000 kilometers, which allows them to attack objectives throughout the Ukrainian territory without abandoning Russian airspace. Empharged with pools, electronic countermeasures and 400 kilos, these missiles have become one of the pillars of the Russian offensive since the beginning of the war. Although its high cost and the existence of cheaper and smaller alternatives have generated debates about its efficiency, Russia plans to increase its production 600 units per year In 2025, a sign of its commitment to maintain strategic pressure through high precision attacks from long distances. Tu-95 Acorralado Ukraine. On the other sidewalk, Ukraine faces a new and alarming phase in its aerial defense in the face of the increase in Russian attacks With ballistic missilesthe most feared for their speed, destructive power and difficulty of interception. These projectiles, responsible for having destroyed almost half of the country’s energy capacity, have evidenced again the Patriot systems shortageunique capable of dealing effectively. Ukraine failed to intercept any of the nine Russian ballistic missiles launched, including two directed against kyiv, despite having deployed there Patriot units. Although the rest of the more than 900 drones and 65 cruise missiles were mostly neutralized, ballistic missiles represent an uncontrollable threat that has caused dozens of dead only so far from 2025, including lethal attacks against Sumy and Kryvyi Rih. Washington: Yes but no. The change of administration in the United States has meant a drastic turn in military assistance policy. While Trump has verbally condemned the last Russian attacks (he reached Call Putin “Crazy”), he did not offer new aid commitments, and his Secretary of State, Marco Rubio, was sharp by stating that “we don’t have” more patriots to send. Instead of direct donations, Washington is pressing its European allies To give Part of its own arsenals, something that does not progress, because no country wants to weaken its internal defense. Raytheon, American manufacturer of the Patriots, has not yet achieved increase your production to meet the post-2022 demand. Under this new paradigm, kyiv believes that the White House would be arranged to sell systemsbut not give them awaywhich forces Ukraine to adapt its strategy to a more transactional relationship: the defense is now negotiated, it is not granted. West breaks its limits. A few hours ago, and in a significant turn in Western military policy towards war in Ukraine, Germany, together with the United Kingdom, France and the United States, has first eliminated the first time the scope restrictions in the weapons that supplies Kyiv, allowing him to directly attack military objectives within the Russian territory (beyond the 70 km). The announcement was made by German Chancellor Friedrich Merz after The biggest attack With Russian drones that we commented, an offensive that stressed the need to allow Kyiv to respond forcefully. The news marks a Posture change Regarding previous fear To provoke an escalation with a nuclear power such as Russia, and according to Merz, it establishes an essential difference between the legitimate military purposes of Ukraine and the deliberate attacks against civilians by the Kremlin. With this, they open new strategic possibilities For Ukraine, which until now had acted with containment regarding the use of western armament beyond its borders. The open doors. Although Merz He did not confirm If Germany will send Taurus missiles long range, that during your political campaign He openly supportedavoided detailing any concrete step so as not to offer informative advantage to the Kremlin. Since his arrival to power just a few weeks ago, the new chancellor has adopted an approach more discreet and pragmaticstating that total transparency can play against national security. Despite this public reserve, in Berlin the expectation that Merz could soon announce the Armament delivery For greater scope, especially in the context of the imminent visit of the Ukrainian President Zelenski to the German capital. The moment suggests that Germany is preparing the land to take that step, but wants to coordinate it carefully with its allies. The red line evolves. No doubt, the elimination of scope restrictions represents a rupture with narrative maintained by Western leaders since the beginning of the conflict, when they warned that allowing Ukraine to attack within Russia could be interpreted by Moscow as a direct involvement of NATO In war. However, the wear and tear of the diplomatic front, the repeated negative of Kremlin to participate in significant conversations and the growing brutality of Russian attacks have weakened those old red lines. For Merz and his allies, deterrence is no longer to limit the Ukrainian response, but to give Kyiv the ability to dissuade … Read more

torture him with three million kilometers

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Are cars now more or less robust than in the 60s? Are they less reliable or do we have a distorted perception of reality because they were simpler to repair? When we buy a car we want it to be practical, that we like visually … and that it is reliable. Although the price is probably the most decisive criteria, reliability rivals (and much) with any other search criteria for our next vehicle. A few days ago I read in L’Automobile Magazine The reasons that had taken a French journalist to buy the car with “The worst engine in history”. He explained that he had bought a Mazda RX-8 and that he had done it from the heart. Beyond that There is controversy about the bad reputation of the carthere are times when We do not always buy our heads. But when a car is, purely, for day to day and we do not want to run any risk, reliability is one of the most important points. That is why as much attention is paid to studies as those of Consumer Reports and other specialized associations in clouds to Japanese brands collect customer experience. Under this premise brands like Toyota or Honda have built an entire empire. That fame of “unbreakable car” It is a classic of the Japanese and, perhaps, one of the reasons why they are being overcome (at least in the short term) For Chinese electric cars. That obsession to get a car that does not break is much less new. In fact, as we said and Perhaps due to an increase in electronics In our cars, the feeling is that cars break more. Or maybe it is because brands do not put so much effort to move the work they do so that their cars last hundreds and hundreds of thousands of kilometers. Before that exercise was done. And when a brand was obliged to demonstrate to what extent things like Renault 4 gave importance to reliability. Three million kilometers In the 50s, Renault did not go through his best moment. Citroën’s compatriots were dominating the market with the Citroën 2 hp. The formula was very simple: a simple and affordable car but to which all kinds of dogs could be done. The fame of the car that I endured everything and of go through any place He has taken the car to be called by some as the first SUV. But it has also resulted in absolute follies as Take it to Paris-Dakar or at the birth of the Sillieth Pop Cross with a practically drearted car competition. To recover land, Pierre Dreyfus, then General Director of Renault, gave a clear order: a rival of the 2 hp had to be launched. The challenge was capital because they had to square the circle. The car had to be affordable but also very reliable. So much that it was a reason for purchase. And the development of an extremely reliable car has never got along too well with cost savings. Guillermo García Alfonsín Explain in your Mercedes 300E W124 test Why extremely reliable cars were so expensive to develop and produce. The client received an authentic tank that could resist more than one million kilometers but the company spent four years to do all its tests (the development went eight years). In fact, 14 million kilometers were made. Mercedes won the reputation of having the best car in the world with this car but also discovered that perhaps it was not the most interesting for its bank accounts. Renault, two decades before I had tried something similar. Without computers that simulate the fatigue of the components to subsequently make a few hundred thousand kilometers of test as it happens now, there was no other to try the car. And the car was not approved until it covered a total of three million kilometers. They explain in Hermetic garage that those three million kilometers of testing put a new ribbon in the industry. The message was clear: this car has been tested more than any other. He wanted reliability and Renault was responsible for letting them know that they had put more effort than anyone in creating the most experienced car in history. At least until then. The rest of the history of Renault 4 we already know it. The car has been one of the best selling models of the brand and its commercial life extended for 31 years, which gives an idea of ​​the confidence that the client deposited in the car. And if you think it is not enough, you just have to see the story of this driver who brought his Renault 4 to a million kilometers. Photo | Dogs.barking.duster.roling In Xataka | Renault and Geely have an engine to convince the undecided of the electric car. The secret is that it is combustion

Aragon wanted his children to eat more fruit at school. So he went to look for her 10,000 kilometers away

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The Aragonese political debate has waited these days with two unexpected protagonists: fruit and schools. Or rather, the fruit that is distributed in schools. Although Aragon has thousands and thousands of hectares full of fruit and vegetable trees and stands out in the production Of cherry, peach and apples, among other fruits, the farmers of the region have raised their voice to complain that in the educational centers of their villages, pieces that arrive from plantations located abroad are being distributed, in some cases thousands of kilometers. The complaint the has launched the union of farmers and ranchers of Aragon (UAGA) and puts the finger in a yaga that already has taken to the collective To the street. What happened? The complaint has been made public UAGA-COAG. In A statement Published yesterday the Agrarian Organization ensures that there are dining rooms of educational centers in Aragon in which fruit arrives from foreign countries is being distributed. Moreover, UAGA goes further and claims to have witnesses confirming that in several schools in the region oranges from Egypt and pears of South Africa have been delivered, cultivated to more than 10,000 kilometers of distance. As a test, the association includes a photograph in which a box of pears is shown that indicates that its origin is South Africa, although there is no reference that reveals that the image was taken in a Aragon school. Click on the image to go to Tweet. “Unfair competition”. In its statement UAGA claims to feel “outraged” by the importation of fruits that it is perfectly possible to find in the Spanish fields and questions that countries from which the merchandise is brought meet the sanitary, environmental and labor standards that the European Union does require that community farmers. “It involves the violation of the demands of the organization and the fruit growers that require the application of ‘mirror clauses’ to imports from third countries “, They emphasize From the collective. UAGA-COAG wields two reasons that, in their opinion, condemn local farmers to suffer “unfair competition” against imports from other countries. The first is the strict regulation imposed by Brussels to European plantations on the use of pesticides, manipulation and conservation of fruit. The second is labor costs. While in Spain they go up every year, in Egypt, complaintthe minimum wage is 176 euros per month and in South Africa it is around 270. Looking at the EU. The complaint of the UAGA has reached enough draft for the Aragon Government to have gone to give explanations. The regional press appointment Sources of the Ministry of Agriculture that clarify that the key is in the financing of the lunch and sowing program to schools: the funds start from the EU, with what they arrive accompanied by their standards. When hiring the fruit supply, a geographical proximity requirement is not applied nor is it requested that the products be of community origin precisely to avoid a “discriminatory competitive advantage” in the process. The regional government argues that its role is that of intermediary. And now what? The Regional Executive emphasize Also that the objective is to “consolidate healthy eating habits” among schoolchildren and that fruit and milk are distributed at times such as lunch and snack, not in dining services. The program is not exactly new, but now it is offered with mixed funds that combine a community contribution and another from Aragon. With the EU money, a lot of 300,000 euros that is managed with the requirements of Brussels is paid. With the one contributed by the Aragon government, another 200,000 is financed that can handle with its own criteria. And the administration already guarantees that, “in line with its defense of the local product,” will give priority to proximity productions. The idea is to distribute cherries, apricot and nectarines, although they can also be replaced by apples or pears if requested by the centers. Beyond schools. The fruit distribution program is important because it reaches hundreds of school points and thousands of children, but the “outrage” of Uaga-Coag is not explained only by the alleged distribution of pears of South Africa and oranges of Egypt instead of fruit grown in the Aragonese countryside. Farmers It has come out To the street On several occasions to claim decent prices, changes in community policy and greater controls to ensure that the merchandise that comes to the country conforms to the community demands with which they work. “These parameters make it possible to import fruit from third countries profitable for certain companies and generate unfair competition at all levels,” the Agrarian Association in Your statement. “To end these practices, UAGA insists on claiming public administrations (regional, state and European) the regulation of markets and the recovery of the principle of community preference.” Images | Federicoeth Photography (Flickr) and Uaga In Xataka | We have a hard time differentiating a banana from a banana. And an illegal network was taking advantage of it in Spain

A youtuber has a car that is worth four million euros. To drive it you have to pay 7,000 every 60 kilometers

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If there is a brand that has understood that maxim of whether you can put a price on exclusivity, that is Bugatti. Luxury brands play with the lists of people Millionaires who aspire to have the object in question to their credit, and part of that exclusiveness It is achieved both with the price and with the very scarce units. Of the Chins Super Sport? Just 30 units. What do you want Centodieci? Too bad, s10th 10th were manufactured. Even with their very high prices, Volkswagen every bugatti sold It cost him moneyso they had an idea: make the difficult thing not to buy the car, but to maintain it. Also Sell ​​customization packages with which customers They invest 500,000 euros on averagebut that is another topic. And within the exclusivity of Bugatti, there is a specific model that is not the most expensive of the concessionaire, but yes It costs a kidney and part of the other as you want to do kilometers. The reason? Their wheels cost a money and you have to change them every 60 kilometers. This is the very exclusive Bugatti Bolidewhich is also not made for roads. You’re going to remember every time you want to change the wheels The Bolide was presented as a concept in 2020 and began to be delivered in the middle of last year. It costs about four million euros and we return to the issue of exclusivity: there are only 40 units worldwide. It is a car that is very similar to the rest of his family, but with a peculiarity: he is not approved to circulate by road. It is a luxury hyperdeportivo, yes, but its natural atmosphere is the circuit. Changing anything in Bolide costs a moneyas in any bugatti and the rest of the supercar. The reason is that it is not as simple as lifting the hood, loosening a couple of nuts and making the change: you have to disassemble part of the car to, for example, make an oil change. And this is something that must be done frequently because the engine consumes more oil than that of a normal car. But Bolide’s issue are, as we say, the wheels, because in this case it is like a Formula 1. When you buy the car, the manufacturer includes four very fine tires that only serve to transport the car of the circuit asphalt. Once there, the main tires are mounted, Michelin specials who are like the slicks (without drawing) of those of competition cars. There is also rain version. These tires should be preheated before starting the car (again, as in the maximum engine competition) and degradation is bestial. The Bolide weighs about 1,300 kilos, but generates A suction force of more than 1,800 kilos. This makes the car stick to the ground, Like a vacuumto face the curves better, but also degrades the tires. Acceleration of 0 to 300 km/h in 7.37 seconds, 1,850 hp and total traction You eat some wheels that have to be changed every 60 kilometers. And what does that translate? The YouTuber Manny Khoshbin, a car lover, collector and who does not mind informing about the money that each of them costs him, Comment In one of its last videos that these changes at 60 kilometers cost about 7,000 euros. In the end, these extreme benefits entail the very short life of the tires in a car that is absolutely brutal. You just have to listen to how the engine roots when many lights it (just turning it on sure it costs more than filling the tank of my car). And the comfort that we have left is that … that of Lego costs less than 50 euros. Something is something. Images | Santaclaus93, CALREYN88, Bugatti In Xataka | They are founders and ultra -ups, but they have not always driven luxury supercoches: a review of the cars of the Tech millionaires

We have just found a 1,700 -year -old Mayan treasure. The problem is that it should be 1,000 kilometers from there

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July 2024. A group of archaeologists from the National Institute of Anthropology (INHA) announced One of those findings that change history books. With the help of Lidar they had found an amazing treasure. Everyone knows Teotihuacán, but it turns out that in another inhospitable area of ​​Mexico There were hidden pyramids. Now, in a twist that few could expect, they have found another relic of Teotihuacan … 1,000 kilometers where it should. An painted altar that changes everything. A limestone altar found in the center of an old Mayan residence in Tikal (Guatemala) has revealed an unexpected presence of Mesoamerican history: direct influences of The city of Teotihuacanlocated more than 1,000 kilometers away. Datted towards the end of the fourth century DC, the altar presents murals in red, yellow and black that represent a figure associated with the “god of the storm”, a characteristic of the Teotihuacan art. Its location, style and function (a domestic altar dedicated to deities, instead of rulers, as was a Mayan custom) indicate that it was the work of an artist formed in the tradition of Teotihuacan, and not of a place. The finding was made in The 6D-XV groupa residential area that, According to archaeologists, It was inhabited by individuals from Teotihuacan or closely linked to that culture, who led not only their architectural and funeral practices, but also the freedom to express their cultural identity in Mayan territory. A foreign elite. Tikalfounded in the year 850 BC, became a great dynasty towards 100 AD and established links with other Mesoamerican cities, including Teotihuacanwhich for the year 100 AD was already one of the largest cities on the planet. Relationships between both cities would have begun as commercial exchanges, but According to the researchersover time they became more complex and possibly conflicting. Assumptions. The found altar is part of an architectural sequence that includes a first constructive phase between LOS YEARS 300 AND 400 DCfollowed by an expansion of the sanctuary between 400 and 450 DCreflecting a prolonged and organized presence. The anthropomorphic figures found in the residence, adorned with those reddish tassels, reinforce the Mexican cultural imprint in this portion of the city. No doubt, the finding allows us to assume that rich and powerful Teotihuacan leaders They once resided In Tikal and imposed their own ritual structures, perhaps as part of a control or direct influence strategy on local power. Cultural tensions and buried memory. Although Tikal was a city built on a constant renewal logic (burying structures and building on top), what happened with this complex was different. At some point after the year 450 AD, the altar and its buildings were deliberately covered with land and debris, without reusing the space. Archaeologists interpret this as a symbolic gesture: a rejection or distancing of what happened there, probably linked to the decline of the Teotihuacan power already ambivalent feelings of the Maya towards that stage of foreign domain. Far from being a simple military occupation, the presence of Teotihuacan in Tikal seems to be deep, structured and, in the end, object of ritual oblivion. The altar Closing. As The researchers explain From Brown University that led the study, the site was treated almost as a “radioactive zone”, a place that should be completely closed, perhaps to exorcise an influence that was once dominant but that over time became uncomfortable and politically toxic to Mayan identity. Foreign power According to inscriptions found decades ago, in 378 AD a foreign military intervention in Tikal known as the entrance displaced the local monarch and replaced it with a ruler linked to Teotihuacan. From that moment, the material traces of the Mexican presence multiplied: from real and ceramic burials to hybrid architectural sets. The altar discovered was recently installed shortly after this blow, and the space that housed it worked as family ritual patiosimilar to those found in Teotihuacan. There were burials such as an adult in a tomb and that of a seated child, a more common custom in central Mexico than in the Mayan area. Foreign ritual. The construction of the wine accompanied by a series of extremely symbolic mortuary rituals: Three babies were buried Under the corners of the altar, with offerings instead of the fourth body, a pattern identical to the documented in Teotihuacan residential complexes. The altar, in addition, not only had a devotional, but also political function: it was the material expression of the Teotihuacano installed In the conquered city. Its proximity with a local replica of the Temple of the feathered snake (One of the architectural icons of classic Mexico) reinforces the idea that Tikal housed an entire neighborhood dedicated to replicating the ceremonial structures of the foreign empire. Image | TG Garrison / H. Hurst In Xataka | A public database reveals a lost Mayan city full of pyramids and squares. I was hidden with the naked eye under a jungle in Mexico In Xataka | How to make an appointment at the IMSS online in Mexico

400 kilometers loads in five minutes of ByD are as impressive as it is not very useful. At least they think of Mercedes

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“Probably, no.” With that forceful response, Andrew Cornelia, CEO of Mercedes-Benz High-Power Charging and therefore the head of the company’s recharge systems, explained his opinion on the Awesome recharge system presented by byd A few days ago. The answer has arrived in Plugged-in podcastthe radio space of Insideevs. There, Cornelia explained that the exercise for having such a rapid recharge under the arm obeys the need to give a backup to users than to the real utility of the same. The origin of these comments must be sought in the presentation of ByD a few days ago. The company confirmed that it has two cars ready and a load platform that allows recharging up to 400 kilometers of autonomy in five minutes. They get it, on paper, Delivering 1 MWh of sustained power. At the time we explain that it would be necessary to do to what extent it is true to recharge 400 real kilometers in five minutes. Keep in mind that the Chinese homologation cycle is much more lax than the European WLTP that, in fact, It does not completely reflect consumption From electric cars at highway speeds 120-130 km/h in the vast majority of European countries. With such a power, yes, the data is almost irrelevant because to fill 400 kilometers in five minutes it is possible that very little more time is needed. Of course, you have to have some conditions into account. The first is that, Assuming a consumption of 20 kWh/100 kma figure that is not especially good or exceptionally high, it would be necessary to fill the battery with 80 kW to make those 400 real kilometers of autonomy. This implies that a much larger battery is needed. Keep in mind that the loading power decays substantially when the battery goes from 80% capacity to protect from excessive degradation. The usual thing is that the cargo peak arrives, at least, after the first 10%. Therefore, filling 80 kW from 10 to 80% of the battery capacity would imply having about 115 kWh capacity under the body. In addition, the charger must be able to supply this power during those five minutes without resenting the least. The load should be, at least with a power of 960 kW. An absolutely unknown figure currently in European loaders. For Mercedes it makes no sense And they are probably right. Although those 400 kilometers of autonomy in five minutes sound especially good, what they say in Mercedes is that a stop to fill a gas tank involves stopping about 10-12 minutes on average. And that is where you have to point. In order to load that amount of kilometers, huge infrastructure is needed around each electric car. Byd will have to display your own loaders And only a few cars can assume that stream of electrical power. To get an idea, a Tesla Model and Juniper It has the capacity to recharge its batteries at 270 kW (about three times) and a Porsche Taycan, one of the models with the best figures on the market, “only” admits 320 kW of power in a recharge. With 320 kW of power, Porsche Taycan only needs 18 minutes to move from 0% battery to 80%. With that 80% battery, which has a useful capacity of 97 kWh, it should be able to make the aforementioned 400 real kilometers. If we add that the driver will never arrive with 0% battery to the load point … it is expected that with the appropriate charger the Porsche Taycan receives that amount of energy in 15 minutes more or less. According to Mercedes accounts, there is hardly any difference with what would take time to fill the deposit. In fact, I encourage anyone to think how long it takes to make a stop during a long trip with a combustion car. I do not talk about sitting down to eat, maybe or to ask for coffee, enough to go to the bathroom. I doubt that the driver has to “wait for the car” in that case, it is very likely that little by stretching his legs he has the battery ready to continue again. And we are not talking about 200 kilometers, we talk about replenishing 400 kilometers in just over 10 minutes. However, Mercedes gives relevance to the development of this type of rapid recharges. “It’s key,” says Cornelia in the podcast. “It’s an amazing advance, The industry will follow its example“, But stressed that” there is only a limited number of use cases in which such a fast recharge really makes sense (…) If you go to the cinema, you do not need a 1,000 kW load. You need something that lasts two hours. If you go to a cafeteria, you may want something faster, but it is still a 15 -minute stop to enter and leave. “ In spite of everything mentioned above and although Mercedes has recognized us That they prefer to focus on efficiency and low consumption or a greater and better density of their batteries, it is true that Byd’s advance is very interesting. First for the company that allows you to have an added value in the process of purchase of the next electric car of a potential customer, As the Tesla charger has meant in the United States. But, also because it offers support and security to the customer. You may never use it very counted throughout the useful life of the vehicle. What happens with these extremely powerful chargers is the same that happens with the Autonomies of 1,000 kilometers In an electric car (exist or not). In practice they are not necessary but help strengthen the security of those who adopt the new technology because blur your barriers With what it is to drive a combustion car. In spite of everything, one thing must be very clear. Until now, what is presented by ByD is an advance for China with two very specific models, it is not something that will reach Europe … Read more

Before being from Spain, Madrid was the unlikely capital of another kingdom located thousands of kilometers: Armenia

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TO Leon v History played a bad pass. And that, by Carambolas of Historyended up turning Madrid into the capital of a kingdom located more than 3,000 kilometers away, south of what is today Türkiye. Sounds crazy, but if something is the story of León V (1342-1393), the king without the kingdom, stripped of his crown just a few months after ascending to the throne of The little ArmenianIt is precisely that: strange. After all, in just a few years he went from monarch to reo, from reo to “Mayor” of Madrid and finally lord of a French castle. To know its history we must go back to the Middle Ages and travel to the Anatolia Peninsula. There, in the region of CILICIA The XI and XIV centuries extended Little Armenianor Armenia Cilicia, a kingdom formed by refugees who had fled from the Selyuk invasion of Armenia. It was not particularly large, but a prominent role as an ally of the Crusaders and Christian bastion was played. León V (the brief and insistent) Or so it was at least until the time of his last sovereign, Leon V of Armeniawho barely had time to accommodate on the throne. The unfortunate was crowned in SIS in September 1374but just a few months later, in 1375he saw how the Egyptian Mamlucos took the capital. For him it was the end of his days (few) of glory. From the amenities of the court he became a prisoner in Cairo. There León spent a year, two, three, four … and so up to seven long springs deprived of liberty, during which lost his wife and daughterwaiting for some sovereign of Christianity to get close to their bad luck and pay their rescue. Little served. It did not matter to appeal to the charity of other kings or the church. The fate of León V only changed thanks to the mediation of the Franciscan Juan Dardel, who knew how to press the right rope with the kingdoms of the Iberian Peninsula. It is said that the situation of León v moved enough to Juan I of Castilla as if to decide to intermediate in favor of the former sovereign of the little Armenian. The truth is that in 1382after seven years of captivity, León V regained his freedom and abandoned Cairo. What could a King do without the kingdom? What would time dedicate a monarch to whom he had given time to savor the throne of the throne? León had no doubt. He wanted to recover his crown. And for this purpose he undertook an international campaign in search of support. That long journey ended up taking him to the Iberian Peninsula. More specifically to Badajoz, where he met the hospitality of Juan I. upon his arrival León V met with Honors and gifts Gold, silks and jewelry, but not what I was looking for: help to recover the throne of SIS. Instead, the Castilian monarch offered him a curious (and generous) entertainment: he granted to the sovereign of Cilicia the manors of Madrid, Andújar and Villareal (Ciudad Real) “with all his breasts and rights and income.” As if that were not enough, he added an annual income of 150,000 maravedíes. So and against every forecast León became a tenant of the Real Alcázar de Madridconferring on the villa a new (and unlikely) range: The informal capital of the small Armenian. After all, the heart of a kingdom was where its cut settled. There was even more than a century and a half so that, in 1561Felipe II set his in Madrid, turning her into the capital of her domains. One thing was, however, the good harmony that Juan I and León could have and another very different than the Madrid were funny to be under the government of a foreign man who did not know and that nothing knew about his land. We know it because the anger of the town soon inspired some scathing and sharp coplillas On the Armenian sovereign, like the one he cried: “If the town was Silva, the lion would keep it, more is Castilian land, we do not want such a lord.” “They say that a Lord comes from Armenia, guide us God of such real favor,” he proclaimed Another of the topics that were singing on the banks of Manzanares. It was little for León to try to win the favor of the people down or send Real Alcázar. Juan I soon made it clear that the assignment of the villas was a timely gesture limited to the ancient Armenian sovereign, so that the title would not pass to his heirs. After the arrival on the throne of Juan I’s son, Enrique IIIthat link between Castilla and the Armenian It would blur even more. The reality is that León’s main interest seemed to be far from Manzanares, Castilla or the Iberian Peninsula. Although a few years had passed since his departure from SIS and despite his years of captivity in Cairo, there was an idea that was still obsessing León V: recover his kingdom. That was his great goal. From Madrid I had it difficult, so Leon soon packaging his things and going first to Navarra and later to France, where he received a not very different response to that of Juan I of Castilla. Carlos VI dedicated Good wordsostentatious gifts that included the assignment of the castle of Saint-Ouen … but nothing that allowed him to head an offensive that returned it to the court of SIS. The sovereign ended up dying some time later, in 1393, with about 51 years, without having reached his dream. In Paris he died. And in Paris he was buried. Before, yes, he wrote one of the most curious chapters in the history of Madrid, a city that over the centuries left him a peculiar and fortuitous? Tribute: His memory is linked mainly to the old Alcazar, where León lived several months Between 1383 and 1384. Armenia are far … Read more

Filling a Tesla Cybertruck with solar panels only costs $ 10,000. Its owners now have 7.5 kilometers extra of autonomy

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We said when the Cybertruck tesla was presented than the larger and more disruptive electric car of Elon Musk’s company arrived with a Important overpricing and with less autonomy of the fiancee. Since then, sales have grown at an irregular pace. For a time it earned him to become The best -selling luxury vehicle In the United States but a few months later he found that they were not going to be able to continue selling the electric pick-up above $ 100,000 for an indefinite time. What is clear is that Tesla Cybertruck has become something like an “image vehicle.” It is not a purchase based on rationality Well, it is not the most comfortable car and, Not much less, the most capable outside the asphalt. It is a purchase that aligns the driver with the most outgoing facet of Elon Musk’s products. Part of the interest raised by Tesla Cybertruck is in its ability to adapt, supposedly, to any circumstance. His facet has been highlighted to spend a few days in the field (although his finishes to camperize the model Leave much to be desired) and has unleashed the imagination of the owners to the point of transforming it into A tower with wheels and metrallet. And with that last purpose, that of carrying out something unexpected, a company has proposed to increase the autonomy of electric car based on putting solar panels distributed throughout the body. It doesn’t seem the best idea. An extra ridiculous at a very high price The transformation of this tesla cybertruck It could be seen live During the past Ces of Las Vegas. There, the company Sunflare Solar presented the electric pick-up wrapped in flexible solar panels that aim to expand the completely electric autonomy of this electric car. Or, rather, we should say that the case may be free of charge for a few kilometers. Few, if we take into account the price of the transformation and the results that are presented in the best conditions. According to the company’s accounts, collected by Electreck, Sunflare aloner promises to be able to travel a few extra kilometers daily for the modest price of $ 10,000. They believe that with their flexible panels distributed throughout the body can be obtained up to 1.5 kW extra daily. Assuming a consumption of 20 kWh/100 km, we would be talking about just 7.5 kilometers. The figure is far from what Elon Musk who before launching his Tesla Cybertruck mentioned that it would be offered with the option of adding solar panels on the roof that would deliver up to 25 kilometers of extra autonomy. Something that, obviously, has not occurred. Who could make sense for? Well, we could imagine that if we want to camp using the Tesla Cybertruck for our trip we can always use the vehicle to feed different devices. In that case, 1.5 kWh of extra power will always be of great help since we will not be draining the battery at all. In fact, to the company that has presented this option specialized in the use of solar panels in the roofs of the homes but, also, On the ceiling of camperized vehiclesFor example. Of course, we must bear in mind that we are talking about an “improvement” that costs $ 10,000. And, to this we must add that the electric car was sold as a kind of vehicle to the proof of any damage. Its body, of steel, is designed to not suffer with the blows and cover the entire body of solar panels is to buy all the ballots to leave us good money if someone brushes our vehicle. The effectiveness of solar panels in vehicles is a pending task. At the moment, no one has managed to get a good enough performance for it to deserve to invest in technology. Manufacturers like Mercedes continues to study their possibilities But, until now, everything has remained in an auxiliary element for feed electrical devices of the vehicle without increasing consumption so the profit is minimal. Photo | Tesla In Xataka | The owner of a Tesla Model and has filled his roof of solar panels to load “up to 100 km”. It is not a good idea

France has thousands of kilometers of unused train tracks. So you are covering them with solar panels

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Solar panels and wind turbines have placed us in a complicated decision: aesthetics or generating electricity? Beyond Impact on living beings of the environment in which these renewable projects are installed, it is undeniable that They have a huge visual impact. That’s why, New transparent solar panels for windows or hide them on roads They sound like a great idea. In Switzerland they have developed a project for Place solar panels on the train tracksand now France has copied the idea. Invisible panels. With the name of ‘Solveig Project’, the French rail operator SNCF It has developed, through its Arep subsidiary, a project to create a solar plant that can be deployed on the roads that the company controls. They explode about 32,000 kilometers of lines, so, if the project is successful, the potential is huge. The idea is simple, but ingenious: take advantage of the rails to install solar panels, while batteries and investors are stored in modular containers. For now, Solveig is a pilot project that has started with the installation of eight solar panels at the Achères Technical Center, where they will be tested for six months. Facilities. Having a storage solution such as containers, which include investors and batteries, it is possible for the company to transport these assets as far as it is needed. It also facilitates their installation. As Comment the Director of Innovation of AREP to PV Magazine, the development of a photovoltaic panel transport system through ISO containersas well as its installation on the roads, “it facilitates both the deployment of the panels and the reversibility of the installation.” The operation does not require a complex installation, since a mechanical arm is responsible for downloading the panels, which are subsequently fixed to the tracks to prevent the wind from moving them. And, being temporary, does not require foundations. In addition, the containers are modular and the rail infrastructure is not compromised. Self -consumption. The idea is that this solar solution feeds the internal consumption needs of SNFC, as well as local uses around the facilities. The potential is gigantic, but, although AREP considers that it is possible to export this solution to both Europe and the rest of the world, we must wait to see the results of the pilot project. In addition, the idea would be to implement this system in out -of -service railways, all to add energy to the network that operates SNCF, since 80% of the national trains of the same work with electricity. In addition, he has the commitment To deploy 1,000 MW for 2030, and fill the panel tracks would be a good support. Next steps. The following steps of the Solveig project will focus on improving system efficiency and reducing costs to make it viable on a large scale. Although there is still no definite calendar for industrialization, the potential is evident: SNCF has more than 113,800 hectares of operational land that could become authentic solar parks over rails. In short, if the project gives good results, it is only a matter of time before more countries are uploaded to this new “train” of renewable energy. And, speaking of Switzerland, they are very committed to not shaving their green fields and, apart from the panels on the train tracks, also They are installing them on road walls. We just hope this experiment Do not leave like the one on the solar roadalso in France. Images | SNCF, Arep In Xataka | The bats of Spain live times of uncertainty. The reason, according to the CSIC: the wind turbines

There are 2,838 kilometers of high risk and these are its locations

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In 2024, 1,154 people died on Spanish roads, according to DGT data. It is the highest figure since 2018 and slightly higher than 2023 when 14 deaths were counted less. According to traffic accounts, 323 of these people died in rapid accidents and 831 deaths were counted on secondary roads. These ways are traditionally the deadliest. Although it is mandatory to drive more slowly and You can no longer exceed 90 km/hthe characteristics make an error paid. The road out It is still the main cause of death, with 479 deaths, followed by the frontal collision, with 252 dead. Both circumstances are common in accidents with fatalities on this type of roads. In recent years, the DGT has focused on the Mobile phone usedistractions And the speed. But from other organisms they also try to reinforce other ideas: the maintenance of some concrete roads or sections is insufficient. To do this, Race makes a report called Evaluation of the accident on the state road network. It analyzes which are the most dangerous sections in Spain and adjusts its accidents depending on the volume of traffic that goes through them to understand where it is more likely to suffer a fatal accident. The most dangerous routes in Spain According to the data collected by Race, 2024 was a bad year on Spanish roads. They point out that in Spain there were 3,510 fatal or serious accidents (there has been some fatal victim or some person has been seriously injured). It is a rebound of 17.51% compared to 2023 when 2,987 accidents that met these characteristics were recorded. The data is the highest since 2020 and breaks a downward trend which had been producing since 2009. In the last 15 years, only in 2019 there was a small increase in these accidents compared to the previous year and was only 0.30%. All these data are analyzed by Race who cross the number of accidents and their severity with the number of vehicles that circulate in that same section. In addition, they take into account some additional characteristics such as the maximum permitted speed limit, if the senses of the march are physically separated or the number of intersections and if they are at the same level or at different levels. Adding all these variables, a number that indicates the risk level is achieved. The highest corresponds to a value above 90, qualifying these sections as a high -risk section and where it is more likely to suffer an accident. The second range ranges from 53 to 90 points and is qualified as a medium-high risk section. Below, there are medium, half-low and low risk sections. Taking all this into account, Race ensures that 9.2% of the Spanish road network can be qualified as high or medium-high risk. In total, they total 2,838 kilometers distributed throughout Spain. Of these, 1,411.66 kilometers enter into the stretch category with a high risk of suffering an accident. The risk is much greater when we enter conventional roads. According to their data, there are 153 sections in Spain where the risk of suffering an accident is high, representing 8.37% of the kilometers that can be traveled by secondary road. And 148 sections are medium-high risk (8.10%). That is to say, 16.47% of the kilometers of a secondary road in Spain are framed within the medium-high or high risk category. With all these data, Race points out that the most dangerous sections of the Spanish roads (with more than 5 km in length and a average daily circulation greater than 2,000 vehicles) are the following: Road Home and End Autonomous Community Risk Index N-260 187,70-193.84 Catalonia 163.9 N-340 940.77 952.40 Valencian Community 159.7 N-6 516.30 523.40 Galicia 152.8 N-110 154.50 162.10 Castilla y León 152.8 N-345 0.00 7.20 Murcia 139.1 N-340 1,133,02 1,138.90 Catalonia 133.0 N-4 566.20 570.90 Andalusia 124.2 N-323 181,20 187.10 Andalusia 124.0 N-211 311,20 318.40 Aragon 118.8 N-111 234.70 244.60 Castilla y León 114.0 A-1A 40.60 46.60 Madrid 112.0 N-630 87.11 99.10 Castilla y León 111,1 N-630 556.50 565.30 Estremadura 110.7 N-631 0.00 5.00 Castilla y León 108.1 N-6 49.08 56.98 Madrid 107.4 N-325 9.00 20.15 Valencian Community 103.9 N-340 1,065.30 1,073.70 Catalonia 102.4 N-634 581.20 588.80 Galicia 100.1 N-123 8.00 14.60 Aragon 98.4 N-623 5.90 11.50 Castilla y León 97.7 N-123A 21,37 29.00 Aragon 94.5 Photo | Pricob ioan In Xataka | Spanish road numbers are not randomly placed: they obey a system that dates back to 1760

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