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

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

Spotify killed the record and the industry pivoted to concerts. Netflix killed cinema and the industry was left with a “space crisis”

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Never in history have we seen so many movies: the streaming It allows us to see several a week but, nevertheless, the movie theaters are empty. Literally emptier than ever in decades. We consume audiovisual content en masse, but not where we historically enjoyed it. Meanwhile, concerts have become the leisure alternative par excellence. Why do we pay hundreds of euros to go to a stadium with 50,000 other people, but not fifteen to see a blockbuster on the big screen? The answer lies in how we value physical space in the experience economy. Some figures. Let’s look at some box office figures: the summer of 2025, traditionally the most lucrative season in the industry, has been the most disastrous since 1981 adjusted for inflation. There is no dream of returning to pre-COVID figures: in October 2025 in the US, only 445 million dollars were raised, less than half of last October before the pandemicwhich exceeded one billion. The average viewer attended only 2.31 times to theaters in 2024, a drop of 33% compared to the 3.5 annual visits in 2019. In Spain, theThe 2025 data is equally dark: The total box office falls by 14% (almost 30 million less), and Spanish cinema itself declines by 2.5-3%. The author of this last study, Pau Brunet, expressly says that “the Hollywood fantasy is crumbling.” And the erosion is constant: Spain had more than 105 million viewers in 2019, which represents a loss of a third of its volume in five years: we are now at 71 million. Windows that don’t perform. The problem is so multifactorial that it is ridiculous to focus only on the drop in the box office to explain it. For example, we have the collapse of display windows: The pre-pandemic standard was 90-120 days in theaters, three or four weeks later in digital sales and then home formats and streaming. After the pandemic, these windows were reduced by more than 60%, and although they now vary depending on the studio, Universal and Warner leave a 45-day window for their most sought-after productions (it can be reduced to 17 days), with the exception of Disney, which operates them for 60 days. In any case, the rest of the windows have been shortened or disappeared, and it is common to watch a movie in streaming just a month and a half after its release in theaters. It is one of the main reasons why people have left the theaters: even blockbusters like ‘Wicked’ can be seen streaming just 40 days after their release in theaters. Even China. A few years ago, China was the market that seemed destined to save Hollywood accountsbut experienced its own collapse in 2024: the box office fell 23% to 42.5 billion yen ($5.8 billion), returning to figures from a decade ago. Attendance fell by more than 200 million viewers compared to ten years ago. One of the main reasons is the degradation of the theatrical experience: cinemas without air conditioning and without customer service staff beyond the bar, a characteristic that has been spreading to theaters around the world for years. The crisis has been going on for a long time. In reality, this fall does not have its roots in the streaming not even in the pandemic. The attendance of the American public had been falling since the sixtiesgoing from one visit per person every two or three months to just twice a year before the pandemic. The real price of admission (adjusted for inflation) has remained stable since the 1980s, but consumers have decided that they no longer want to go to theaters. The problem, as this Bain & Company study states The thing is that, for decades, the industry has placed all the emphasis of its production on pure content, but the films have ended up arriving home in a few weeks. Meanwhile, music has come to understand something fundamental: the value is not in the recorded content, but in the unique, unrepeatable event. The triumph of music. He Taylor Swift’s Eras Tour It closed in December 2024 after 149 concerts in 51 cities, ggenerating gross revenues of 2,077 million dollars. That is, more than the annual film box office receipts of entire countries (compare with the pyrrhic 71 million box office receipts in Spain in 2024). AND We’re not just talking about the concerts.: The average expense per attendee ranged between $1,300 and $1,500, including transportation, accommodation, merchandising and dinners. More than fans, they are tourists generating systemic economic impact. “Swiftonomics“has ceased to be a metaphor and has become a real analytical category in government economic reports. Beyond Taylor. Swift is not an anomaly. The global live music market generated $28.1 billion in 2023 and projections place it at $79.7 billion by 2030. That growth is equivalent to tripling the size of the market in seven years, while cinema struggles to recover the levels of a decade ago. What does live music have that cinema has lost? The term “funflation“: Consumers prioritize spending on memorable experiences even during periods of high inflation Festivals have capitalized on this logic: They sell identity, belonging and experiences that are impossible to replicate at home. Just the opposite of cinema: a film is exactly identical all over the world and once seen, the incentive to repeat it in theaters is minimal, especially knowing that it will be in streaming in 45 days. Reinvention is required. The cinema crisis is not a death sentence, but it is a demand for reinvention. Because the physical space of entertainment is not dying, it is being reformulated. The path that the music industry has followed by completely pivoting its business model with the disappearance of physical formats is the one that cinema has to follow. At the moment, theaters have not gotten the premium experiences right (sophisticated restoration, more comfortable rooms, improvements in image and sound quality), but that is because they still do not differentiate themselves enough from the domestic experience. Cinema needs its own Taylor … Read more

The creative death of Marvel’s MCU left a huge hole. One that in my case is filling WWE on Netflix

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Twice a week I like to live a cathartic experience, and it is something that I strictly adhere to since the beginning of 2025. WWE and Netflix they started a million-dollar collaboration (a decade at a rate of 500 million dollars a year) so that their star shows could be seen around the world. Gone are those weekend mornings in Four with La Bomba Batista, Rey Mysterio or Randy Orton who starred in the childhood of an entire generation, but thanks to the platform of streaming, nostalgia hits harder than ever by allowing us to experience nothing less than the farewell tour of the greatest of all time: John Cena. But beyond the trip to childhood, my religious weekly ‘Raw’ and ‘Smackdown’ have helped me realize that with a ring and a handful of wrestlers they are scratching the same part of the brain as I expected the MCU to activate during these last years. The interrelation of the character arcsinvincible enemies, unexpected turns of a hero and alliances on the horn is something that Marvel has lost since ‘Avengers Endgame’ and that I find almost every week in wrestling. All that is needed is a suspension of credulity that is generated by the cathartic nature of the slaps (choreographed, not fake) and by how dedicated the public is to an event that also has the added bonus of being held live. Perhaps it sounds ridiculous for those who have not known about this world for 20 years, or for those who have barely entered it, but once you are part of the wheel, it is difficult not to get hooked by multiple aspects: combats measured to the millimeter with a physical preparation from another planet, soap opera stories between the stars where the distance between reality and fiction is separated by a bad fall or a word out of the script, or demonstrations of aura with entrances like those of Penta either Roman Reigns. But everything has its dark side and, as often happens, being a woman places me (even more frequently) in a dilemma. 7 TRICKS to get the MOST out of NETFLIX Triple H is not spared either The eternal “separating work and author” that does not prevent the bitter taste in the mouth produced by wanting to see the new Woody Allen or Roman Polanski movie or refusing to continue reading to JK Rowling. And the WWE is an almost inexhaustible source of controversies that makes it very difficult to draw the line and be able to simply enjoy a high-quality show and wrestlers who give their all in vibrant fights. The WWE has suffered under the previous management of Vince McMahon and their continuous scandalsbut with the arrival in 2022 of Paul Levesque (known as Triple H for wrestling lovers, and also McMahon’s son-in-law) as the new content director, they wanted to sell a new post-Vince era, establishing a gender equality policy on the roster and moving away from wrestlers with whom racial stereotypes were promoted. Since the replacement took place, there is no doubt that the female presence has increased in WWE, and continues to do so year after year; In its annual report we can see that of its superstars a 40% are womenin front of the 35% from previous year. And not only does it increase in number, but in quality; offering us stories and combats that are often infinitely superior to those perpetrated by male stars on the roster. Names like Rhea Ripley either Becky Lynch They are the female reference and those who lead the way for new recruits. The combination of global streaming thanks to Netflix and the growing number of female talentshas been the key factor that has managed to boost the increase of this audience. And, already in the documentary ‘WWE: Unreal’, the creative director that high percentage stood out: “WWE women have become an integral part of what we do. 40% of our audience is female. So, when you start down the road to ‘WrestleMania,’ you try to approach it with them the same way you do with the guys, you approach the narrative in the same way. “However, at the same time, this reality is continually clouded by putting its stars against the ropes beyond the ring itself. And the figure of Triple H is not exempt from controversy either. It is not only that he has visited the oval office alongside Trump this summer to join the Presidential Council on Sports, Fitness and Nutrition, reminding us once again of the US president’s relationship with the world of WWE and, inevitably, being a reminder of what political side the company joins. Not in vain, when the worst of the pandemic forced bodies to pile up in refrigerated trucks, even in New York, the WWE was one of the first sports practices to resume thanks to an exemption from Republican Florida. But the bulk of the excesses during his mandate are directed at the female public. Wrestlers and female audience against the ropes The WWE, through a agreement with Saudi Arabia which began in 2018 with the celebration of one of its events in the Middle Eastern country, was added to the list of sports that participate in the sportswashing strategic to whiten the image of the regime. This agreement, reprehensible for all that it implies on a political and social level, becomes even more flagrant and uncomfortable if we highlight what it means directly for the women of the company. In those first three events since 2018, the participation of the women’s section was totally prohibitedneither could they compete nor, of course, were female audiences allowed. It seems that, therefore, with that agreement of 100 million dollars annually Triple H easily forgets about that high percentage of female spectators that he brags about. It was not until 2019 when the Saudi authorities, in a display of modernity, allowed female wrestlers to compete, as long as they wore wrestling clothing that completely covered their bodies. … Read more

keep driving on the left

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The one in Madrid is one of the most interesting subways in Europe and it is not even due to the work of coverage of your ticket vending machines not even because I’m going to remove drivers from L6. Nor for their pushersits controversial solution to minimize overcrowding. Since Alfonso At 294 kilometers long and with 302 stations, it is the ninth largest in the world. And in those more than 300 stations it hides historical particularities, such as the ghost station of Chamberí, converted into an air raid shelter during the Spanish Civil War and which remains intact and open to the public in the Platform 0. It’s not the only thing that hasn’t changed: The subway continues to circulate on the left. As a curiosity, some subway escalators are also arranged in that direction. A fairly common question if you are used to taking the metro in other cities, such as Barcelona or Paris, is the direction of the system’s circulation: in Madrid, the metro runs on the left, as does the London metro. That nod to Britishness is not accidental. When the Spanish civil engineers Miguel Otamendi, Carlos Mendoza and Antonio González Echarte were in charge of the design of the Madrid Metro, They were inspired by the London Undergroundadopting The Tube’s signaling and circulation standards. The metro network came before the highway code And it makes sense: at that time London was the world benchmark for suburban railways and, furthermore, there was no state traffic regulation that required driving on the right. Thus, for example in Madrid people drove on the left while in Barcelona they drove on the right. A side of the mayor of Madrid in 1924 officially decreed that they would drive on the right. However, a decade later the first highway code state. It doesn’t matter: the Madrid Metro had already been operational for years. The one of why in the UK we drive on the left It is an issue that has a lot of crumbs, but in short the historical reasons are two: war and comfort. Assuming that most people are right-handed, driving on the left was the best in case of having to fight an attacker that you came across head-on. You had a better angle of maneuver and your right hand was between you and the enemy. On the other hand, mounting and dismounting from a horse is also easier if you are right-handed and also safer, lowering yourself into the ditch. Likewise, when driving, accidental whipping of pedestrians was also avoided. Was Napoleon who changed this dynamic in the rest of Europe. Geographically and culturally, it would be logical to think that the Madrid Metro would have changed its orientation to align itself with the bulk of the old continent and current standards, but it did not happen. In addition, Madrid’s light metro lines do circulate on the right following the modern road system. Despite the adoption of the state traffic code that required driving on the left, the Madrid metro never changed direction. The Madrid Metro Network was and is independent of the state’s railway network, so in the 1930s they determined that it would continue to circulate on the left to avoid exorbitant cost which would mean in infrastructure and logistics the change of the installed signage, the reversal of the direction of travel of the trains and the pointers on the tracks and even how some stations were configured. In Xataka | Madrid wants to convert its least used Metro line into the “Gran Diagonal”. A 1,000 million project without a clear end In Xataka | Faced with daily collapses, the Madrid Metro could increase frequencies or put in “pushers.” He has chosen the second Cover | Photo of Martti Salmi in Unsplash

An order from Beijing has just left it on the brink of the abyss

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A Chinese attack on Taiwan would be “a situation that threatens the survival” of Japan. Sanae Takaichi, Japanese Prime Minister, said it on November 9, and it was the trigger for a diplomatic outbreak between the two nations which to this day remains very tense. One of its victims has been tourism. what’s happening. Following Takaichi’s statements, the Chinese government advised its citizens to avoid traveling to Japan and it seems that they have listened to him. They count in Nikkei Asia that the entire ecosystem of businesses that made a living from Chinese tourism in Japan is suffering due to this dispute. Some owners of accommodations that had the full sign posted have found themselves with massive cancellations and the Chinese restaurants in the most touristy areas are practically empty. Why is it important. It is an example of how tensions between China and Japan quickly translate into very concrete economic impacts. Most of Japan’s tourism comes from China and has created an entire industry around it called “yitiao long”, which translates to “a dragon”. It is estimated that it moves around 54,000 million euros per year. the dragon. It is the name given to the tourism industry for Chinese citizens who visit Japan. They offer itineraries, restaurants, transportation, entertainment, accommodations and much more. The peculiarity is that the services are offered by Chinese-owned businesses, so everything is done in the same language and they even use Chinese payment systems to avoid having to change money. The fact that they are businesses so oriented towards Chinese clientele makes it difficult for them to pivot towards other nationalities. Tensions. China’s request not to travel to Japan has not been the only consequence after the prime minister’s statements. China has also pressed threatening aerial maneuvers and the decision of leave japanese zoos without pandasa measure that may seem trivial but has a great background. Goodbye to ambiguity. China’s response to the Japanese Prime Minister’s phrase may seem excessive, but Takaichi’s phrase implies several important details. The first thing is that it breaks with the tradition of previous leaders, whose position on Taiwan had always been ambiguous. On the other hand, the mention of the “survival-threatening situation” is not trivial. It refers to a legal figure that would allow Japan to use force in the event that China attacks Taiwan, even if it does not attack them directly. Image | Gije Cho, Pexels In Xataka | The United States may win the AI ​​race, but its problem is different: China is winning all the others

Europe has left a crack open to using combustion engines in 2035. It is a goal pass to China

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The European Commission has spoken. Now it is up to the rest of the European organizations to buy the proposal. Everything indicates that this will be the case and that we will have a relaxation in emissions standards in 2035. One that points to very expensive combustion engines and highly electrified options. Options in which China leads. The approved. First, we must start with what has been approved. It is the proposal of the European Commission regarding the emissions targets that manufacturers must meet in 2035. This points to a slight reduction. With the 100% reduction in carbon emissions that was approved, the combustion engine was almost doomed. Why does an electric car have less autonomy than advertised? And it is that only those moved by efuel they could work if they were carbon neutral. With the changes, the average emissions of the manufacturers’ fleet must move in 11 gr/km of CO2. These are figures almost impossible to achieve for any car that is not purely electric. Therefore, most options involve selling the vast majority of electric vehicles and a touch of combustion. Expensive and exceptional. Combustion cars “will become the Swiss luxury watches of the automotive industry.” The words are by Matthias Schmidta market analyst who points out that the rule is nothing more than a “Porsche amendment.” This explains the exceptional nature of the combustion cars that will be sold on the street. And the use of “green steel” and synthetic fuel, produced in Europe, will be key to receiving emissions bonuses that increase the average CO2 allowed to each manufacturer. Requirements that, presumably, will make the cost of the car even more expensivewhich will have to be passed on to the end customer. That leads to two paths. One, as we say, is to offer a few very expensive combustion cars as a status symbol. The second aims to sell exclusively electric cars. Or, if necessary, a type of plug-in hybrid called extended range electric. A type in which, again, China has the lead. The extended range. The extended range electric car is a type of car designed by and to be used as an electric car. The objective is for it to be supported by a combustion engine but only to be used as an emergency measure. Mazda sold us the MX-30 R-EV using this name but the cars of 2035 will have to go one step further. And it is that the SUV electric Mazda plug-in hybrid It already approves 21 gr/km of CO2, a figure that will skyrocket when the new approval criteria come in. The alternative for those looking for a car with a combustion engine for peace of mind or because their needs demand it will have to go for a type of extended range electric vehicle forgotten in Europe. This extended range is what was already proposed with the BMW i3 REX. The BMW electric car, ahead of its time, did have a combustion engine but it barely had 38 HP and was supported by a 9-liter tank. Because the fundamental idea is that the engine would act as an electrical generator in emergency conditions, when the battery had run out and there was no outlet nearby. China, always China. This type of car is one of the few with combustion engines that aspire to be relatively affordable. Right now, in the Spanish market, the best example is the Leapmotor C10 REEV. This car, as in the case of Mazda, has a 50-liter tank for an 88 HP engine, but its usage pattern has allowed it to approve 0.4 l/100 km of consumption and 10 g/km of CO2, a real rarity in the market. Given this expected increase in the approved emissions figures, this type of car will have no choice but to expand the battery (in the Leapmotor it is only 28.4 kWh) and reduce the gasoline tank. While maintaining its operation as a pure electric vehicle and, if necessary, as a series hybrid. This technology is used by many cars in China. In this list you have the most purchasedamong which are cars of all price ranges. We find cars like himLi Auto L6 EREV with 212 kilometers of electric autonomy but that extends over a thousand thanks to its combustion engines or the Aito M9powered by Huawei. BYD with its YangWang U8 It shows that there is a market for all types of options. The series hybrid. If the Leapmotor manages to reduce its consumption and emissions to such low figures with a 50-liter tank, it is largely because of how it uses its technology. China has specialized in serial hybrids, a small rarity in Europe. Toyota, for example, combines the technology with the parallel hybrid, where the combustion engine can drive the wheels at the same time as the electric motor but separately. In a series hybridthe gasoline engine works as an electrical generator that provides electricity to the battery. The electric motors draw power from this. And the hybrids that are coming to us from China, both plug-in and the Omoda 9 SHSas non-pluggable, as the Omoda 5 SHS-Happly this system to try to improve their efficiency. What they achieve is that the combustion engine operates at a speed range that is considered optimal, where they deliver the greatest power with the lowest possible consumption. When more power is needed, the car can deliver it and increase the engine revolutions but they try by all means to prevent this from happening. The driver, for his part, has the feel of an electric car, with less noise and vibrations, which is a plus in comfort. One more time. As we say, these cars will have to increase their electric range and reduce their gasoline tanks to operate very punctually with this system and reduce emissions, but again China is one step ahead of Europe in this technology. Leaving the door open for this configuration to be an interesting alternative to have a minimum safety net with … Read more

V-16 beacons run the risk of being left without connectivity if their manufacturer goes bankrupt. Don’t worry, there is a solution

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You may have read it on social networks: you buy a connected V-16 beacon, you go years without using it and, before you know it, the company that sold it to you has gone bankrupt, has stopped paying for its servers and now you have a nice paperweight because, without connectivity with DGT 3.0, that beacon has become illegal. It’s true? No. Plain and simple. When we buy a connected V-16 beacon, the manufacturer assures us that the connectivity is guaranteed for at least 12 years. The manufacturer may offer more connectivity time, as an incentive to purchase, but it cannot offer less. This, like the luminosity of the beacon or the 30 minutes that it must be in operation for at least, is one of the demands that Traffic has set to manufacturers so they can sell their beacons and we let’s buy them with enough peace of mind to be following the rules. Sure, but… what if the company goes bankrupt? It is one of the questions that some users have asked and that has been answered by accounts on social networks like Twitter. It is stated that when a connected V-16 beacon is activated and the required 100 seconds pass, the following process is launched: Protocol A: the beacon sends the data exclusively to the manufacturer’s servers Protocol B: Data leaves the manufacturer’s servers and is forwarded to the National Access Point for Traffic and Mobility Information which is where all activations and any other type of emergency are reflected. The response points out that, in the event that the manufacturer stops selling the connected V-16 beacon, the connection would be broken and therefore we would be left with a luminous paperweight because without connectivity that light is not legal. Insured. To confirm these details, we have contacted some of the companies that manufacture or sell these types of beacons. César Basterrechea explains to us from Atressa Automotivewho have their own beacons, that the information is not true and clarifies what would happen if their company went bankrupt and stopped paying for the beacons. First, he points out, the manufacturer has to register in DGT 3.0 and request a connectivity license. When this requirement is met, the following happens: “My operator sends me the data generated by one of my beacons through an APN and which is protected within a private VPN, the information reaching my Cloud once received, we send it through a VPN with a digital certificate to the DGT 3.0. If my company closed tomorrow, my operator would redirect the data emitted from my beacons to another APN of its own and through its own VPN it would send the data to the DGT cloud” With these words he explains, therefore, that it is the operator that offers its support if the company stops paying for the servers and, therefore, cannot offer the service. They confirm it to us. Asked to the other party, the answer is the same. In Xataka We have contacted Orange, an operator that offers connectivity in different connected V-16 beacons on the market. The company confirms the above, although it points out that, exactly, it is not that the operator keeps the servers of the bankrupt company, it only guarantees that the signal reaches DGT 3.0. “The communication architecture has been defined so that there are two ways to send the data to DGT 3.0: through the manufacturer’s cloud services (which must always be used if there are no incidents) or directly from the operator if the manufacturer’s cloud service is not operational (manufacturer bankruptcy or massive drop in its cloud service)” It’s not easy. The truth is that although we have confirmation from this beacon manufacturer And getting there is not easy. In the Resolution of November 30, 2021 which details the requirements that a V-16 beacon must have connected to be valid, it specifies that the manufacturer must have support to offer the service if it cannot be performed, but nowhere does it specify whether this company should be the operator, as Atressa Automotive tells us. This text explains the above-mentioned details of protocols A and B. Subsequently, the following is stated: The implementation of a device with these characteristics requires having a standard channel and a common language. Additionally, defining this standard also makes it easier for a third party to perform these functions if necessary due to the existence of a problem in the information systems of a manufacturer. The data model that the messages that V-16 devices send to their manufacturers’ information services must comply with is defined below. a hoax. Although with the connected V-16 beacons we have had a lot of controversy and we know that there are even those who has demonstrated cybersecurity risksThe truth is that this time we are facing a hoax. The DGT has actively repeated that when we buy a connected V-16 beacon we are guaranteed access to DGT 3.0 for 12 years. And although the protocol does not clearly detail whether a specific company must take charge (operators, other manufacturers…), it does specify that it must guarantee backup to keep the service active. Photo | DGT In Xataka | V16 beacon without eSIM or connectivity: what the DGT says about them from 2026

Gemini 3 has left all its competitors behind. It’s Google’s definitive punch to the table: Crossover 1×32

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Three years ago, panic on Google. The launch of ChatGPT made Google will declare a “code red” before an AI model that proposed a clear revolution and a clear threat to the search business. Sundar Pichai began to make moves, but the truth is that the first movements with Bard They were disastrous. There were more problems and blundersbut since then Google’s trajectory has been spectacular, and its AI models have not stopped achieving success. We saw it with Gemini 2.5 Pro and with Nano Bananabut now they have proven it again with Gemini 3which has managed to become the model with the best features in most areas, at least according to the benchmarks offered by the company. It is somewhat surprising, especially considering that OpenAI seemed to have controlled the market with a ChatGPT that continues to be more popular but is little by little being cornered by the competition. In fact Google seems to be doing everything right lately in this area. DeepMind is the great reference for “serious AI”and Google’s enormous resources—which has its own cloud, its own chips, and its own model—point to a bright future for this company. We talk about all of this precisely in this episode Crossover 1×32 in which we review those hesitant beginnings of Google and how the company has managed to get rid of its fears to bet everything on AI. That in itself is surprising, because that bet is also risky for them. Exciting times! On YouTube | Crossover

AVLO’s departure from Madrid-Barcelona seemed like another problem for Renfe. He has left us an unexpected winner

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August 2025. The summer had started out average for Renfe and ended even worse. After an exchange of information, Renfe accepted that some Talgo AVRIL trains had suffered cracks in their structures and that they were being taken out of circulation, with the consequent suspension of service. And, of course, that has had consequences for travelers. Goodbye AVLO, goodbye. Everything ended up precipitating in the last days of August but the origin must be sought a few days before. At the end of July, Renfe paralyzed by surprise the sale of tickets for the AVLO service. The news was given from The Economist: AVLO trains had suffered cracks in their cars on the Madrid-Barcelona line. A few days later, Renfe confirmed this fact and began to apply a temporary solution. The idea is that the trains would continue running but reducing traffic speed there where it was believed that the trains had cracked. Some leaked photos Already in August they demonstrated the seriousness of the events. Renfe decided withdraw AVRIL trains of the service. And days later he ended up suspending the AVLOs. September. It was a strange month for Renfe. The company maintained the AVLO service in the early stages, but in the absence of finding a solution, it ended up canceling. relocate passengers of the service low cost of the company on the AVE. That is, a kind of upgrade to travelers who already had their ticket for beyond September 8. That put the company in trouble. Or at least that was the first reading. Since then Renfe does not compete directly against Ouigo and Iryo. Without a cheaper service, the Spanish company was left without the possibility of competing directly against foreign companies. However, it does not appear to have directly affected their results. How has it affected Renfe? If we take into account the latest data from the CNMCwhich refer to the months of July, August and September, we could say nothing or very little. Renfe Viajeros (which adds data from AVLO and AVE) has increased its occupancy by 4%, the number of travelers has increased by 0.6% and they have increased the use of rolling stock by 1.6%. Regarding prices, Renfe has also won. And the company has managed to increase the number of travelers despite an obvious increase in ticket prices. The AVE cost 70.58 euros on average, 13.3% more than in the same period last year and AVLO went to 51.35 euros, repeating the same growth. Retail. But what interests us most about this period is how prices behaved when AVLO was not available. In the month of September, AVLO prices dropped but let’s remember that they were only available for very few days. Instead, Renfe only offered AVE tickets. And they were shot. In September, service prices premium increased to 75.11 euros. It is 11.4% more than the previous month. But above all, it is a price 17.4% higher than that of the same month in 2024 when there were four companies available on the market. Beyond Renfe. Curiously, the one who performed the most in this case has not been Renfe. Iryo is the company that has increased prices the most in this period. With an average ticket price of 63.82 euros, the company seemed to have positioned itself between Ouigo and Renfe, offering an alternative halfway between both services. However, the absence of AVLO in the month of September must have triggered the demand for Ouigo and Iryo. This is the only way to explain why the Italian company raised the prices of its routes to 74.13 euros in that month, just one euro less than the AVE. Year-on-year growth that month reached 83.5%. For its part, Ouigo also raised prices but remained on a somewhat more contained line. In the quarter, the average ticket price was 51.86 euros, which already represents a growth of 20% compared to the previous year. In September, however, prices remained at 52.20 euros, slightly below the month of August but, yes, 30% more expensive than in September 2024. The complete photograph. Expanding on everything that happened, as expected, AVLO’s departure from the Madrid-Barcelona corridor has only increased prices. It is something that we were already beginning to suspect and that was logical if we take into account that it is the corridor with the highest occupation and use of the line. In fact, the latter exceeds 84% ​​and remains around 10% above any other high-speed corridor with liberalized services. It is the perfect environment for passengers dynamic prices suffer. Photo | Xataka and Logan Armstrong In Xataka | Renfe is selling its AVLO for 7 euros in Andalusia: it is the new battlefield in the price war against Ouigo and Iryo

A British MP did not have permission to build a house in the countryside so he was left with only one option: dig it up

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Housing is one of the main problemsnot only because of the scarcity that makes its price skyrocketsbut because, even if you already have a plot on which to build the house of your dreams, urban planning and environmental legislation will not always allow you to build it. That is precisely what happened to British MP Bob Marshall-Andrews in the late 90s, when he wanted to build a house with sea views in Wales, but faced a huge dilemma. Environmental regulations did not allow him to erect any buildings since it was a natural space. There was only one way out so that your home was legal: dig it out. A house in a hole with sea views As and how did he count Wales Onlinelawyer and Labor Party MP Bob Marshall-Andrews and his wife Gill wanted to escape the bustle of the city and enjoy the leisurely pace of the waves crashing into St. Bride’s Bay on the Pembrokeshire cliffs in the far west of Wales. For years, he and his family had been spending vacations in an old military barracks. on Druidston Cliffuntil the structure began to deteriorate and the need to build something new became apparent. That’s where his problems began. The land of the MP and his wife Gill is located about 150 meters from the sea, in the heart of the Pembrokeshire Coast National Park, a protected area since 1949 that covers more than 300 kilometers of coastline with cliffs, open beaches, sheltered bays, marshes and dunes. In this environment, the authorities have been traditionally very strict: the neighbors considered practically impossible to obtain permission even for small glazed extensions in existing houses. To comply with the regulations and still stay in that place, the only way was to literally hide the new house underground, excavating the land and taking advantage of the natural ridge of the cliff as part of the construction. The idea came from his son Tom, who thought it would be a good idea to integrate the house into the landscape by excavating it between two hills. The result was Malatora semi-buried house, almost invisible from afar, which today has become one of the most striking examples of architecture integrated into the landscape of the Welsh coast. So much so that it even has your own reference on Wikipedia. A crazy idea that ended in genius The British parliamentarian left the commission to the architects Jan Kaplicky and Amanda Levetefounders of the Future Systems studio, had a central premise: to obtain legalized housing that would not give arguments to those responsible for the park. to deny license. To avoid any feeling of privilege towards a parliamentarian, the project was planned from the beginning as a construction that would not compete with the landscape, but would hide in it and reduce its visible impact to a minimum, just as Tom, the son of the owners, had proposed. Thus, the architects chose build downexcavating the hill instead of raising a traditional construction, so that the house will be buried under a cover of earth and grass that continues the shape of the hill. This strategy is reminiscent of ancient techniques from northern Scandinavia, where layers of earth and grass were accumulated to form thick walls with good thermal inertia and great camouflage capacity in the terrain. The designers were inspired by the wing section of an airplane for its visible part. The façade facing the sea is resolved with a large glass plane and portholes, while the upper part and sides are buried and covered with grass and vegetation, so that from the park path the house is perceived as a simple mound covered with grass. This extreme integration with the landscape It was decisive for the local authorities to give their approval, since the construction does not break the undulating line of meadows and bushes nor does it introduce visible plot limits, fences or gardens separated from the rest of the park. Furthermore, technically, no construction had been “raised”. Inside, the curved floor plan is organized around a central fireplace, inspired by the great medieval halls. A large semicircular sofa and prefabricated walls that separate the rooms of the house without touching the ceiling, reinforcing the feeling of continuous space. Respect for the environment was taken to the extreme even during its construction, as many of the internal elements, including the bathrooms, were manufactured in workshops and brought in small pieces to the plot. A decision designed to reduce heavy truck traffic to a minimum on a narrow road adapted to the orography of the cliff. The house soon became popular in the area and, given its peculiar design, the locals have baptized it as “the Teletubbies house” due to its resemblance to the half-buried house from the children’s series, a nickname that its owner receives with humor. In Xataka | Of all the places there were to build a $400,000 house, this millionaire chose the most unusual: in a tree Image | Geograph.org (Cered, Deborah Tilley, Simon Mortimer, Michael Graham, Dave Challender)

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