Maintaining

Samsung has insisted on maintaining the identity of the S26 Ultra. The price to pay is the battery

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The Samsung Galaxy S26 They’re here, and to no one’s surprise, they’re extremely similar to last year’s. The time of having new mobile phones that are clearly better than those of the previous generation has long passed and we have seen that most of the new features come from the software side. Even so, in this family we see improvements in one of its models: in the S26 Ultra. Improvements in cameras, in power with the Next generation Snapdragon and one privacy screen which still seems like a magic trick to me. It also has a battery from the past: 5,000 mAh when China is betting on figures of 6,000 or 7,000 mAh. And there is a very simple explanation that has nothing to do with Samsung’s conservatism: you can’t have everything. And if the Galaxy S26 Ultra wants to maintain its hallmark, which makes it different in a calendar full of mobile phones that are very similar to each other, it must make sacrifices. I’m talking about the S-Pen. The sacrifice of the Galaxy S26 Ultra that… makes sense We are not going to fool ourselves: Samsung, Google and Apple are three companies that are being too conservative both with battery capacity and loads. They put in just enough so that this charge can be considered ‘fast’ while in China we see phones with new generation batteries that also have much faster charges. You may think that they do not bet on ultra-large batteries with crazy charges for a degradation issuebut it is really the Chinese companies that offer long-term tests on the charging cycles of their batteries. And an 80% degradation in a 7,000 mAh battery is not the same as in a 5,000 mAh battery. The problem is that, although the 4,900 mAh of the Samsung Galaxy S26+ They are unjustifiable from the user’s point of view, the 5,000 mAh of the Galaxy S26 Ultra is more understandable if we look at the insides of the mobile. As an example, I am going to put an image of the interior of the S25 Ultra of the video by JerryRigEverything: Interior of the S25 Ultra. Look how little space the battery has | Screenshot of JerryRigEverything Here we have several interesting things. On the one hand, the enormous space occupied by the SIM tray. Well, really, what it takes up… everything. More than a third of the rear is the plate with the SoC and the cameras, the bottom part is dominated by the speaker, the SIM slot and the USB-C port. and then we have an element that takes up a lot of space: the S-Pen. The SIM slot takes up a lot | Screenshot of JerryRigEverything The pen is stored inside the cell phone and takes up a good portion of it. It’s very easy to see the amount of space you’re stealing from a battery that’s already being suffocated by the rest of the components. And we cannot say that the S25 Ultra is small, precisely. Without the pencil in its compartment, we can better see what the battery is losing | Screenshot of JerryRigEverything When Apple removed headphone jack port He did it for several reasons. One was to be able to sell ourselves wireless headphones more expensive. The other was to scratch millimeters that could be used with the battery. The same thing happens with the most recent movement to banish physical SIM cards. In mobile phones where everything is extremely small and compact, the battery gaining only a few millimeters translates into greater capacities. Because, as much as Chinese mobile phones, especially the folding onesare mounting denser new generation batteries, it is still a space game: the bigger, the more capacity. At least with current technology. The S26 Ultra not only keeps the S-Penbut it is also somewhat thinner than the S25 Ultra while including a larger vapor chamber. No matter how much Samsung makes a denser battery, physically there are elements that steal internal space. This means that the 5,000 mAh must be maintained. Because if in other mobile phones, such as the aforementioned folding ones or in the ultra-thin ones like the iPhone Airwe see that the battery is the protagonist, in the S26 Ultra, in the Ultra family in general, it is just one more element. And here I have mixed feelings. It is true that it is shocking to see a mobile phone costing more than 1,400 euros with a 60 W charge and a 5,000 mAh battery when models like the Honor Magic8 Pro or the OPPO Find X9 Pro with more than 6,000 mAh or 75.00 mAh respectively and 100 W charges. However, the S26 Ultra remains unique in being special for something that many people continue to appreciate. The S-Pen is a very cool component that, although it has been losing functionalityallows us to write on the screen, edit documents and photos much more precisely than with our finger and, ultimately, it is an element that continues to exist because Samsung believes that its users continue to find value in it. If this were not the case, they would have long since loaded an element that makes the production of the mobile phone more expensive and prevents them from moving forward in another direction (adding more battery, for example). Therefore… yes, the S-Pen is mainly responsible for the 5,000 mAh of the Galaxy S26 Ultra. But, at the same time, it is what means that, in an era in which practically all mobile phones are the same, The Ultra continue to have that “special thing” that differentiates them from all the others. And, honestly: I hate Samsung for maintaining that hallmark (but let’s see if they can find the formula for the new silicon-carbon batteries that other manufacturers are already implementing). Photos | JerryRigEveryting, Xataka In Xataka | We already know why mobile phones with 6,000mAh are not arriving in Europe: there is a clear person responsible

The question after the Adamuz accident is whether he is investing in maintaining them

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On May 7, 2021, rail transport in Spain entered a new dimension. For the first time, a train that was not owned by Renfe stepped on our lines to operate between Madrid and Barcelona. It was the maiden voyage of Ouigoowned by the French SNCF in Spain. Objective: to offer a cheap alternative to the most famous high-speed service in our country. Shortly after, Renfe itself launched a new service to safeguard their backs. The first service AVLO (High Speed ​​Low Cost) arrived on Spanish roads a month later. In November 2022, Iryo It kicked off its operations with a Madrid-Valencia trip as its inaugural trip. In a year and a half, Spanish roads had gone from supporting the weight of Renfe to that of three companies (Renfe, Ouigo and Iryo) and four services (Renfe splits into AVE and AVLO). Over time, operations have increased and the competition that had been initially restricted to Madrid-Barcelona has also reached Levante and the Andalusian corridors. The plans go through continue expanding competition to the Galician corridor and the branches to Asturias and Cantabria, as well as the Madrid-Cádiz/Huelva. To have a clear picture of the increase in traffic volume in the Andalusian corridor, Óscar Puente, Minister of Transport, pointed out last summer that “in the 90s six trains circulated a day between Madrid and Seville (…) today 289 trains circulate”, referring to the drop in Renfe’s punctuality but the increase in complexity in traffic management. However, Renfe has been receiving numerous reviews for their lack of punctuality and their cancellations. But it is not the only company that has suffered significant inconveniences. In May, a cable theft and a coupling of an Iryo train with a catenary caused the collapse in the Andalusian corridor with more than 10,000 affected. Weeks later, a concatenation of incidents originated by an Ouigo train ended up causing a fire on a Renfe train and hundreds of lost passengers for more than 13 hours in the middle of the line spending the night outdoors. Facts that have been accumulating, that have been used as a political weapon (such as Renfe compensation in case of delays) but above all, they have put a recurring question on the table: what happens with investments? Investments in high speed To keep the roads and infrastructure in good condition, Adif (the company in charge of this) receives funds from the State and the European Unioncharge some fees to operators who use their channels to do business and issues bonds. However, the bulk of the money for road maintenance and future investments continues to come from the State. Whether these investments are sufficient or not is something that has been questioned for some time. Operators have long pointed out investments in the roads as insufficient. Ouigo did it when the July case left the Andalusian corridor paralyzed. Since July, Renfe, Adif and Talgo have been living a kind of triangle of love and hate in which they blame each other for the cracks caused in AVRIL trains that covered Madrid-Barcelona, leaving Renfe without this service in the corridor and with trains running at a lower speed as expected as a temporary patch at that time. In an article published in The World Last November it was pointed out that high speed in Spain has experienced three clear phases since the first Madrid-Seville was covered in 1992. The first points to the first years, with sustained investments between 1992 and 2005. The last refers to the liberalization of roads, active since 2021 in practice. Spain has gone from investing 6,558 million euros in the railway sector in 2009 to 2,318 million in 2018 but the figure hides the real maintenance In the middle, an explosion and a stagnation that marks our daily life. Between 2005 and the crisis of 2008 and the years to come, investment in Renfe and Adif skyrocketed. And it is in those years when high speed is extended to Córdoba and Málaga, to Valladolid after passing through Segovia and to the Levante area. High-speed investments in Extremadura or the Galician corridor and expansions to the north of Catalonia are also underway. But the years of crisis hit hard and investment falls. Once the budgets that have been approved in the years before the crash have been concluded, between 2014 and 2020 investments plummet. According to the Railway Observatory In its 2023 edition (last available), the real brutal investment fell from 6,558 million in 2009 to 2,312 million in 2018. Since then, it has grown and in 2023 it touched 4,000 million euros. But those numbers hide another perspective. If railway investments in Spain were reduced by a third in less than a decade, it is also a consequence of a stoppage in the construction of infrastructure. And, as we have seen, the years before the crisis saw a boom in the opening of high-speed stations and new corridors. Since then, expansions have been minimal. Source AIReF The Independent Authority for Fiscal Responsibility (AIReF) shows how the opening of new lines has a direct impact when preparing budget plans. Thus, 88.6% of investments in high-speed railways between 1987 and 2018 were taken by the allocation dedicated to the construction of new lines. The rebound in investments that we have experienced since 2020 is closely linked to this way of acting. In recent years Full high speed has arrived in the Galician corridorwhich includes new gauge trains variable, the AVRILs, and great progress has been made in the Asturian and Cantabrian high speed. Óscar Puente visits the Hitachi Rail factory in Pistoia (Italy) Those numbers are skyrocketing again but they will do so in a different way. Although in 2024 The Government has allocated 4.5 billion euros to the trainof which 2,500 million euros were made in high speed and that the investment in Adif AV (high speed) should reach 12,000 million euros between 2022 and 2026, the announcement for the future is somewhat different. Because in its future investments the … Read more

In the search for a supersonic train, China tests a Maglev that will reach 4,000 km/h. The problem will be maintaining it

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China’s conquest of the high-speed train field is impressive. In the 2008 Beijing Olympicsthe country had just 120 kilometers of high speed between Beijing and Tianjin. 17 years latermanage more high-speed kilometers than any other countrya very long distance from Spain or Japan. They are not only building kilometers to unite the entire country: they are developing technologies so that the plane is no longer necessary. As? With Maglev trains at speeds of 1,000 km/h. And a specific model, the T-Flight, which dreams of 4,000 km/h. Maglev + Hyperloop. China is one of the countries, along with Japan, that is investing a lot of money in the development of the magnetic levitation trainsor Maglev. This technology allows trains not to rest their wheels on the rails, but rather to float thanks to a series of powerful magnets and an electromagnetic field. This allows us to exceed the 250 km/h that has been set as a standard for high speed and, for example, China has the fastest Maglev in the worldone that reaches 431 km/h. It is already operational between Beijing and Shanghai, but in Japan is testing one that will exceed 600 km/h. It’s a speed that will seem slow compared to what CASIC is preparing. It stands for “China Aerospace Science and Industry Corporation,” a state-owned tactical missile company that announced the T-Flight project in August 2017. The idea? Combine magnetic levitation trains with Hyperloop-style vacuum tubes. T-Flight. In short, it is putting a Maglev in a vacuum tube, eliminating air pressure and resistance as much as possible, but there is much more. For example, the idea of CASIC is that magnetic levitation is enhanced thanks to superconductors that will raise the train up to 100 mm above the rail. Conventional Maglevs are raised by about 10 mm, and the idea is that the higher the train is, the more stability it will have at extreme speeds. On the other hand, the tube itself, with a system that extracts air from it to create a low pressure environment, reducing aerodynamic resistance to the maximum. This partial vacuum and levitation that eliminates the physical resistance of the wheel and track is what will allow unprecedented speeds to be achieved. Achievements. In 2024 they already achieved one first validated test as a world record by reaching 623 km/h, but in the summer of this year, in a low pressure environment, The train reached 650 km/h in seven seconds in its laboratory. They were strange tests, since the track was a kilometer long when the usual thing is much longer, but that also gives us a clue of what brutal which is both the acceleration and braking of the train. That is, think that, in seven seconds and in just one kilometer, the train accelerated to 650 km/h and stopped. The team’s idea is to reach 800 km/h as the top speed this year, but the ambition goes much further. Ambition. Currently, the team is in Phase 1, which is the one that aims aim that speed of 1,000 km/h. To do this, and to validate the speed in real conditions, they want to extend the test track to 60 kilometers. However, the thing does not stop there and, when the project was born, it was already said that Phase 2 and Phase 3 would have as aim 2,000 km/h (almost double the cruising speed of a traditional commercial airplane) and 4,000 km/hsupersonic speeds that would compete with the fastest planes in the world. This would allow large urban centers in China to be linked in a few minutes, leaving aside the need to take planes to cover long distances. In fact, this high speed is already showing in Europe that short flights do not make sense if we combine the waiting time at the airport with the flight itself and compare it with the comfort of access to the train. A major challenge. Now, the goal will not be easy. Maglev technology works and is proven, but what they want to achieve with this T-Flight not only complicates things because, in addition to a track, a tube must be built. And, of course, maintain it. Extending this partial vacuum over hundreds of kilometers of tube represents an enormous technical challenge because it implies that the joints must be perfectly sealed, without the cold and heat dilating them so that there are no leaks. It is estimated that a 600 km pipe requires an expansion joint every 100 meters, and each one of them represents a potential point of failure. Furthermore, at 300 km/h appreciate vibrations in the seats. Air system to reduce pressure inside the tubes Furthermore, any decompression would be catastrophic and perhaps most importantly: there is no certification standard or safety protocols for something like this. In any case, T-Flight continues to take steps at a good pace and, although it seems difficult to see it working in the short term, if a country can achieve it right now… it is China. Images | Geely In Xataka | After 20 years, the definitive one arrives: Brazil prepares the first high-speed train in South America

Old, without maintaining and without ITV. One in four motorcycles in Spain is a disaster for road safety

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Near one in four motorcycles of less than 25 years circulate without the Technical Inspection of Vehicles (ITV) in force, according to figures published by the DGT and collected by Motorpasionmoto. Being more precise, 23.3% of registered motorcycles circulate on the roads without having passed through the ITV. The worst news? The data falls short: not even all motorcycles are represented in that percentage. ITV are the parents. According to Spanish ITV data about 25% of motorcycles circulate without ITV in our country. This fact only refers to those with an age of less than 25 years. All those that have a higher age are not reflected within statistics. These are precisely the ones that represent the greatest risk, due to possible wear of their consumables and lack of maintenance. According to Guillermo Magaz, director of AECA-ITV, the old vehicles are the ones that most breached the corresponding reviews. An aged park. 16.9 years. This is the Middle Ages of the Motorcycle Park in Spain. It is a figure even higher than that of The age of cars in our countryalthough with a certain sense given the two NATURALS OF THE MOTORCYCLE: A vehicle to move from A a B as economical as possible or a simple vehicle bought by pure leisure. The consequences. In 2024 the number of deaths in Moto amounted to 289, higher figure from 2015 records. Beyond the relationship between a well maintained vehicle and their safety, there is a key fact to take into account: insurers do not have to cover a single expense if the vehicle has not passed the ITV. In case of an accident, without the inspection in force, the insurer has no legal obligation to cover the expense. The fines. The DGT fight with vehicles without ITV does not cease. It is a practice that can lead up to 500 euros of a fine, depending on the case. Circular without ITV: 200 euros, 100 euros with soon payment. Circular with unfavorable ITV: 200 euros, 100 euros with soon payment. Circular with negative ITV: 500 euros and vehicle immobilization, 250 euros soon payment. It is a problem of approach: it is cheaper circular without ITV than to circulate with a negative ITV vehicle (to which they have thrown back in the ITFV). The DGT He has been asking for years That insurers check if the ITV is in force when securing and renewing, although they have not been too successful. Meanwhile. In the absence of ITV, good security measures are good. The airbag It will become mandatory in driving examsonly the use of Integral Helmet on the roadand the validations of the card B to drive 125cc motorcycles They have ended. In Xataka | The day the motorcycles inherited aerospace technology: IMUs have arrived to change everything

Nobody says that he knows how to read in the curriculum. Maintaining these three data does not make sense in 2025

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One of the main premises given by personnel recruitment experts is to maintain the Updated curriculumand adapt it to the job offer to which it is going to apply. Almost unconsciously, it tends to update incorporating New skills and knowledge that they are acquired and, perhaps, do not realize that there are skills that are already assumed as basic. In the same way that nobody puts in your curriculum if you know how to read or write In Spain of 2025, there are certain data and skills that should disappear by being obvious. Update the curriculum in these details also denotes that the candidate Adapt to labor market language current. No one is going to write you a postal letter One of these usual errors is to include postal address with your personal data. In addition to being a superfluous data in current selection processes, including so many personal data is an unnecessary exhibition of your privacy. In none of the possible scenarios, the recruiter will send you a postal response to your address as the first contact. Therefore, instead of including your postal address, you can highlight your contact email or, if you prefer, your phone number. The only reference to your place of residence should be the population or province of residence, since this data will serve the recruiter to get an idea of ​​geographical availability in case of applying to a position with hybrid or face -to -face day options. User level computer is no longer an option Including certain “bulb” skills is counterproductive when recruiters will not use more than Six seconds to browse your curriculum and determine if you are the candidate profile they are looking for. Fill with straw Your skills only hinder that task, and can make other real skills go unnoticed. Skills such as “User level computer”, use of email or social networks are skills that, in 2025, are already assumed as basic and implicit, such as knowing how to read and write. Instead, highlight your skills in the use of specific tools related to those areas. For example, you can highlight your domain with mailing tools or Newsletters distribution, Knowledge in software for monitoring metrics on social networks, or some digital certification that accredits your training in that section. Without vagueness or adjectives Unless the position that is postulated is to become the promotional image of the company, add adjectives related to physical appearance does not proceed in a curriculum, and even are assumed. The perfect example is to indicate “good presence” as a quality of the candidate. In addition to being a vague and inaccurate term, it does not provide information on the skills, knowledge and capabilities to develop the post, which is what really interests recruiters in the first leakers of candidates. The concept of “good presence” takes greater relevance as the selection process progresses. To the go to a job interviewit is necessary to offer a professional image to cause good impression to the person you are going to have. That first positive impression is not only obtained by wearing properly. Come on time or respond properly They also contribute to the interview being a success. Photo yes, photo no: the controversy is served As an additional option to the three data that have become superfluous for the selection of candidates, we find the option to include or not a photo of the candidate. In this sense, there is no unanimous criterion about the suitability of including a photo in the curriculum. In case of opting to include it, this must be a photo in which only the one who runs to the vacancy appears, with a neutral background and opt for a professional style and costumes. According to experts From the Employment Consultant Hays, not including the photo in the curriculum could be indicative that the candidate hides something, so he tends to be suspicious. On the other hand, not including it makes biases are avoided By age, race or physical appearance and focus on the candidate’s skills. In countries with Anglo -Saxon influence such as the United Kingdom, the United States, Australia or Canada, they consider it negative to include a photo of the candidate in the curriculum. In fact, in the United Kingdom it is prohibited by 2010 Equity Law. Therefore, if the vacancy is to cover a position in companies in those countries, it is advisable to eliminate the photo of the curriculum. In Xataka | If your chair holds in a job interview, it is no accident: they are evaluating more than your curriculum Image | Unspash (The Jopwell Collection)

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