means

A comedian has explained what the song from ‘The Lion King’ means in Zulu. It was fake and could cost you 27 million

by

A Zimbabwean comedian went viral last month after claiming on a podcast that the Zulu phrase that opens the legendary theme song of ‘The Lion King’, ‘Circle of Life’ meant, simply and plainly, “Look, there’s a lion.” However, it was a joke: a false translation. Now the original composer, the South African Lebo M, is demanding $27 million from him in a federal court in Los Angeles. Aaaaa stork. Since 1994, millions of people have hummed “Nants ingonyama bagithi baba” without having the slightest idea of ​​its meaning. The phrase opens ‘Circle of Life’, the song with which ‘The Lion King’and is written in isiZulu and isiXhosa, two of the twelve official languages ​​of South Africa. The official translation used by Disney says: “Everyone hails the king, we bow before his presence.” It’s a Praise Imbongia form of oral royal praise poetry rooted in South African cultural tradition. Author, author. The song composed and performed by Lebohang Morakeknown artistically as Lebo M. Morake lived in exile in Los Angeles during apartheid. Hans Zimmer asked him to contribute his voice and his knowledge of African music to ‘The Lion King’ and the result was that initial scream that, as dawn broke on the savanna and the Disney logo rose, made the hairs on the back of the viewers of the time stand on end. The song was nominated for an Oscar for best original song and a Grammy, although it lost both to another piece from the same film, ‘Can You Feel the Love Tonight’. The false translation. In February, Zimbabwean comedian Learnmore Mwanyenyeka, known as Learnmore Jonasi, appeared on the ‘One54’ podcast. The presenters began to sing the phrase from memory, like every neighbor’s son does. Jonasi stopped them: “That’s not how you sing, don’t destroy our language.” He then offered his translation: “Look, there’s a lion! Oh my God!” When one of the incredulous drivers asked him if he was serious, Jonasi insisted: “That’s exactly what it means.” The clip went viral in a matter of days. The song that seemed like an epic proclamation was actually just pointing to an animal. The demand de Morake acknowledges that “ingonyama” can be literally translated as “lion” in Zulu, but argues that in the context of the Praise Imbongi The word functions as a metaphor for royalty and ancestral authority. Jonasi’s translation would be, in the words of Morake’s lawyers, “a manufactured and trivializing distortion, intended as a crude joke for personal gain.” According to the same legal document, Jonasi has been making this joke in his repertoire for eight years. Who is Jonasi? The comedian, born in Zimbabwe and based in Pittsburgh, rose to fame in 2024 when he placed fifth in that year’s edition of ‘America’s Got Talent’. His comedy usually revolves around the contrasts between his life in Africa and American culture, and part of his regular repertoire includes criticism of the representation of Africa in Hollywood, such as the lions in ‘The Lion King’ having American accents or the baboon Rafiki speaking English with a South African accent. The joke was, in that sense, consistent with his usual discourse of questioning how Disney had treated African culture. Can a joke cost 27 million? The legal key to the whole matter lies in a well-established principle in American law: the First Amendment protects parody and artistic satire, but not false statements presented as true, even if said in a comedic context. Morake’s lawyers argue precisely that: that Jonasi did not present his translation as a joke but “as authoritative fact.” The lawsuit also cites: Jonasi’s attempt to monetize virality through merchandising. The amount requested amounts to more than $20 million in actual damages, plus $7 million in punitive damages. It is alleged to justify it that the viral is directly damaging Lebo M’s professional relationship with Disney and reducing his income from royalties. Disney has not made any statements on the matter. The answer. Jonasi launched a GoFundMe campaign titled ‘Help Learnmore Fight an Unjust Lawsuit‘ with which he has raised more than 16,000 of the 20,000 dollars he asks for. There he says that he never intended to cause harm and that he needs support to “protect his right to speak and tell jokes.” Before that, posted a video on Instagram in which he declared himself a fan of Lebo M’s work and proposed making a video together explaining the real meaning of the song. In networks, the composer responded that Jonasi “crossed a line by insulting African culture and spreading colonialist propaganda.” In Xataka | We all assumed that ‘The Simpsons’ would never end. Now, its showrunner has just confirmed it

Satellite images have revealed the location of Russia’s largest warship, and that means Ukraine can see it too

by

During the Second World War there was a announcement to sailors of future conflicts: some of the largest ships ever built were destroyed without having barely entered combat, becoming symbols of how vulnerable even the most advanced weaponry can be. Decades later, with the advent of commercial satellites and precision weapons, that exposure is even greater. Few doubts from space. The latest images satellites show a reality that is difficult to ignore: Russia is about to complete his largest warship in the Black Sea. The superstructure is practically complete, the flight deck is now fully identifiable and the work is advancing towards its final phase with key elements almost ready. However, this same monitoring from space also reveals the another side of the projectsince the ship remains motionless in a shipyard located within the reach of the ukrainian attack systemsmaking each advancement a race against time where finishing it is only half the challenge. Global ambition. He Ivan Rogov represents much more than a new ship for the Russian fleet, since it is conceived as a projection platform of force capable of operating far from its coasts and sustaining complex operations. With the capacity to transport hundreds of marines, military vehicles and an air wing of attack and transport helicopters, the ship fits into the category of large amphibious ships used by Western powers. Its size, greater than 200 meters, would make it in the greatest asset of the Russian fleet in the Black Sea, which reinforces its not only military, but also symbolic value within Moscow’s strategy. Born from failure. The existence by Ivan Rogov is directly linked to an earlier strategic setback, when Russia attempted to acquire Mistral-class amphibious ships from France and the deal was canceled after the annexation of Crimea in 2014. From then on, Moscow was forced to develop your own designgiving rise to project 23900which combines its own technology with knowledge partially acquired during that failed contract. This context explains why the ship has a special weight within Russian military planning, since it symbolizes both the need for industrial autonomy and the ability to move forward despite sanctions and technological limitations. Protected, but not untouchable. The ship is being built in the Zaliv shipyardin Crimea, a facility that Russia has reinforced with multiple layers of protection to reduce the risk of attacks. Physical barriers, networks against naval drones and security measures have been deployed at the access to the dam, in addition to indirectly benefiting from the air defense that protects nearby strategic infrastructures such as the Kerch bridge. However, these measures do not guarantee invulnerability, since Ukraine has shown repeatedly its ability to attack targets in depth and degrade defensive systems, keeping the shipyard within a risk zone constant. Investment under threat. Russia has maintained the project despite economic difficulties, sanctions and pressure derived from the war, which implies a huge investment of around of 1,200 million of dollars and a sustained commitment of industrial resources. This effort reflects the strategic importance that Moscow attributes to the ship, but also increases the associated risk, since the loss of the Ivan Rogov would mean not only a military setback, but also a economic and reputational blow significant. In other words, the project has become a high-risk bet for Russia where success or failure will have an impact that goes beyond the ship itself. The real change. Beyond of the specific destination of the warship, what the case reveals is a deeper change in the nature of modern warfare, one where the military industry ceases to be a safe space in the rear and becomes on a direct target. In that sense, Ukraine does not need to confront an entire fleet to weaken Russia, but can instead focus at critical points such as shipyards, energy infrastructure or supply chains, affecting production capacity before systems even enter combat. In short, the displacement of the conflict towards the industrial base alters traditional rules and demonstrates that, in the current context, a weapon can be destroyed long before it has the opportunity to be used. Image | x In Xataka | With the arrival of good weather in Ukraine, Russia thought it was a good idea to bring out its hidden tanks. It wasn’t at all In Xataka | An exoskeleton worthy of ‘Alien’ or ‘Death Stranding’: the war in Ukraine is bringing the future sooner than expected

Something strange happens with recreational bluefin tuna fishing in Spain. And yes, ‘rare’ in this headline means (presumably) ‘fraud’

by

In Spain, recreational bluefin tuna fishing has many rules and regulations, but there is something essential that starts from the same name: it is (and should be) ‘recreational’. That is, Spanish rules only allow the capture and release of Thunnus thynnus. And yet, the quota of accidental deaths (about 39.9 tons in 2025) is being exhausted very quickly (It lasted three days that same 2025). That is to say, (according to the available data) almost all the tunas that get hooked at the beginning of the closed season end up dead. Spanish fishermen They are unable to return almost any of them alive.. It’s already bad luck. On the other hand, in the United Kingdom, they return up to 99%. It’s not a fish story. Although it may seem like it, this is not about fish, no. It involves mandatory training, required equipment, handling protocols and, above all, effective control. Although it may not seem like it, this is about how it is possible for two European countries to produce such radically different results. And, above all, it is about how we can solve it. Because it is undeniable that we have a problem. It makes no sense that recreational fishing in Spain has become a race to go fishing first. In the last five years, the longest effective fishing season was seven days in 2021. That is to say, it took the fishermen a week to accidentally kill so many tuna that the fishery was over. In 2022 and 2023 there were five days and In the following years, three. 75% of last year’s accidents, by the way, took place in the Valencian Community. With tougher regulations, this does not happen. It is true, however, that the data is somewhat unfair. While Spain has 1,900 special licenses, the United Kingdom has with barely 81 boats with active permits. That, whether we like it or not, simplifies things. But it’s not just a question of size. It is, above all, a question of why The reason the British system is different is also interesting: until a handful of years ago (about 2017) there was no bluefin tuna in its waters. There was nothing to fish. Since then it has started to come back (as It has happened with many other species) and the authorities were able to create a more guaranteeing system without the pressure of an already consolidated industry. Hence a smaller number of boats, the specific training of skippers and, above all, the boats are obliged to have independent observers and cameras to record what happens inside (at least, with new skippers). So there is no hope? Something is being done and it is good to recognize it: this January it came into force a regulation that tries to digitize the capture record and close the “statistical black hole”. The experts are worse They are not very optimistic either.. They fear that in this context (three days of closure and an implicit mortality that is around 100%), it is clear that recreational pressure is only going to complicate things. And, in the end, the solution will only come when the current system bursts at the seams. It is not an anomaly: we are specialists in it. The good news and the bad news are the same: that this is going to happen soon. Image | Aristos Aristidou | Jordan Whitfield In Xataka | Spain is going to continue fishing for eels until we have no more eels to catch

A Xiaomi SU7 has humiliated an entire Ferrari SF90 in an acceleration race. And that means absolutely nothing

by

If in recent days you have wandered through social networks (and something tells me that is very likely) perhaps you have seen a video in which a Xiaomi SU7 Ultra makes a fool of an entire Ferrari SF90 XX Stradale in an acceleration race. “A Ferrari worth a million euros losing against a phone manufacturer” reads the tweet from accounts like that of @kinglinzhui who regularly posts information or videos proselytizing Chinese technology and culture. The tweet, in fact, has also been replicated by high-ranking figures in the State, as the Chinese ambassador to Colombia. In the video you can actually see how The Chinese car passes over the Ferrari. He Xiaomi SU7 Ultra It is the most advanced electric car from the Chinese manufacturer. It has 1,548 HP of power available and is limited to 350 km/h. He Ferrari SF90 XX Stradale It is also the most radical version of one of the most advanced sports cars that Ferrari has launched in recent years. In this case it is a plug-in hybrid with 1,030 HP of power with a V8 engine that generates up to 797 HP of power and is supported by three other electric motors to give the best of itself. Although there are some details to understand why the Xiaomi SU7 Ultra is faster, both Twitter accounts have focused on the inevitable: the most emblematic Western firm that puts a million-euro car on the market. (actually it is a limited edition of 790 units sold starting at 770,000 euros) is crushed by an electric supercar from a company that has just been born in the automobile market and that opened reserves for just over 100,000 euros at direct exchange. The problem is that it doesn’t mean much. Or, directly, it doesn’t mean anything. Click on the image to go to the original tweet The problem is the aura How important is technique in the debate? Everything and nothing really. And the first thing to keep in mind is that the comparison does not hold up. An electric car with more than 1,500 HP of power will always be faster in a straight line race than a car with a combustion engine. All its difficulty (and it is not a little, mind you) lies in being able to lower the power to the ground in the most effective way and launch the car forward as quickly as possible. In this case, it doesn’t matter if we are comparing a Ferrari with a Xiaomi or any other high-performance electric car. It is also not the first time we have seen comparisons of this type. And it is that carwow has already demonstrated the potential of the electric car facing a Kia EV6 GT against a Ferrari Purosangue. The power and sound of the naturally aspirated V12 against a general electric sports car. The result was the same again, with the Ferrari crushed. In the case of the Xiaomi SU7 Ultra and the Ferrari SF90 XX Stradale things change a little because those from Maranello have in this case an electrified car on their hands. All in all, although it certifies 0 to 100 km/h in just over two seconds, it is not enough to defeat the Chinese electric car. The problem for Xiaomi is that it sweeps the purely technical section but there is something it cannot offer right now compared to one of Ferrari’s most advanced cars in recent years: aura. When you spend more than 770,000 euros on a Ferrari (as if you were spending a million euros) it is not because you want to buy the fastest car. Or, at least, not only for that. First, you have to understand that the Ferrari SF90 XX Stradale is a circuit car, designed to perform at its best when linking curves. Something in which, of course, Also the Xiaomi SU7 Ultra has proven to be among the best. The case of this Ferrari is special because the “Program XX” It is designed to sell to a very specific group of customers a car that is not approved for the street, that can only be driven on a track. In fact, Ferrari takes the car wherever you want and maintains it when you have it stopped. It is a service typical of a pilot. However, this time, Ferrari has made the necessary adjustments to be able to drive it wherever the client wants. That exclusivity, that treatment of the customer is what a Ferrari SF90 XX Stradale customer buys when they get one of these limited units. The customer of this type of car is not concerned that a Xiaomi SU7 Ultra is faster in a straight line. I would dare say that few even care that it is faster on a track. Building a car brand from scratch has this problem. And it is even more complicated when it comes to an electric car. Chinese brands face a major obstacle. In many cases they are technically better than Westerners but they lack history. My colleague Javier Lacort explains it well in the podcast Infinite Loop. It is no coincidence that Xiaomi partners with Leica on its mobile phones. Nor that TCL has done the same with Sony for its televisions. Building a brand from scratch and having specific recognition as a firm that makes premium products worldwide is very complicated. The Volkswagen Group needed shovelfuls of marketing money for more than two decades to ensure that Audi was perceived as a German premium at the level of Mercedes or BMW. And the higher you aim, the more difficult it is to achieve that recognition. But Xiaomi also has another challenge: creating a story around its electric devices. When we tested the Porsche Macan We said that the car was great, a sporty electric SUV for traveling at extraordinary speed. And yet, it lacks soul. Because that same car previously had a V6 engine that generated sensations that were impossible to replicate by an electric car. It … Read more

The world needs to get oil out of the Middle East by any means possible. Their only hope is 30 giant ships queuing in Yanbu

by

The landscape off the coast of Yanbu on the Red Sea has completely changed in a matter of days. The area is now taken over by VLCCs (Very Large Crude Carriers), colossal supertankers capable of swallowing two million barrels of crude oil. They are not there just passing through; Its massive concentration responds to a single objective: to carry out the largest and most urgent evacuation of oil in recent times. A fleet to the rescue of the market. To understand the magnitude of this rescue operation, just look at the figures that provides Financial Times: What is happening is a real “flotilla of supertankers” sailing against the clock. About 30 of these giants head to Yanbu, when the usual thing is that only two arrive a month. The reason is that traffic in the Persian Gulf has come to a “stalemate” following the Iranian attacks. The maritime tracking data it handles Bloomberg give an idea of ​​the urgency: In just 48 hours, at least 25 of these giants have headed to the Saudi port. We are talking about a fleet with room to load some 50 million barrels that, otherwise, would have no outlet. It is an essential escape valve right now. The blockade has already caused world production to fall by 6% and the plug is so big that neighbors like Iraq and Kuwait they have had to start closing wells because, simply, they have run out of room in their tanks to store the oil. The “sea bridge” to avoid Iran. How do these ships load oil if they do not enter the Gulf? The answer is in the desert, but the result is seen in the port. Saudi Arabia is using your pipeline East-West like a turnstile. The crude oil travels overland 1,200 kilometers to Yanbu, where the “army” of ships awaits it to distribute it to the world, especially China and India. According to Wall Street Journal, This infrastructure has become “one of the most critical pieces of the world economy” overnight. The CEO of Saudi Aramco, Amin Nasser, confirmed in this medium that they are reaching their maximum capacity: 7 million barrels per day flowing westward. Of them, 5 million are destined directly to be loaded on these supertankers for global markets. The risk does not disappear, it just changes coordinates. But sailing to Yanbu is not a safe ride. As he warns Financial Times, The ships must now “challenge the notorious hotspot of Houthi attacks.” To leave for Asia, these supertankers have to cross the Bab al-Mandab Strait. Although the Yemeni group had signaled a pause in its attacks, experts from EOS Risk They assure that the tankers continue to assume an “enormous risk”, since the area is within reach of Iranian missiles. Even the port of Fujairah in the Emirates, which is also trying to act as an escape route, is already has suffered damage from drone attacks last week. The message is clear: the alternative is less dangerous than Hormuz, but it is not immune to war. The limits of the plan. The big question for markets is whether this armada of ships and desert pipelines can prevent economic collapse. The closure of Hormuz has taken 20 million barrels per day off the board and physical reality imposes its limits on the alternative route. On the one hand, there is a critical funnel in the port itself. According to data from the Argus Media agencyalthough the Saudi pipeline manages to transport up to 7 million barrels, the Yanbu terminals only have real capacity to load between 4 and 4.5 million a day on ships. Inevitably, supertankers will have to queue. On the other hand, the distillate crisis looms. As experts cited by Middle East Eyethe East-West pipeline transports crude oil, not refined products. No matter how many ships fill up in Yanbu, markets like Europe are left without their vital supply of diesel and aviation fuel, which is usually processed in the unreachable refineries of the Middle East. According to Sparta Commodities in statements for WSJwith this route only half of the problem has been “solved.” There are another 10 million barrels that are still trapped with no possible way out. Therefore, it is no longer “crazy” for a barrel to reach $200. The demand for oil is “inelastic”; the economy cannot stop consuming it from one day to the next, which generates brutal upward pressure. The geopolitics of “the worse the better” While ships maneuver in the Red Sea, in Washington the focus is purely strategic. Donald Trump has made it clear that stopping Iran is the priority, even above the price of gasoline. “We make a lot of money when prices rise,” the president even published on his social networks, emphasizing that the US, as a large producer, can afford a resistance that other countries do not have. For its part, the historic opening of the IEA’s strategic reserves (400 million barrels) attempts to “buy time,” but as analyst Javier Blas says, nothing replaces to the actual opening of the Strait of Hormuz. Image | Photo by Khristina Sergeychik on Unsplash Xataka | China has just found a hole in the US’s quietest weapon: an algorithm has hacked its B-2s in Iran

In Madrid they sell an apartment for 20.9 million euros. The question is not whether it is the most expensive in history, but what that means

by

He has earned the unofficial title “most expensive apartment in Madrid” and, although it is difficult to confirm it because in the luxury sector there are operations that never reach transcendence, it certainly has the potential to be so. To start with its price. The apartment that Property Partners announces in Jerónimos, in the heart of the capital, it costs a whopping 20.9 million euros. Beyond that figure, the home’s size (1,008 m2), display of luxuries and extras is striking. For example, it has no decoration. It has “works of art.” Not a typical main room, but a “social area” that covers about 200 m2. In any other advertisement that vocabulary might sound like an exaggeration. Not here. The most expensive apartment in all of Madrid? So suggests it Property Partners, which claims to have in its portfolio what is “considered” the “most expensive property in Madrid.” The same unofficial title has been recognized in recent days several economic means, premises and generalistsincluding Tele Madrid that refers to the luxurious apartment as “the most expensive in the history” of the city. In reality, it is very difficult to confirm whether this is the case or not because discretion prevails in the luxury market. Many operations are closed with hardly any publicity, almost with their backs to the market. Others don’t. Last year, without going any further, John Taylor, a French real estate company specializing in luxury, brokered the sale of a home that was valued at 20 million. The property in question was located near Retiro Park and measured about 1,100 m2. The 20.9 million flat announced by Property has been announced for several months, although the agency assures that “there are offer processes” underway and interested people who have already made several visits. Click on the image to go to the tweet. What is the housing like? Enormous. And that’s an understatement. According to the token Published by the real estate agency itself, the apartment has a constructed area of ​​1,008 m2, although it identifies 812 m2 as “housing area”. Seven bedrooms (five en suite), six bathrooms and three toilets are distributed throughout this vast space, as well as amenities such as a gym, wine cellar and large living rooms. A reporter from EPE was able to visit the apartment and says that one of the first things that catches your attention is a 200 m2 room named “social area”. Do we know more? Yes. And it points in the same direction: that of exclusive luxury. The house, located in Los Jerónimos, has five parking spaces and two storage rooms, terraces with views of the Botanical Garden and furniture in line with the profile of its market. Tele Madrid assures Its renovation alone cost two million, to which is added another for the furniture. As a finishing touch, it incorporates works of art. That the apartment (the agency dates it back to the 70s) is so spacious in the heart of the center is explained by its past: in reality it is made up of three independent homes that a former owner bought and mergedoccupying an entire floor. Why is it interesting? Because beyond how striking the price or the characteristics of the apartment are, the advertisement connects with a larger trend: the increase in price of the home. That the price per square meter has been rising for years (in Madrid and the rest of Spain) is nothing new. Idealistic sample that in the last year the m2 has skyrocketed by 14.8% in the capital, reaching a maximum of almost €5,900/m2, although there are certain areas where this value is much higher. In Retiro there are more than 7,800 and in Salamanca they are close to 10,000. The announcement of the Los Jerónimos apartment reminds us, however, that the price increase is not exclusive to the conventional residential market. It also affects luxury. At the end of 2025 Diza Market published a report which shows that the cost of prime housing in the region rose by 95% in a matter of a decade, between 2014 and 2025. The analysis focused, however, on the luxury sector in which houses worth several million are moved, without reaching stratospheric figures. Are there more indicators? Yes. Savills has published another report in which it points out that the price of prime housing in the capital “triples the rate of global growth expected for 2026.” “If we focus the analysis on the first consolidated, the average prices in Madrid are around €16,000-17,000/m2, reaching peaks of between €25,000 and €30,000/m2”, details Santiago de Miguel, director. “The forecast is that the market will continue slightly bullish, but with sustained demand. The international buyer continues to have his sights set on Madrid.” “The Madrid market super luxury has reached a degree of maturity that allows operations of this caliber,” agrees an interview with Five Days Felipe Reuse, from Property Partner. Data from the Notarial Statistical Portal show In fact, the dynamism of the market in the heart of Madrid, with the m2 above 11,000 m2, and where foreign buyers have a relevant weight, representing a third of the total. There are those who already points out that the demand is going outside the city, towards La Moraleja or La Finca. Image | Chris Curry (Unsplash) In Xataka | There is a Europe that is suffocating to pay for housing and another that lives in peace. And this map shows the differences

Ouigo already has permission to stand up to Renfe between Murcia and Alicante. And that only means one thing

by

There will be two trains between Alicante and Murcia, stopping in Elche, and another additional train for this last link from Elche and Murcia. It is the approval that the CNMC has given to the Ouigo service that will rival Renfe in the east of the country. A service that will be provided on the high-speed line and that, if everything happens as before, will have an immediate effect on prices. The line. The line between Alicante and Murcia is currently operated by Renfe with two services, one high-speed and another Cercanías. Now it will be Ouigo that also provides service on that last line, the one that Renfe operates with Avant trains, those high-speed ones for medium distances. has confirmed it the National Commission of Markets and Competition (CNMC) in a statement in which it gives the go-ahead for Ouigo to offer two daily trains in each direction to cover Alicante-Murcia, with an intermediate stop in Elche. In addition, there will be an additional train in both directions each day to cover the Elche-Murcia route. Does not affect. According to the CNMC, the new service proposed by Ouigo does not affect public services. They point out that the conventional network is guaranteed by Renfe, with a service with many more stops and slower. High speed, they say, is also assured because, they point out, Ouigo services “have much fewer frequencies and are more expensive.” Right now, if we take a look at the price of trains Within a few months, we can find Avant or AVLO high-speed trains between Alicante and Murcia between 10 and 15 euros. The AVE trip costs about 25 euros. The current offer is also supported by 10 Avant or AVLO services and two more AVE services in each direction from Monday to Friday. Ouigo’s proposal. Until now, Renfe has been offering this service with an average duration of about 55 minutes. The Ouigo proposal, which is already active, allows you to take the same route for nine euros but saving travelers 10 minutes, covering the section between Alicante and Murcia in 45 minutes. With the very low prices that Renfe currently offers on the line, Ouigo does not have much room for maneuver but hopes to attract passengers who travel without large suitcases (these options can raise the price up to 26 euros, equivalent to the price of the AVE). What is clear is that it is tough competition for the 15 euro Avant services which are only more attractive if you cannot travel at another time. The proposal between Murcia and Alicante It’s clear. The train leaves this first city at 06:35 in the morning and offers a return to Murcia at 21:27. From Alicante to Murcia, the train leaves in the morning at 10:57 and offers a service to Alicante at 19:53. That is, the day will be more useful for those who travel from Murcia to Alicante and return on the same day, since there is only one train available between both cities. With transport doubts. The approval from the CNMC comes after Transport has tried to stop the process or, at least, delay it as much as possible. And the Ministry asked the organization for an economic report on the impact on Renfe’s public services. That is why the CNMC highlights in its statement that they do not observe an impact on it. What is certain is that Renfe now faces new complications in a corridor that is on the rise. They point out in The Economist that the corridor between Madrid and Alicante registered its historical passenger record in the last quarter analyzed, adding 1.29 million travelers between July and September. Now, travel between Madrid and Murcia, after passing through Alicante, has more offers than ever. a trend. Although in this case the room for maneuver is much less, it is expected that the average prices between both cities will decrease slightly. With Ouigo offering trips for nine euros between Murcia and Alicante and, above all, saving 10 minutes of travel in a stretch of less than an hour, there are not many reasons to go for more expensive options. It is a maxim that has followed Ouigo in all the corridors where he has put up a fight against Renfe. For very little, where they compete Ouigo always has the cheapest ticket price and has managed to reduce them drastically in the first months of competition. Although with time It is something that is softening and tending towards stabilitythe first step is always to lower prices. Photo | Eric Salard and Joana Hall 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

OpenAI has become the “Fast Food” of AI. And that means that for Sam Altman the business is attention, not AGI

by

It was sung that OpenAI was going to launch its browser, so the Yesterday launch of the Atlas browser It didn’t take us too much by surprise. What is important is the fact that the company does not stop constantly releasing products and services. The pace is the most extraordinary we have experienced in recent years, and the obvious question is, what is OpenAI pursuing with this strategy? OpenAI is the great machine churros AI products of the world. In recent weeks we have seen how OpenAI has not stopped launching new AI services and products that have managed to flood the market. Some examples: And that’s not counting the Recently announced agreements with NVIDIA, AMD and Broadcom which make it clear that the pace of OpenAI announcements is absolutely dizzying: too many new things too often. Because? The hype race as a business priority. That extraordinary flurry of releases suggests that OpenAI’s big corporate priority is not so much the vaunted pursuit of AGI as it is dominating the conversation and, above all, the attention economy. What OpenAI wants is for us to be constantly talking about it, and the truth is that these launches are not exactly small: they all pose notable changes in its ecosystem and in the technology industry itself. Smokescreen. And such frenzy also acts as a strategic smokescreen. With this bombardment of releases (browser, applications, SDKs, improved models), Altman and his team not only generate more hype, but saturate the competitive space. Rivals barely have time to assimilate or replicate a feature when the next one has already been announced. Towards an operating system. The launch of Atlas is an especially significant move. With it it seems to be clear that OpenAI no longer wants to be a simple layer, the engine of AI, but a complete operating environment in the style of WeChat or the App Store. In fact wants to be the Windows of AIbut either it turns out well, or it is going to be the mother of all bubbles. Expectations attract new users (and investors). These constant movements also mean that these products also generate new expectations, even if only temporarily. OpenAI has managed to partly conquer the attention economy with launches such as Studio Ghibli style images or more recently with Sora. This has allowed it to attract millions more free users, which the company then tries to convert into paying users. Not only that: its growth also helps investors want to participate in the company’s multimillion-dollar investment rounds. And the AGI, what? And while all these launches are taking place, we see how the holy grail of AI, getting a general artificial intelligence (AGI), seems to take a backseat. It is as if that speech had become an empty mantra or a long-term goal that is not credible in the middle of this chaos. Altman has achieved replace philosophical conversation —the one that caused the hypothetical arrival of the AGI— due to a consumer conversation. The Fast Food of AI. The AI ​​ecosystem that OpenAI is creating has adopted a consumption pattern similar to that we experience on social networks: fast and ephemeral, based on the latest viral news. The Studio Ghibli-style visuals were exciting for a couple of weeks, and the same has happened with Sora 2, but that “wow” effect fades quickly. What is OpenAI doing to revive the hype again? Launch a new product. Atlas is the latest example. Seeking to be a de facto monopoly. With all these movements, OpenAI continues to attract more and more users and dominate the conversation and gain attention. That may not get you what you really need (income) at the moment, but it solidifies your absolute benchmark position and helps make it what you’re really looking for: the de facto monopoly of AI. Image | Mariia Shalabaieva In Xataka | ChatGPT will let you have erotic conversations. Welcome to emotional intimacy with an AI

The European Union will impose a new CO2 tax in 2027. And that means one thing: more expensive gasoline

by

The European Union has a new tax to punish fuel consumption. And that implies, without any doubt, a increase in the price of gasoline and diesel that we use in our day to day. But also in which carriers need to work. And that has consequences. EMISSION RIGHTS. It is not really new, because it is part of a package of measures whose reform It was already approved in 2018. We talk about EU trade emission rights trade regimealso known as the ETS2 that will change in 2027 to impose a new tax on the consumption of fuels emitted CO2. This new tax applies to the fuel consumed in homes and, of course, to transport (both particular and merchandise) that until now had been left out. And that has a clear result: the price of gasoline will rise. How does it work? With the change that will arrive in 2027, it will be the fuel suppliers that have to buy emission rights for carbon dioxide of the products they sell. For each ton of CO2 generated by that fuel, a price will be paid to the European Union. The main problem is that we do not know what increase we face. EMISSION RIGHTS They will be bought by auction So the price fluctuates. At the moment, the most optimistic estimates indicate a price of about 48 euros per ton of CO2, according to The Energy Newspaperbut Bloomberg Nef Bet on a substantial increase in the coming years and aim at 122 euros per ton of CO2 in 2030. These increases can reach an increase in demand but also by speculation with their price, with companies buying emission rights to have them reserve when considering that they will be more expensive in the future. What can we expect? When we go to the gas station, a rise in the fuel price, of course. How much? That is the big doubt. Obviously, this new cost for the supplier should fall in cascade to the final consumer. The doubt is whether something of it will be absorbed along the way or, on the contrary, it will affect completely. According to the European Commission, the expected increase with those 48 euros/ton of CO2 is 0.11 euros/liter of gasoline and 0.13 euros/liter of diesel. That is, in a 50 -liter deposit we talk about an increase between five and six euros. Other sources point to a larger cost. As we have seen, everything will depend on how much the supplier costs the right of issuance and how much the client can affect without the competition. Distributor companies point to ABC that the price will be between 0.15 and 0.25 euros/liter. The hidden climb. But beyond the cost for The driver who fills his carthe new tax points to another problem: a general increase in the cost of life. In that same article of ABC, Transport associations point to wait for an increase of up to 45 cents/liter of CO2. It would be necessary to see if the increase reaches these levels but what is certain is that the cost of fuel It has a direct impact on inflation. Because if moving the product is a greater expense, the ultimate seller has to raise the price to continue maintaining the profits … In greater or lesser average depending on the product, what is certain is that both increases usually go hand in hand. Keep in mind that ETS2 also affects the price of gas, so it is an extra cost than adding to the equation. Worry. As is logical, the first accounts have already begun to look for solutions. From the Bank of Spain they point out that inflation can rebound in 2027 to 2.5% after a year 2026 more restrained. In Belgium they calculate That an average home will pay between 250 and 400 euros more a year. At the moment, the system will have a market stability reserve. The idea is that if the price shoots, the European Union can release emission bonds to control the price and cushion the increase. In addition, it has been designed has designed the Social Fund for Climate (SCF), a fund of at least 86.7 billion euros between 2026 and 2032 to surrender to the most vulnerable families and small businesses. Photo | Xataka In Xataka | Yes, the EU knows what our car consumes and the speed at which it circulates. And none of that has to do with an alleged espionage

France has tried by all means that CAF does not take “the contract of the century” of the Belgian trains. There is good news

by

The contract continues. That is what the Belgian responsible for one of the country’s greatest tenders have said. The so -called “Century Contract” will therefore fall on CAF, the great Spanish rail giant. The Spanish company will be in charge of providing trains to the “Belgian Renfe”. Refused. The State Council of Belgium has spoken. And what has decided is that it rejects the last resort that Alstom had presented in the award contest to provide the CNS (the Belgian Renfe) of a huge battery of trains to modernize much of the fleet. In The mail They detail that the Belgian State Council had already rejected a resource for Siemens last week and now has been dismissed that of Alstom. The process has been especially long and complex with numerous resources presented, comings and goings and reconfirmations. “The contract of the century”. Given the enormous volume of money that will move this contract, it does not seem that the famous denomination of “the contract of the century” is left great. To start, the investment will be 1,695 million euros but if the deadlines and volume of deliveries are met, CAF could receive up to 3.4 billion euros. The amount will be paid for The supply of 500 trains Automotores including three car models with battery hybrid propulsion that will have the task of replacing the old diesel locomotives in those roads that have not yet been electrified. With the rejection of the latest resources, it only remains to negotiate the last details and sign the greatest contract in the history of CAF. Long and complex. Getting with this contract has not been simple for the Spanish company. At the beginning of the year, Alstom and Siemens resorted to the award of CAF to CAF, claiming that the motivations for it were not transparent enough. In April, a Belgian court recommended suspending the contest. During that time, Alstom took the opportunity to press by pointing out that his proposal was better because they have a plant on Belgian soil, emphasizing that the decision to take out this contract would harm the citizens themselves because they were not betting on local employment as a decisive factor. The process, however, continued. However, CAF has had to wait for the Belgian authorities to definitely reject the resource of Siemens and a second resource by emergency presented by Alstom, who insisted again on a supposed lack of transparency. Israel. During the last bars of all this bureaucratic framework, various voices rose to question the award of CAF. They defended that a company that was associated with the Israeli Shapir could not be hired to build and expand the red and green lines of the Light Jerusalem Rail. The project is problematic because it will be built on illegal Israeli settlements. That has caused the Basque company to have been indicated in an official UN report as one of the companies that take revenues from the country’s antipalestine policy. They specify that with this type of works these illegal settlements are helped. 500 million euros. That is what is estimated to take coffee If the Israeli project goes ahead. This is valued at 1.8 billion euros to lift 27 kilometers of roads and 50 new stations. With them we want to connect the West Bank settlements with those of West Jerusalem. The business for CAF does not remain alone in the construction of this light meter. It is also about to decide when it will participate in the management of the lines. At the moment, it is being assessed that its involvement is maintained between 15 and 25 years once between operation. CAF shields that the award of the contract is prior to the Israeli invasion of Palestine. Do not get into. At least that is what they say from SCNB. Appealed by up to four associations that rejected that CAF received this contest for its involvement with the project in the West Bank and Jerusalem, the Belgian operator has responded that it cannot “determine the foreign or commercial policy of the companies involved,” they collect in The mail. Its position is contrary to other companies in the sector. The Norwegian sovereign fund, for example, has retired its investments in Shapir (the partner of CAF in the Israeli project) for the genocide committed in Gaza and the Manager Storeband also took CA from its portfolio for its involvement. The Catalan company Comsa was also part of the consortium that had gained the award of the blue line of the tram to Jerusalem but In 2024 he retired from the project and The Basque Siner announced that it will not serve steel to Israeli companies. Photo | CAF and ABODI VESAKARAN In Xataka | Renfe wanted to renew his fleet in Cantabria and Asturias. Until he was wrong with the width of his trains

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.