million

While Ryanair cuts 1.2 million seats in Spain, the gap it is leaving has a name: Wizz Air

by

Ryanair continues in its thirteenth cutting seats at regional airports Spanish. The thing is that the rest of the low-cost airlines have not sat idly by and are taking advantage to have a greater presence. One of these airlines is Wizz Air, which is already thinking about grab a larger market share in Spain after the fight between Ryanair and Aena over airport taxes. Without its own bases, but with more routes and more seats. If some leave, others come. Ryanair has been in open war for months with the Government for Aena airport taxes. The Irish company considers that the rates at regional airports are unaffordable and has gone from threats to withdraw from several Spanish airports, closing its base in Santiago de Compostela, canceling flights in Vigo and Tenerife North, and will leave those in Valladolid and Jerez inactive. The total cut amounts to 1.2 million seats for the summer. In addition, next winter the airline also plans to reduce its capacity in Asturias, Santander, Zaragoza and several Canarian airports. Wizz Air has seen that gap. What Wizz Air is doing. The Budapest-based airline has decided to move in the opposite direction: it plans to increase its capacity in Spain by 39% throughout 2026. This is confirmed by Vera Jardan, the company’s corporate communications director, in statements collected by OkDiario. According to the media, the strategy does not involve opening its own bases, but rather expanding operations in the airports where it already has a presence and adding new routes. The company already operates in 16 Spanish airports, including Madrid, Barcelona, ​​Malaga, Alicante, Bilbao, Ibiza, Santander and Fuerteventura, and offers 144 routes to 15 different countries. Its latest novelty has been a direct connection between Menorca and Budapest. What they say from within. “Spain is definitely an increasingly important emerging market for us, on which we are increasingly focusing,” counted Jardan in the middle. “We see that they are more open to adventures and impromptu trips, and we would definitely like to satisfy that demand with more interesting flights and destinations to different countries,” the manager continued. Wizz Air has been betting for years on routes to central and eastern Europe, destinations that large airlines do not usually cover so frequently. He Ryanair withdrawal. Just like we counted For some time now, Ryanair has historically maintained some low-demand routes thanks to advertising contracts with local institutions. When those contracts are no longer profitable (or more attractive incentives have appeared in other markets, like morocco), the company has not hesitated to withdraw its flights. Added to this is the impact of AVE to Galiciawhich has reduced passengers from the plane in a region that has already accumulated a drop of 15.5% so far this year. What changes the travelers. In the short term, those traveling with Ryanair from affected regional airports will have fewer options or will have to travel to another departure point. Wizz Air can cover part of that demand, but its destination network and operating model are still not comparable to that of the Irish airline. What is clear is that the Hungarian company sees at this moment a real window of opportunity to gain share in a market that, until now, Ryanair had dominated with almost no direct competition in the low-cost segment. Cover image | Paréj Richárd In Xataka | If you thought that Ryanair was living outside the Hormuz crisis, its CEO has a message. And it doesn’t look good for Spain

If you have half a million euros left over, you can buy it

by

The Chinese company Unitree Robotics just presented the GD01, a manned robot that combines bipedal locomotion with movement on four limbs. Wow, a mecha that seems straight out of the movies but already has a price and production date. It already exists and can be purchased. According to Unitree, the GD01 is a high-strength alloy machine that weighs about 500 kilos with a pilot on board. To control it, simply place yourself in the cabin that incorporates the torso. Its starting price is 3.9 million yuan (about 538,000 euros at the current exchange rate). The company defines it as the world’s first mass-produced transformable mecha. What it can do. In the video published The company shows the GD01 walking upright on two legs and knocking down a brick wall with one hand. Next, the robot reconfigures its chassis and begins to move supported by four limbs, literally like a Transformers. China and robotics. The GD01 comes at a time when Chinese robotics companies are gaining ground notably compared to its American competitors, driven by lower production costs and greater manufacturing speed. According to consulting firm Omdia, Chinese companies accounted for almost 90% of global sales of humanoid robots in 2025. Unitree alone shipped more than 5,500 units last year, according to share SCMP, compared to the approximately 150 units shipped by each of the large American firms such as Tesla, Figure AI or Agility Robotics. The price gap. Unitree’s humanoid entry robot, the R1it costs around 5,500 euros to change. Its Chinese rival AgiBot has a simplified model for about 12,800 euros. And on the other hand, Elon Musk has estimated that the Tesla Optimus It could cost between $20,000 and $30,000 in the future. The GD01 is a different bet from the rest, especially to provide maneuverability in industrial environments. Unitree is in full expansion. The company already sells its R1 and G1 humanoid robots, as well as the Go2 robot dog, in international markets such as North America, Europe and Japan through AliExpress. Their robots have begun to appear in all kinds of environments and events (in fact we brought one in the last Xataka Awards). In March, Unitree also requested to go public in the Chinese market, with a financing plan of about 4.2 billion yuan, of which 85% would go to research and development. The question that remains in the air. The GD01 is, for now, a demonstration of technological capacity and a declaration of intent. It is also a really eye-catching product, which is precisely what the company is looking for: notoriety. It is certainly achieving it, although it is still up in the air whether its technological capabilities exceed those currently found in the industrial environments for which it is intended. Now, what’s cool is cool. In Xataka | We had already assumed that AI and robots were superior to humans at chess. Now they are also good at ping-pong

The oldest train line in Spain is still running 180 years later. And it moves 40 million passengers

by

It is very likely that you have also done the exercise but I don’t know if the subject fascinates you as much as it does me. Have you ever thought about how far and how close we are from our great-grandparents and our great-great-grandparents? The City of Wonders by Eduardo Mendoza explains wonderfully how Barcelona became a technological centrifuge at the end of the 19th century and the first decades of the 20th century. When Onofre Bouvila arrives in Barcelona, ​​the city is very different from the one in front of him when the book ends. A little before what the book tells, Barcelona had already begun to assimilate some technological advances that would be difficult for the average citizen to conceive. One of them was the railway. In 1848, the first train line on the Peninsula was inaugurated in Barcelona.. It’s Barcelona-Mataró. 30 kilometers in half an hour And, indeed, the Barcelona-Mataró is not the first Spanish train line but it is the first on the Iberian Peninsula. Actually, the first train line in Spain is the one known as Havana-Güines Since on November 19, 1837, the first service between these two towns was launched. The objective was to transport the sugar and honey that was produced in the first of these towns from Güines to the port of Havana. However, the first train on the Iberian Peninsula I would have to wait another decade. It was not until October 28, 1848 when the first train from Barcelona left towards Mataró surrounded by the music of the Artillery Corps and the curious who came to Doctor Aiguader Avenue. They explain in The Vanguard that the commotion was considerable to the south of the Parque de la Ciudadela and next to what is now the Estación de Francia, because the atmosphere vibrated with the excitement of witnessing a historical event in our country. The train had 24 cars and had capacity for 900 people. They had almost 30 kilometers ahead of them, which when the service was transformed into a regular line could be covered in 35 minutes without stops and an hour of travel if it stopped at intermediate stops, leaving far behind the five or six hours that had to be spent if traveling by stagecoach. The smoke, coal and soot did not deter those who, according to the Catalan newspaper, sneaked onto the train to be part of that first cap journey. Before, a few lucky They had already had the opportunity to travel between the two cities by train. And a few weeks before the big day, two rehearsals were carried out to check that everything was perfect and worked as it should. It was the result of the work of Miguel Biada. Miguel Biada i Buñol He was a merchant mariner who became a promoter of the first train line on peninsular soil. Although he was born in Mataró, he earned his living as a merchant in the Caribbean where, already in Havana, he had been part of the group of businessmen who promoted and carried out the first Spanish train line, the aforementioned Havana-Güines. Back in Spain, the businessman pushed to push ahead with that first train line that, according to some researchwas projected on the international gauge. These sources suggest that Madrid was required to opt for what It would later be known as Ancho Ibérico. A decision that condemned Spain to be isolated from the European railway network and that It still has its consequences today.. Finally, as we said, the first train line in mainland Spain started in 1848 and became a complete success. In the first year, 675,828 passengers boarded the train among whom, unfortunately, was not its promoter who had died that same year in April. Nor did the five people who, they say, have any good luck. The Vanguardwere run over and killed that first year. These deaths did not put a stop to the expansion plans. And the railway had come to stay in the Iberian Peninsula. It did so decades behind other European countries, but the expansion was so rapid that In 1866 Spain had already accumulated more than 5,000 kilometers of roads. Today, the Barcelona-Mataró has extended to the Massanet-Massanas station and is more than 70 kilometers long. Obviously, it is the first Rodalies line in Barcelona, ​​the one known as R1 that today starts from Molins de Rei and moves almost 40 million passengers a year. Photo | Illustration and photography collected on Wikimedia In Xataka | The Madrid Cercanías have become a nest of problems and delays: their solution is new “megatrains”

Germany is the European mecca of the combustion car. That Spain becomes the electricity supplier goes through Mérida and 800 million Chinese

by

Hunan Yuneng International Spain New Energy Battery Material SLU already has its excavator blades in Mérida. The Chinese battery manufacturing company You already have the land and have obtained the building license from the town hall, so the preparation work on the ground has already been visible for a few days. The speed with which one of the strategic electric car factories is materializing is scandalous: in February we were talking of environmental approval and be careful because it is expected that be operational at the end of the year. That Hunan Yuneng has achieved it in such a short time says a lot about both parties involved. The factory is going from strength to strength. The plant will produce cathode materials for cells LFP batteriesmore specifically lithium iron phosphate, a technology that is emerging due to its lower cost, greater durability and better thermal resistance. As collects Badajoz Newsthis project involves an investment of close to 800 million, will have a productive capacity of up to 300,000 tons per year and will directly generate 500 jobs. According to MotorpasiónIn this first phase there will be an initial investment of about 116–125 million euros of investment and about 160 direct jobs. One of the most revealing developments about the real status of the project is the appearance of an auxiliary satellite industry: the Chinese company Jinhong Gas has constituted formally in Mérida the company ‘Jinhong Gas (Spain) SL’ to directly supply the Hunan Yuneng plant with nitrogen, an essential element for the manufacture of LFP cathode materials. Why is it important. Because it is one of the largest industrial investments captured by Extremadura and the first plant of this type in Europe, as explains the Junta de Extremadura. This makes Mérida strategic, a reference for the European automobile industry from the moment it is operational. LFP batteries are the key to cheap electric cars: they are more affordable because lithium and iron are cheaper than nickel or cobalt and they are also safer and resist charging cycles better, which makes them more durable. It is true that its energy density is lower than those of NMC chemicals, but due to longevity and cost they are ideal in the entry or medium segment, precisely where Europe needs it most compared to China. Furthermore, producing the cathode material on European soil is almost a necessity by law and a process that opens doors to aid such as Auto+ plan. Context: the lithium triangle. Extremadura has been gaining weight in the electric car supply chain for years. In Navalmoral de la Mata there is already a plant in the oven to produce complete batteries. It was initially intended for NMC batteries, but has pivoted to manufacture LFP accumulators. On the other hand, in the surroundings of Cáceres it is believed that there is one of the largest lithium deposits in Europealthough exploiting it is another story: is paralyzed after the neighborhood opposition and environmental platforms. However, the European Commission has mineral and rare earth exploitation projects in its portfolio. three located in Extremadura of the seven total in the Spanish state. Unblocking it would mean that the region could control extraction, cathode material production and battery assembly, all in the same territory: just what the Critical Raw Materials Act It has been encouraging for years without much success. The manufacturing of electric cars and their parts in Spain speaks Chinese. Chinese brands have understood that the way to avoid European tariffs on vehicles manufactured in China is that they have a shortcut to negotiations with Brussels: produce directly on European soil. Spain, which abstained from voting on those tariffshas become your favorite destination. Yes, but. The structural weak point that we have already reflected but that is worth remembering: the factory will produce lithium iron phosphate, but the lithium it needs to do so will not come from Extremadura, but probably from Australia, Chile or again China. According to the IEA report on critical minerals 2023China controls more than 60% of global lithium refining, so strategic sovereignty is relative. On the other hand, we also have to keep an eye on employment: the experience with other Chinese plants in Europe, such as lfrom CATL in Zaragozahas generated debate about what proportion of the initial qualified personnel comes from the investing country. It’s fine print that should be on the table and resolved before the machinery is operational. In Xataka | MG, BYD, Lynk&Co, Omoda: who’s who of Chinese car manufacturers in Spain In Xataka | China appears to dominate the global market for electric car batteries. He has an obvious Achilles heel Cover | Michael Fousert and Rafa Esteve

It is called Anthropic and it is going to pay you 200,000 million, according to The Information

by

Anthropic has agreed to pay Google about $200 billion over five years for more computing power, according to has published The Information. The figure would thus place the AI ​​startup as Google Cloud’s largest individual client, representing more than 40% of the backlog of earnings that Alphabet communicated to its investors last week. From commitment to commitment. A revenue backlog reflects contractual commitments already signed by a cloud provider’s customers. That Anthropic occupies more than 40% of Google Cloud says a lot about the extent to which the startup has become a structural piece of Alphabet’s business. There is also another nuance to highlight: that large AI companies like Anthropic or OpenAI still need the hyperscalers to continue growing, so in this sense, both Microsoft and Google can afford not to have the best AI models as long as they receive such an amount of income from offering such computing capacity. What the agreement consists of. According to they count In The Information, the pact, signed in April, includes massive capacity of TPUs (Google’s own AI chips), supplied in collaboration with Broadcom. However, this infrastructure will not be ready after 2027. Anthropic, for its part, not only works with Google hardware, since also uses Trainium chips from Amazon and Nvidia GPUs, playing its cards well to diversify suppliers and not depend on a single company that supplies computing capacity. The now classic circular financing. Alphabet has been investing in Anthropic for years: first it was $300 million in 2023, then another 2 billionafter 1 billion more in 2025. A few days ago we also discovered an investment of up to 40,000 million additional payments by Google, of which 10 billion would be disbursed immediately and the rest would be conditional on objectives met. In exchange, Google Cloud will provide an additional 5 gigawatts of computing capacity. This way, Google invests in Anthropic and Anthropic spends that money in Google. Is called circular financingand it is the key to how the foundations of AI are made of promises. According to account In the middle, the contracts signed between large cloud providers (Amazon Web Services, Microsoft Azure, Google Cloud) and startups like Anthropic and OpenAI already add up to more than two billion dollars in committed backlogs. Hyperscalers invest in AI startups and AI startups spend that money on the infrastructure of those same hyperscalers. Anthropic can’t afford it… and yet they do it. Estimates suggest that Anthropic’s server costs could reach 20 billion dollars only in 2026. The company is not yet profitable, but demand for its model family Claude continues to grow strongly in the business segment, which forces it to secure long-term computing capacity before infrastructure shortages prevent it from doing so. The agreement with Google adds to another recent one with CoreWeave and the forecast of securing almost a gigawatt of additional capacity through Amazon chips before the end of the year. Almost symbiotic relationship. Alphabet is at a time of maximum competitive pressure in AI. Your cloud business grew by 36% last year, and Anthropic is one of its most intensive clients. Losing that relationship, or seeing it migrate to other providers like AWS, would be a significant blow. Furthermore, with an Anthropic valuation that Bloomberg situates around 800,000 million dollars, and with a possible IPO Before the year is out, Google’s accumulated stake in the company could become one of its most valuable financial assets. It is not just infrastructure: it is also a capital bet. Cover image | Wikimedia and Fortune Brainstorm Tech In Xataka | If at some point NVIDIA has to choose between giving its best chips to the US or China, its choice is very clear.

between 1.7 and 2.3 million jobs at risk

by

The shadow of job destruction due to automation that the arrival of AI promised has been hanging over the labor market since companies like Anthropic, OpenAI or Google demonstrated that AI was much more than a chatbot to which you can ask everyday questions. The massive rounds of dismissal that were taking place in the big technology companies of Silicon Valley seemed like something distant that did not go with the Spanish labor market, until some experts asked themselves what real impact AI is having on employment in Spain. He first study focused on the Spanish labor market has just shown that that distance from Silicon Valley was nothing more than an illusion. AI is here, is being adopted at an accelerated pace in Spanish companies and its effects on employment will begin to be noticeable in the coming years. A tsunami called IA. The study ‘Artificial intelligence and the labor market in Spain: Occupational exposure, effects on employment and business adoption’, published by the Funcas study center and prepared by Francisco Rodríguez, director of Financial Studies at the foundation, quantifies for the first time the impact of AI on the labor market in Spain. The research estimates that, between 2025 and 2035, AI could destroy between 1.7 and 2.3 million jobs in Spain. At the most optimistic end, the impact figure of AI drops to about 700,000 jobs. In their most pessimistic forecast, they could exceed a gross job destruction of up to 3.5 million jobs, a range that reflects the real uncertainty about how quickly AI will be implemented in companies. Destroying is not the same as displacing. The study highlights that gross destruction is not the same as net destruction and the main difference is that, in absolute terms, there will be a displacement of employment, destroying employment in some sectors, to generate new vacancies in others. Therefore, this range of 1.7 to 2.3 million jobs does not mean that these workers will not have access to another job other than the one they held. The creation of new occupations linked to AI could reach around 1.61 million positions in the 2023-2033 horizon, which would leave the estimated net loss in the central scenario at around 400,000 jobs. This displacement of employment remains in line with what the ‘Report on the future of employment 2025‘ prepared by the World Economic Forum. Who is most exposed? The problem that the Funcas study reveals is that the positions that disappear and those that are created are not the same nor do they require the same training profile, so accessing new occupations requires a different training. The bulk of this impact is concentrated on administrative, intermediate and senior technical profiles, profiles that perform repetitive tasks of information processing, document writing or data management. Something in which AI is demonstrating its best abilities. On the other hand, between 2.8 and 3.5 million workers will not see their jobs disappear, but will They will work more productively thanks to AI tools, doing more work in less time without your job disappearing. Spain still depends a lot on physical employment. Spain also presents a somewhat particular position compared to its European neighbors regarding the impact of AI on its labor market due to the nature of the Spanish business fabric. The study places the real risk of automation in the Spanish labor market at 5.9%, well below the OECD average (12%). This difference is explained by the greater weight of physical tasks in traditional professions in the Spanish economy, which are more difficult to automate. Even so, in terms of general exposure to AI, Spain stands at 27.4% compared to the OECD average of 26%. In Spain, more and more work is being done with AI. In the first quarter of 2025, 21.1% of Spanish companies with ten or more employees already used at least one AI technologycompared to 12.4% who used it in 2023. This data represents a jump of 8.7 points in just two years. By sectors, technology companies are the ones that have most integrated the use of AI into their processes with 58.7%, followed by the Services sector (25.7%), Industry (17.5%) and, surprisingly, Construction (11.4%). Companies that have integrated AI have an average productivity that is 27% higher than those that do not use this technology, although the report warns that the most productive companies They are also the most likely to adopt technology, so that difference cannot be attributed entirely to AI. “This acceleration is an indicator that the process of technological diffusion has reached a critical mass and that its effects on employment will begin to materialize in a perceptible way in the coming years,” says the Funcas report. In Xataka | “They blame AI for layoffs they would do anyway”: Sam Altman confirms that AI has been used as an excuse to lay off Image | Unsplash (Lala Azizli)

In 1802 someone proposed to Napoleon to unite France with England. Today the Eurotunnel invoices more than 1,000 million a year

by

“Bonjour mon ami,” said Graham Fagg. “Welcome to France”, replies Philippe Cozette. With these words an Englishman and a Frenchman greet each other. Both are operators of one of the most ambitious and spectacular infrastructures in the world. France and the United Kingdom have just been united by land. Specifically, the land lies 50 meters below the seabed. It is December 1, 1990 and the workers have found themselves in their excavation operations. Since work began in December 1987, it is the most exciting moment in the history of the Channel Tunnel. finally united The Eurotunnel is a 50.5 km excavation that since 1994 has connected buses and trains between the United Kingdom and France. The work runs for 38 kilometers under the sea and remains, to this day, the only land connection between the United Kingdom and Europe. More than 30 years after it was launched, the Channel Tunnel has a turnover of more than 1 billion euros a year. It is the magic figure that confirms why the investment has not only been profitable, but also why it is a project that has been talked about for hundreds of years. They explain in Reuters That the first time someone imagined a tunnel similar to the current one was 1751. The Frenchman Nicolas Desmarets, a French geologist, was the first to imagine the construction of a tunnel but no one bought the idea. Yes it would, they explain in MotorpassionNapoleon Bonaparte in 1802 when he gave his support to a project to dig a tunnel to the United Kingdom and launch a passage for horse-drawn carriages by the light of oil lamps. Evidently the project never went beyond paper because, in fact, throughout the 19th century projections were being made of what this step would be like to the point that, in 1866, the British engineer Henry Marc Brunel showed that the soil under water was composed of chalk (a type of limestone rock) that allowed drilling into the soil. In fact, these studies led him to create the gravity coring system, a working method that is still used today. However, it would not be until 1880 when the first steps on the ground would be taken. Progress that was initially successful but was completely suspended in 1883 when the works had already begun to enter the underwater zone. The reason given by the United Kingdom is that a tunnel could facilitate a potential invasion of the country from the continent. The argument carried so much weight that the project was frozen for almost a century. Winston Churchill advocated for it before the Second World War but no serious work was ever carried out to bring it forward. In fact, a system of hatches was proposed that, in the event of an emergency situation, would allow the tunnel to be flooded in case of fear of an invasion. This did not convince the military officials and the project remained suspended. It was not until the 1970s that the project was discussed again in much more serious terms. Along the way, all kinds of solutions had been proposed, including the possibility of creating an isthmus and that, through canals, allow ships to pass at the same time. In the end, the most logical solution was chosen: a railway tunnel between the United Kingdom and France. The agreement began to take shape in 1964 when technical studies began to make it viable. However, it would not be until 10 years later when work began. Some works that, in fact, barely lasted because the United Kingdom soon abandoned them due to the enormous cost of the project. Yet, The Eurotunnel had already started. And on January 20, 1986, François Mitterrand, on the French side, and Margaret Thatcher, for the British, announced the definitive construction of the tunnel. The decision maintained the idea of ​​previous decades of linking both countries with trains. Trains that, at the same time, allowed the transport of vehicles such as private cars. Thus, the tunnel now allows the transit of people with the one known as Eurostar, whose passengers travel by train, and a second train that allows the transfer of vehicles. It works through a system of three tunnels. Two of them perform round trip functions and the third is designed for their maintenance. The work, which began operating in 1994, now allows the passage of people and vehicles (including trucks) and is managed by Getlink (which was previously called Group Eurotunnel), a company that has the concession of exploitation by both countries as stated in the Treaty of Canterbury. This company benefits from the concession thanks to the passage of people and vehicles but also due to the interconnection of electrical energy on both sides of it. In fact, in 2025 turnover was close to 1.6 billion euros but almost 400 million euros came from Eleclink (the electrical interconnection between both countries) and Europorte (freight transport), the other two businesses that the company has associated with the exploitation of infrastructure. Photo | opihuck and Tambo on Wikimedia In Xataka | 125 kilometers of water separate 140 million inhabitants. China is going to solve it with a mega railway tunnel

The ambitious adaptation of a literary classic with 70 million copies sold comes to Prime Video

by

In 1993, Meryl Streep, Jeremy Irons and Antonio Banderas starred in the first adaptation of ‘The spirit house‘but Isabel Allende’s novel did not turn out very well, because the film left its Latin identity behind. Thirty-three years later, Prime Video premieres the first television adaptation in Spanish of the work, filmed entirely in Chile, with an Ibero-American creative team and Allende herself acting as executive producer. Published in 1982, the novel has sold more than 70 million copies worldwide and is considered a classic of 20th century Latin American literature. The Amazon adaptation was conceived by Francisca Alegría and Fernanda Urrejola, who co-wrote the pilot, who were later joined by Andrés Wood, director of ‘Machuca’ and the series ‘News of a Kidnapping’, who directed four of the eight episodes and served as co-showrunner. Isabel Allende herself and Eva Longoria are on the list of executive producers, in a proposal where Wood recognizes a very extensive female presence. The series follows the Trueba family through several decades of the 20th century in an unnamed South American country (although it is unmistakably Chile) undergoing profound political and social upheavals. At the center is Esteban, an ambitious, authoritarian and violent patriarch who builds his fortune by subjugating the peasants who work on his hacienda, Las Tres Marías. In front of him, Clara del Valle, a woman with supernatural gifts, who is gifted with clairvoyance and communicates with spirits, and whose sensitivity contrasts with the brutality of Esteban, whom she ends up marrying. The story unfolds through three generations of women, each facing power in their own way. The series is part of Prime Video’s commitment to Latin American content: according to data from Parrot Analyticsstreaming originals in Spanish and Portuguese grew 266% between 2020 and 2024, outpacing the growth rate of content in any other language. For this series, the platform is betting on a staggered premiere, with three first episodes available from this Wednesday, April 29, two new ones on May 6 and the three on May 13. It is a formula that Prime Video has used with other productions to keep the conversation active for several weeks, unlike the Netflix model. In Xataka | A porn video club in Valladolid in 1998: Prime Video gets naked with ‘Cochinas’

California wants to preserve mountain lion DNA, so it spent $100 million on a highway bridge

by

While for humanity roads are essential means of communication, for animals it is the opposite: a barrier that can be lethal. In fact, every year millions of animals die trying to cross roads that cut their habitats in half: we see the same thing in Iran with the Asiatic cheetah that in the India, where elephants are run over (although yes, with trains) is one of the big problems of its railway system. One of the solutions proposed by conservation biology are wildlife steps: an infrastructure, whether a bridge, tunnel or walkway, that allows animals to move safely through their domain by crossing roads or railway tracks. California just took this idea to another level with the largest structure of its kind ever built. The megastep for California pumas. It is about the Wallis Annenberg Wildlife Crossinga colossal plant bridge about 64 meters wide that crosses the US-101 highway as it passes through Agoura Hills, in Los Angeles. The structure has more than 11.8 million kilos of concrete, 82 bridge beams and more than 6,000 cubic meters of living soil to house more than 50 species of plants native to the region. The idea is to faithfully recreate the coastal sage scrub or coastal sage scrub, aromatic shrubs that are abundant in the area, but on one of the busiest highways. The project is a public-private collaboration that started formally on Earth Day 2022 and has cost $114 million. Its inauguration is scheduled for autumn of this year, thus becoming the largest wildlife crossing in the world. California Government Why is it important. The United States National Park Service has spent decades documenting that mountain lions in the Santa Monica Mountains are genetically isolated by roads and urbanization. And an isolated population is doomed: it does not have genetic exchange with other groups, there is endogamy, genetic variability is lost and the species loses its capacity to adapt. That is to say, the passage of US-101 not only kills animals by being run over, but it is also an evolutionary trap. That said, the bridge is not an infrastructure that will benefit exclusively the puma: it is also designed for red lynxes, foxes, coyotes, reptiles and a long chain of species whose mobility is essential for the ecosystem. Finally, the structure is framed within the California 30×30 objectivewhich aims to conserve 30% of the state’s coastal lands and waters before 2030, in this case connecting the protected spaces of the Santa Monica Mountains with the environment. Context. Wildlife passages are not something new: the first were built in the 50s of the 20th century, in France. In fact, Europe has been developing this technology for more than 70 years and has a long list of structures of this type. What is unique about this project is not so much the structure itself, but its scale and location: it is in a huge city and crosses a 10-lane highway where More than 300,000 vehicles pass through each daynot on a secondary road in deep America. However, there are already promising precedents such as the recently inaugurated Colorado’s Greenland Wildlife Overpass on I-25, connecting approximately 15,800 hectares (39,000 acres) of habitat for deer, elk, mountain lions and bears. Scientific literature also supports the bet: after analyzing 89 fauna passages in Europe, North America and Australia, this study published in Biological Conservation concluded that they are highly effective and that they reduce animal mortality due to roadkill by up to 90% compared to unprotected stretches. Other wildlife passes. Although the Wallis Annenberg Wildlife Crossing will be the largest in the world, there are other wildlife crossings (mainly in Europe) equally ambitious: Natuurbrug Zanderij Crailooin the Netherlands. At 800 meters long and 50 meters wide, it is the longest ecoduct in the world. Doñana National Park It has a network of wildlife crossings and ecoducts built specifically for the Iberian lynx, whose 80% of deaths occur due to being run over. On the A4 highway in the Lower Silesian Forest in Poland there are 15 ecoducts and wildlife crossings. It has been monitored for three years its use by wolves, ungulates and other carnivores. Veluwe ecoduct network in the Netherlands. Nine ecoducts in a natural area of ​​1,000 square kilometers, with almost 5,000 deer and wild boar crossings documented in a single year. Ecoduct on the Türkiye – Central Europe highway. It was built after multiple attacks by brown bears, achieving reduce collisions to zero. Yes, but. Despite its potential ecological value, the project has faced criticism for its high cost: It started with a budget of 92 million and in addition to being delayed, it will end up costing approximately $114 million. In addition, there are those who wonder whether a single structure is enough to save an entire population, suggesting that it is more necessary to implement smaller-scale but more numerous interventions rather than a single megaproject. From a strictly scientific point of view, the effectiveness of these steps is neither automatic nor guaranteed. A paper published in the Journal of Applied Ecology cautions that most available studies measure the number of crossings but not the actual impact on population viability, and that population-level effects remain difficult to quantify. Furthermore, design matters: those structures less than 20 meters wide are used noticeably less by animals. And if it has a bad location it can end up being useless. We will have to wait years of monitoring the Wallis Annenberg Wildlife Crossing to determine its effect. In Xataka | There are only 27 left in the wild and the war in Iran is their sentence: the drama of the rarest and rarest feline on the planet In Xataka | We have a serious problem with the extinction of bees. The United Kingdom wants to solve it with bricks Cover | California Government and Priscilla Du Preez 🇨🇦

Ryanair will cut 1.2 million seats in Spain but there is one region that will suffer more than the rest: Galicia

by

Ryanair will reduce seats, cancel routes and raise ticket prices. That is the strategy that the company envisions for Spain during next summer. And Eddie Wilson has confirmed a strategy that has been talked about since last October when the CEO of Ryanair already threatened to take more flights from Spain if the situation did not change with Aena’s rates. And one autonomous community is feeling it more than the rest. 1.2 million seats. That will be the cut that Ryanair has prepared for our country next summer. It is something that was already reported in October and was confirmed last Monday. Counterscheduling the distribution of Aena dividends among its partners, Eddie Wilson has taken the opportunity to point out that its activity will be reduced in Spain in just a few months. They do so because the Government takes advantage of “(Aena’s) monopoly position in Spain’s main airports, obtaining excessive margins of 60% at the expense of local economies, which depend on affordable air travel for tourism and employment.” Without a change in airport taxesRyanair confirms that it is withdrawing flights in our country and that it will replace seats in larger airports. The reason is the repeated one in the last months of this Government-Ryanair battle: They consider that Aena’s rates at regional airports are too high. Once again, regional airports. According to the company, Aena’s airport taxes in regional spaces are uncompetitive and a burden on tourism and the economy of these cities. This has caused, according to the company, its departure from the airports of Asturias, Valladolid, Jerez, Tenerife North and Vigo and its activity to be reduced by 79% in Santiago compared to the summer 2024 figures. Not only that, in addition to this cut in seats, Wilson has not hesitated to warn that if the price of jet fuel becomes scarce, the first victims will be the regional airports, prioritizing the large seats. What about Galicia? Although Ryanair claims that its departure is fatally damaging the less frequented Spanish airports, the truth is that not all of them are suffering the same fate. A good example is Zaragoza. Compared to 2024, it will have 45% fewer seats, three routes canceled and two others cut. Despite this, Aena data They say that in 2025 the number of passengers grew by 1.9% (especially on domestic routes) and that in 2026 it is growing by 2.6%. Photography is very different in Galicia. So far this year, A Coruña airport is the only one that has grown. Without Ryanair, Vigo is falling 3.4% this year but the most worrying thing is in Santiago. At this airport, Ryanair has cut its activity by almost 80% compared to the summer of two years ago. In 2025 it has already fallen by 14.3% and this year it is falling by 29.6%. The lower activity at this airport has caused flights in the region to fall by 6.9% last year and so far this year this has worsened to 15.5%. There is only one worse fact. From all regions, Galicia is the one with the worst figures. And so far this year, only Castilla y León has lost more travelers, with a drop of 18.6%. However, its volume of travelers is much lower than that of Galicia. In the first three months of 2025, 40,051 people moved by plane in the region, while this year 32,613 passengers did so. That’s a drop of less than 8,000 seats filled. In Galicia, however, so far this year 987,812 passengers have taken a plane, while in 2025 a total of 1,168,745 people had taken a plane. That is, in the first quarter of the year, 180,933 passengers have been lost in the first quarter of 2026. And more than 200,000 passengers compared to 2024 when more than 1,194,032 people moved by plane in the first three months of the year. Not only the rates. When Ryanair announces that it is leaving an airport, it usually points to airport taxes, but the reality is more complex. The truth is that the company has maintained some commercial routes with low demand because it had advertising contracts that supported its routes. Contracts that he has not hesitated to break, as in Vigowhen you have found more juicy economic incentives like those that have arrived from Morocco. It must be taken into account thatthe launch of the AVE to Galicia It has also been a hard blow for airline companies that have seen how part of their customers move to the train since it offers more affordable rates and travel times that, adding the waits at airports, are similar to those of the plane. In fact, companies like Iberia have also reduced their supply because demand did not compensate for the effort. Photo | Left Victorian and Simone Muzzi In Xataka | The new EU border system is leaving people without flights. Ryanair has a solution: close check-in early

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.