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600km and charges in 10 minutes

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The world’s first motorcycle with a solid-state battery is now a reality. Is called TS Pro and the Verge factorya small Finnish brand. Its promise is clear and disruptive: up to 600 km of autonomy, a figure higher than that of a Tesla Model 3 standard. A record. Talking about 600km of autonomy is not only a record within the still young electric motorcycle market. It is a fact that breaks the current framework of the entire motorcycle industry. The average range of a medium or high displacement motorcycle today is around 300 km, which means that, for the first time, an electric motorcycle not only equals, but far surpasses combustion in one of its great bastions. Although there is quite a bit of fine print to read. The data. The TS Pro from Verge is a 100% electric naked that accelerates from 0 to 100km/h in 3.5 seconds and with a torque of 1,000 Nm. To give you some context, the fastest motorcycles ever made in the world barely exceed 100nm. But the key is not only in the excessive power, it is in the barriers it breaks. 600km of autonomy Weight of “only” 235kg Quick charge in 10 minutes CSS Loader Five-year battery warranty There is nothing like it. Currently in Europe (and specifically, in Spain) there is nothing remotely similar to what Verge offers. The reference electric motorcycle is the Zero SR/F Streetwith a range of 283km. The rest of the attempts to democratize the electric motorcycle, such as Harley with LiveWirehave remained at ranges of between 150 and 250km. Not even in price. Between 40,000 and more than 50,000 euros. This is what it will cost to get this electric motorcycle in Spain. It is not an unreasonable price, taking into account that proposals like those from Zero are around 30,000 euros with noticeably lower specifications. If you’re wondering “what about maintenance”, it’s relatively similar to that of a Tesla. Verge will offer a remote customer service for any type of question or problem and, in the event of a breakdown, they will have a home service to carry out the necessary maintenance on the motorcycle. According to the brand, these motorcycles only need one service a year. The paradigm shift. The “it has half the autonomy of a diesel” in the car world translated to “it has half the autonomy of my motorcycle” in the world of two wheels. This Verge is important not only for introducing solid-state technology in the sector, but for demonstrating that the electric motorcycle can double the autonomy of its combustion alternatives. The resistances. Verge faces resistance that goes beyond the technical sheet and cold numbers: the motorcycle market is a passionate market. Even so. Despite the unknown of what is going to happen with the future of the motorcycle, Verge has taken a giant step. An unknown company has been the first to introduce solid-state batteries and to demonstrate that the autonomy barrier will not be the slightest problem in the future. Meanwhile, Japanese giants like Honda have not managed to exceed 130km of autonomy in its new generation of electric motorcycles. China’s landing in Spain and Europe It is being an overwhelming success: The first manufacturer that manages to offer solid state at an affordable price will have everything to win. Image | Verge In Xataka | The 11 cheapest electric motorcycles with the most autonomy: the best quality-price options

Renfe is obliged to return money after 15 minutes of delay. Its president warns that this “would make tickets more expensive”

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The president of Renfe, Álvaro Fernández Heredia, assures that the company will not apply from January 1 the new compensation approved by Congress. He argues that the measure is “unconstitutional and generates inequality against Iryo and Ouigo.” Conflict. In November, Congress approved a PP amendment to the Sustainable Mobility Law that forces Renfe to recover its old compensation for delays. These are 50% refund of the ticket from 15 minutes of delay and 100% from 30 minutes. Currently, after the change which the operator made in July 2024, only returns money after 60 minutes (50% of the amount) and 90 minutes (100%). The amendment, which had the support of Vox, Junts, ERC, PNV, Podemos and BNG, sets January 1, 2026 as the date of entry into force. Renfe’s position. Fernández Heredia, has declared in RNE that “in principle, no” there will be changes next Thursday in the travel conditions. According to the president of the operator, the State Attorney’s Office is studying legal formulas to avoid applying the provision. “We have a legal opinion that clearly says that it is unconstitutional,” he said. explained in El País, arguing that it violates principles such as equal treatment, freedom of enterprise and two European regulations on rail transport services. The economic cost according to the operator. The president of the institution estimates the impact of the measure at more than 125 million euros annually, well above the 43 million that Renfe paid in compensation during 2023. As Fernández Heredia clarifies, the increase is not only due to more incidents, but also because the amendment extends compensation to all long-distance commercial services, including Avlo, Alvia and Intercity, not just the AVE. “Whoever wrote this didn’t know what he was doing,” pointed out to the middle. The consequences for the traveler. The president of Renfe warns that applying the new compensation would cause a 10% increase in fares and would displace up to 5% of passengers towards the competition. In addition, it warns that “deficient services that Renfe maintains in areas where Iryo and Ouigo do not operate would be put at serious risk.” “If we want it to be cheaper, provide deficient services and stop where no one stops, what we don’t want is liberalization,” declared in RNE. Inequality. The core of Renfe’s argument is regulatory asymmetry. And while this operator would have to return part of the money from 15 minutes late, Ouigo begins to compensate from 30 minutes (with purchase vouchers) and Iryo from 30 minutes as well. Both competitors only refund 100% of the amount after 90 minutes of delay, just like Renfe does now. “I don’t think this is being done because we want to improve the conditions of travelers, but rather because of an attack on Renfe,” he said. affirmed Fernández Heredia in El País. Legal battle underway. Sources from the Ministry of Transport they qualified the amendment to the media 20 Minutes as “demagogic and populist.” Minister Óscar Puente announced after the approval of the law that they would look for formulas to prevent its application, something that Fernández Heredia has confirmed is being studied. The president of Renfe regrets that the company “is not entitled to appeal to the Constitutional Court, which creates insecurity when it comes to defending ourselves.” He inherits the mark of ppolitical opulism. The president of Renfe was very critical of the parliamentary groups that supported the measure. “It was a slap in the face of Renfe to the Government,” as collected The Country. “It is a populist measure because they do not say that this measure implies ‘raising prices’ and that it will benefit the ‘other two companies,’” added in the interview on ‘Las Mañanas de RNE’. The president of the operator has asked the PP, Podemos and BNG for explanations about why the obligation only affects Renfe. “If we want to provide a guarantee policy and better compensation, the logical thing is that it should be for all travelers.” In Xataka | Public transport faces 2026 with extended aid and the approved Single Pass: there is still one step ahead

Renfe is obliged to compensate for delays of more than 15 minutes starting January 1. The Government wants to prevent it

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Renfe will have to compensate users whose trains are delayed more than 15 minutes. It has to do so by order of the Congress of Deputies that approved the amendment that included this detail within the Sustainable Mobility Law. Now the Government wants to torpedo it and is looking for solutions to avoid it. He claims to have reasons for this. The facts. A little over a month ago, The Congress of Deputies approved the Sustainable Mobility Law. in it were collected guidelines to guarantee support for aid for public transport or the first step for a new bus concessional system. But among the amendments that were made to the law, one was also carried out so that Renfe will compensate again to users whose trains were delayed by more than 15 minutes. It was a decision that reversed the decision which the company had taken a year earlier, when it expanded the criteria for returning part or all of the tickets. What had happened? In 2024, Renfe confirmed that it was rectifying its criteria for returning money for tickets. Until that year, the company was committed to returning part or all of the money spent under the following conditions: Delays of more than 15 minutes: payment of 50% of the ticket Delays of more than 30 minutes: 100% payment of the ticket With the changes applied in 2024, Renfe is operating as follows: Delays of more than 60 minutes: payment of 50% of the ticket Delays of more than 90 minutes: 100% payment of the ticket That is, in the first 59 minutes, the user currently does not receive a single euro of the price of their ticket. Previously, if delayed between 30 and 59 minutes, the customer received a full refund of the ticket. Now, by mandate of the Congress of Deputies, Renfe has to return to the previous compensations. That is, it will start returning money after 15 minutes. If nothing changes. And the Ministry of Transportation is looking for legal formulas to prevent this from happening, according to reports from Five Days. When the measure was announced, Óscar Puente, head of the Transportation portfolio, He already announced that they would look for solutions so that the current system does not go backwards. They point out from the media that Transportation lawyers are working against the clock to find judicial support that allows them to maintain the current situation. If not, as of January 1, 2026, passengers and consumer associations will have free rein to claim their money. What about Iryo and Ouigo? To understand why Renfe expanded its punctuality commitments, we must look at the return conditions of its competitors. Ouigo compensates in the following cases: Delay of more than 30 minutes and less than 60 minutes: 50% refund of the ticket in a non-refundable purchase voucher. Delay of more than 60 minutes and less than 90 minutes: 50% refund of the ticket in a refundable purchase voucher. Delay of more than 90 minutes: 100% refund of the ticket in a refundable purchase voucher. Iryo partially or totally refunds the money in the following situations: Delay of more than 30 minutes and less than 60 minutes: refund of 50% of the ticket in purchase voucher or cash. Delay of more than 90 minutes: 100% refund of the ticket in purchase voucher or cash. Inferiority. Since the amendment was approved, what the Ministry maintains is that with this new scheme the company competes under inferior conditions compared to Iryo and Ouigo. Renfe feels that it is being discriminated against in the market because it is the only company that is required to make these compensations while the Italian and French companies have room to play with them. The Government already pointed out this when the measure was approved, pointing out that the amendment (promoted by the Popular Party and approved with its support and that of Vox, Junts, ERC, Podemos and BNG) It was a political maneuver to focus on an alleged chaos in Renfe that, in his opinion, is not such. Furthermore, they point to another argument. The previous punctuality commitments were designed for a structure where only Renfe acted. Now, The trains on Spanish tracks have multiplied and the paradox may arise that a small delay caused by one of its competitors forces Renfe to return the money to its consumers and not to the company originating the problem. a hole. If the change ends up being effective, Renfe needs to make a piggy bank for possible refunds. And if we take into account the antecedents, the returns can amount to tens of millions of euros. In fact, four out of every 10 AVE trains In the summer they were delayed and up to two million travelers who previously obtained some type of refund were left without it. According to the calculations of The WorldIf the situation experienced this summer were to be repeated, the company will have to pay 79 million euros to its travelers. Money that was saved this summer in just three months. The problem has also been increasing because in Five Days They point out that the volume of these compensations remained at 42 million euros in 2023. However, since then Renfe services and traffic on the roads have increased, which increases the risk of delay. Photo | Xataka In Xataka | “There are no places for 10 days”: taking a train to go to work in Barcelona or Girona has become an impossible mission

In 1970, the train to my town in Extremadura took 20 minutes longer than it does today. It’s a painful reminder about “high speed”

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For eight days, Cáceres and Badajoz have been linked by train. To be exact, they are united by a train typical of the 21st century and, more specifically, of 2025. Since last December 1the two largest cities in Extremadura are linked by a journey of just 50 minutes. A trip with four frequencies daily that makes the lives of thousands of Extremadurans easier. By the middle of next year, in 2026, the Government says that trains will finally be able to reach 300 km/h. If fulfilled, it will be a milestone for the region and a first step to make that Madrid-Lisbon a reality, of which been talking for more than 20 years. Europe seems to have gotten serious in that sense. The intention is to have a connection between capitals in 2030 and that four years later, the journey will only take a little more than 180 minutes. Three hours that now seem little more than a chimera. Especially if we take into account that the first promise to connect both cities dates back to 2003. So he was aiming for 2010 as a final date to have the high-speed connection ready. Today, from Madrid to Badajoz, the only section that operates at “high speed” is the one that separates Badajoz from Cáceres… and a little further, up to the Monfragüe station and its connection with Plasencia. The problem is that the Plasencia-Badajoz section is only one of the three sections that make up the connection between Madrid and the Portuguese border. Yes, it began to act as an electrified connection of iberian width in December 2023. Now, almost two years later, passengers can move between Cáceres and Badajoz in less than an hour. But traveling between Madrid and Badajoz still requires you to use almost five hours of travel. And it is not something that is going to change in the short term. Because it took us almost the same time to get to Extremadura as it did 50 years ago. 20 minutes Browsing the net and trying to understand how we have evolved, I came across the seventh number of the Renfe guide in which the schedules of all the trains available in Spain between December 1970 and March 1971 are collected. In addition to having a good time diving and finding some curiosities such as that the traveler had a Madrid-Paris available that only required worrying about the change in gauge at the border, I found something that caught my attention. Since I was a child, I move frequently between Madrid and Extremadura. Specifically, a town near the Monfragüe Natural Park, an enclave that is located a few kilometers from Plasencia. As long as I’ve had a car, I’ve always traveled in it, but when I didn’t have a driving license I used to opt for the bus. First because there were more frequencies available. Then because delays and breakdowns became part of normality. A shame because the train trip is much more comfortable than the bus and should be faster. Ought. Because while diving I found a detail that caught my attention. Trains leaving from Madrid and arriving in Extremadura in 1970. Click on the image to see more schedules There it was. Train leaving Madrid at 10:40. Arrival at Palazuelo-Empalme (current Monfragüe station) at 13:41 minutes. 181 minutes to cover the 253 kilometers of the journey. Today, luckily, Renfe offers a faster connection. Specifically, 20 minutes faster. As you can see in the following image, the trains between this Extremaduran station (the first electrified) and Madrid are still more than two and a half hours away to travel just over 250 kilometers. Let us remember that Madrid and Barcelona aspire to be united in less time. Or that in less than 10 years we should see a Madrid-Lisbon in less than three hours. The problem, as we said, is that the connection between Madrid and Extremadura is progressing at an extremely slow pace. The first step has been to electrify the Iberian gauge track between Badajoz and this Extremaduran stop. Now, in addition, it is double, which prevents a failure in one direction from immediately affecting the other and, at least, one of the two from continuing to function. The second and biggest problem is that the connection in its La Mancha section is especially slow. The line is divided as follows: Plasencia-Cáceres-Mérida-Badajoz section Talayuela-Plasencia section Madrid-Oropesa section At the moment, the section between Talayuela and Plasencia (on the Extremadura side) is in the construction phase but as indicated in Levantthe works are still in an initial phase. In fact, of the seven subsections into which it is divided, only two of them have been completed, as collected by Adif. Despite everything, the deadlines should not be extended much longer and the section should be active in 2028. But the most problematic thing is in Castilla-La Mancha. The Madrid-Oropesa section is still in the information project phase. In it, the biggest obstacle is the passage through Toledo. The intention of the Ministry of Transport and the city council is to bring the AVE as close as possible to the municipality, using the current station that is located just two kilometers away in a straight line from the urban area. This forces us to design a new viaduct to solve the passage through the Tagus… and there is the conflict. The Autonomous Community and platforms in defense of the city’s heritage believe that it damages its image and propose an alternative station in an industrial estate further away from the urban area, reducing the visual impact and discarding the need for the viaduct. They show in an exhaustive analysis in Geotrain how one day, if all goes well, in 2030 we will have a connection between Madrid and Badajoz in 151 minutes. That is, in two and a half hours. Until then, it will still be 10 minutes less than it currently takes to the station closest to my town, located long before reaching … Read more

Congress will force Renfe to return the money for delays of 15 minutes. Renfe’s response: we’ll see

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Last year, Renfe expanded the strict criteria for returning money to its customers in case of delay. The measure came with controversy since these criteria had been applied since 1992 when the first AVE was launched. Almost 25 years later, the company relaxed these criteria to the point that two million passengers lost their money last year. Now, Congress forces Renfe to return to its previous criteria. But Renfe is not up to the task. When and how much money does Renfe return? Right now, to receive a partial payment for our ticket, the delay on the Spanish high-speed Renfe has to exceed 60 minutes. From 2024the company does not give half the money if the delay does not exceed one hour. In the event that we aspire to receive a full refund of the ticket, it will not arrive until we exceed 90 minutes. What has changed? Yesterday, November 13, The Congress of Deputies approved the Sustainable Mobility Law. It included an amendment from the Popular Party that returned the compensation that Renfe has to apply to those prior to the 2024 change. That is: Delays of more than 15 minutes: payment of 50% of the ticket Delays of more than 30 minutes: 100% payment of the ticket The change is substantial because this summer, four out of every 10 Renfe high-speed trains have arrived late. However, with the changes applied from 2024 they have been left without a refund around two million passengers. We’ll see. This is what the Ministry of Transport seems to say. And in statements to EFEsources from said ministry have described the amendment (which has been supported by Vox, Junts, ERC, Podemos and BNG) as “a demagogic operation and a toast to the populist sun.” Not only that, since The World They already state that Transport assures that they will look for “the legal formula to maintain the current system.” That is, the customer does not receive any refund for their ticket until after 60 minutes of delay. And that the total amount is not delivered until after 90 minutes. In the media they also report that Transport sources have indicated that the decision “only wants to penalize Renfe, a Spanish and public company, and not competing companies.” such as Ouigo and Iryo”, while highlighting that Renfe is a “public company that is fundamental to the structure of Spain”. In addition, Óscar Puente himself, Minister of Transport, has questioned the amendment. “Let’s see how it goes,” they say in The World who has responded about the new obligation. At a disadvantage? What Transport maintains is that the amendment promoted by the Popular Party puts Renfe at a clear disadvantage compared to Ouigo and Iryo. What the Government alludes to is that the reimbursement conditions by these companies are less favorable for the client, allowing them a competitive advantage. Ouigo compensates in the following cases: Delay of more than 30 minutes and less than 60 minutes: 50% refund of the ticket in a non-refundable purchase voucher. Delay of more than 60 minutes and less than 90 minutes: 50% refund of the ticket in a refundable purchase voucher. Delay of more than 90 minutes: 100% refund of the ticket in a refundable purchase voucher. Iryo partially or totally refunds the money in the following situations: Delay of more than 30 minutes and less than 60 minutes: refund of 50% of the ticket in purchase voucher or cash. Delay of more than 90 minutes: 100% refund of the ticket in purchase voucher or cash. Competence. What the Ministry of Transport points out is that this puts them at a disadvantage compared to the competition because Renfe adapted its compensation criteria to formulas similar or equal to those offered by its competition. However, the amendment introduced in the Sustainable Mobility Law only toughens the criteria for Renfe. It must be taken into account that the company has been around for more than a year experiencing a punctuality crisis. Although the Government points out that its punctuality is among the best in Europe, criticism has surfaced because trains that do not arrive on time have multiplied. Of course, when sharing roads with Ouigo and Iryo, it may be the case that a road blockade due to a breakdown of the latter ends up causing a delay in times when Renfe does have to return 100% of the ticket and its rivals will only deliver half of it. Photo | Carlos Teixador Cadenas in Wikimedia and Congress of Deputies In Xataka | If the summer has taught us anything, it is that Spain does not need more trains. You just need them to work.

That Napoleon’s jewels were stolen from the Louvre in seven minutes is not a miracle. It is something much worse for France

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You have hardly been able to escape to the news of the weekend. It happened when the morning of Paris had not yet acquired the pulse of tourism. Then, a four-man gang climbed the facade of the Louvre as if the very principle of deterrence did not exist. Everything was surprising: there was no night, no disguise of technological ingenuity, no escape into an interior labyrinth. Thus, in the seven minutes it took us humans to have a coffee, the group removed from the heart of the museum the most sensitive remains of the French imperial lineage. The most guarded museum in the world could be crossed like if it were a decoration. The material blow. He told in a detailed report this morning Le Monde that the command arrived on the side of the Seine taking advantage a context of works and the functional anonymity of an urban furniture-mountain. They forced a porte-fenêtre towards the Galerie d’Apollon (the room that condenses the mythology of state sovereignty: joyaux de la CouronneNapoleonic inheritances, diadems and colliers that condense continuity of power) and broke two high security display cases in seconds, collecting eight pieces of heritage value not translatable to the market. The operation lasted around seven minutes. The withdrawal was done along the same vertical axis with the support of two large displacement scooters. In the rush of escape, the criminals dropped the Eugenie’s crownlater recovered damaged. What they took and what they didn’t. The theft affected pieces of the corpus Marie-Amélie/Hortense (including sapphire colliers, earrings and tiaras) and jewelry linked to Marie-Louise. They were unable to extract the diamant-régent (one of the three canonical diamonds of the French canon) nor, as we said, preserve Eugénie’s crown in the flight. What is stolen is, strictly speaking, unmarketable as an entire heritage object, but its dismantling (gold, diamonds, sapphires separately) suppresses cultural and biographical traceability, which is where the irreparable lies. Structural failure. They count national media that the gap was not the cunning of others but the internal predictability: five agents for a room thermodynamically saturated with risk, a relay that reduces to four personnel in the exact strip in which the coup is carried out, a security architecture whose modernization was postponed, and a prioritization curve that armored the Joconde but it decompensated the surrounding heritage periphery. In fact, the runion and staff action (boos to management, demand for an independent audit, denunciation of years of unattended alerts) indicates that the failure was not only big, it was known and was never corrected. Political responses. The assault detonated a immediate response of Macron, of the Interior and of the judiciary, with the affirmation that the authors were going to be captured and the pieces recovered. For its part, the opposition transferred the episode to a frame of state decay: If the Louvre (symbol of the nation’s continuous narrative) is permeable during opening hours, the crack is more than museum-like. In other words, from that prism, public humiliation then operates in two planes: exterior (Country-image) and interior (delegitimization of the chain of command over heritage). The crown of Empress Eugenia de Montijo Criminal logic. We said it at the beginning. The pieces, en bloc, do not circulate. Its economic power lies rather in its deconstruction. The likely incentive is not conventional private collecting (impossible to display) but the supply on demand (unknown contractor, including state or quasi-state) or the cannibalized high margin industrial bulk. According to Le Mondehe recent pattern (Cognacq-Jay, Museum of Nature History, Limoges) shows a vector of criminal professionalization with a logistical window close to civil works, rapid emergence, cold extraction, brief departure and, sometimes, exogenous assignment. The discarding of an item in the flight suggests, perhaps, operational friction, but not global improvisation. Precedents. There is no doubt, France knows famous robberies (1911 the Joconde1976 sword of Charles, 1998 the Corot) but the qualitative leap lies in the practical deactivation of the Louvre taboo during visiting hours. The museum was closed to preserve vestiges and the criminal investigation is open with focus on escape routeabandoned equipment, construction perimeters and cameras. In fact, the hypothesis of a foreign commission is not ruled out, nor is the performance of a cell trained in high-density urban theater patterns. Hunting status. From what is known, the investigation focuses in four authorsscooters and routes already mapped, with cameras analyzed and forensic material in progress. One damaged piece was recovered, but eight remain missing. Plus: the probability of intact recovery decreases with time because the thief’s rational incentive is, a priori, to disassemble, volatilize and recombine. The cultural loss is absolute if the components are assembled in another vector or if the metal is melted and sold through other channels. What the robbery reveals. The reputational implosion now forces us to accelerate what years of internal warnings They did not move: comprehensive shielding, redistribution of personnel due to real risk and not due to tradition, closing of logistical windows associated with civil works, and a redefinition of the security perimeter by layers, not only by a single idol (the Joconde-Gioconda). The only “advantage” of an open-hour robbery with global symbolic production is that it makes it politically unaffordable to return to the previous status quo. If you also want, the episode, rather than pointing out an unusual criminal genius, points to the country itself. The escape in seven minutes did not measure the capacity of the thieves, but rather the exact time in which the State left open the possibility that the largest museum in the world could be treated like the entrance to a bathroom in full public service. Image | Tore Sætre, Alexandre-Gabriel Lemonnier In Xataka | Everyone wants to see the Mona Lisa, a problem that the Louvre is going to solve drastically: by hiding it In Xataka | A Saudi prince paid $450 million for a Da Vinci painting. The problem is that it may not be by Da Vinci

I have tried iOS 26 for the first time and I have removed the transparent icons in minutes, but Liquid Glass is much more than that

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The day has come, iOS 26 It is already available and last night I left my cell phone updating while I slept. I did not installed the public beta, so when I woke up I have encountered A totally changed mobile. With the illusion of who opens new shoes, I have begun to navigate All news And these are my first impressions. Liquid Glass is more than icons (and less bad) Design is the great novelty of iOS 26. This is the most important change since iOS 7 in 2013, there is nothing. Apple has redesigned the entire interface, menus and native apps with the new design language to which Liquid Glass have baptized. My feeling in these first hours is that I had a wrong idea. Let’s see why. Icons by omission, dark, translucent and tired. The most striking thing is that we can now change the icons and, in addition to putting them with a light or dark background, it allows us to make them completely transparent. Transparent icons completely change the interface and is the first thing I have tried. I think it took three minutes to return to the “by omission” mode. Beyond tastes, transparent icons make everything be applauded and cost a lot to differentiate some apps from others. A design that costs us to read, is not a good design. If I had left them, I would have ended up getting used to where each app is, but it seems to me an unnecessary effort for something that I also do not find it especially groundbreaking. More than iOS, they remind me of any Personalized android theme. They called her Liquid Glass because “I can’t find my apps” it didn’t look good. The icons are optional, but transparencies affect the entire interface. My partner Ricardo was in charge of trying the beta when she was announced and had to suffer a much less polished interface. The contrast problem has been minimized And now notifications and other elements are more legible. Of course, if you choose a clear wallpaper, readability worsens. I recommend betting on a rather dark background. The Glow is subtle, but left over in normal icons What is still there is the effect Glow Around buttons and icons. With transparent icons it is necessary for us to see the edges well, but in normal icons with a clear background It gives the feeling that the edge is not well defined. Again, it is perceived more if we use clear wallpapers, even becoming annoying, as if there were a glare effect. Another striking novelty of the new design is the lock screen, especially the New elongated watch. This has seemed more interesting to me and I have left it configured. In addition, the depth effect is very achieved and is especially good if you use a portrait or a photo of your pet as a wallpaper. I had come countless times the starting screens with transparent icons and, without realizing it, I had formed the idea of ​​the interface was going to be illegiblebut beyond the icons, I think the design language is consistent and there are very interesting changes in some apps. Camera app and photos System applications have also been redesigned for the new visual language of Liquid Glass and I want to stop especially in the camera app and the APP photos. The camera app has changed a lot The first thing you think when opening the app is what has happened to the portrait or slow camera mode. Apple has reduced the options that are seen on screen to video and photo, which now look larger. Only when you slide on them the others appear. I don’t think it’s an especially intuitive solution, But it is not a drama either. The camera options has also changed and now a floating window with quite large round icons is deployed. Design is coarse, although a priori it seems quite a lot more comfortable than the previous one. However, I find it inconsistent that these buttons are so large and instead the direct access to the flash or the night mode (up to the right) are tiny. In fact, trying to open the emerging menu I have activated the flash unintentionally. The good news is that we can also open it sliding from the bottom. The APP photos makes more sense in iOS 26. On the other hand, the photos apptho has received a redesign that I loved and that It finally makes sense. I had become accustomed to using it in iOS 18, but it has been to install iOS 26 and realize that The previous version was a real disaster. With iOS 26 we have two eyelashes again, one with all the photos in chronological order and another with the collections, that is, albums, memories, prominent photos, etc. The interesting thing about this second tab is that it is customizable. If we go down to ‘reorder’ we can choose what we want to be shown above. If you let us eliminate some of these options, it would be ten, but at least we can leave them folded so that there is not so much noise. Most accessible menus Settings, notes and app store with the search at the bottom. Another novelty of the new interface is that the Search Bar in the system apps and menus is at the bottom. Here is a lot more comfortable access to it With one hand, especially if you have an iPhone of the biggest. Another change that I liked of the APP adjustments is that now Apps settings are grouped into a block. We no longer have that endless list on the main screen, but is nested in its own section. I think it makes much more sense. The new safari design can be customized. Safari is one of the apps that has been completely redesigned and also bets on the search bar and controls at the bottom, with a Very compact … Read more

The self -employed cars promised to get rid of paying attention to them. At the moment they only achieve it every 9 minutes

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The Advanced driving assistance systemsor Adas, they have become an argument of Key sale for many car manufacturers. Functions such as Adaptive Cruise Controlmaintenance within the lane and Assistants for traffic jams They promise to relieve driving load, especially in dense traffic situations. However, A recent study by the American Automobile Association (AAA) returns us to reality: technology is useful, but the attention of the duct remains indispensable. A test in extreme conditions. The AAA chose one of the worst possible scenarios: Los Angeles highways in rush hour. For more than 16 hours, over 550 kilometers, five vehicles equipped with different level 2 ADAS systems (Those who attend, but do not assume total control) face the real world. The cars were instrumented with cameras and GPS to record every detail of their behavior. Less than 10 minutes of tranquility. Although these systems promise us to have great tranquility at the wheel (even if they are not self -employed at all), the reality is very different. On average, in this study it has been seen that every 9.1 minutes (or every 5.1 kilometers) a notable event was recorded that requires driver’s intervention. There are situations that are very frequent. Among these events that require a person to take control of the vehicle, the lane invasion stands out above all. This happens when another car gets into the lane in front of the vehicle, forcing the driver to intervene to adjust the appropriate safety distance to avoid collision in the face of speed decrease. But they stay here. Secondly, there is the inability of the car to stay perfectly focused on the lane, needing driver intervention in 72% of the occasions. This is very typical, especially when it comes to curves. But in addition to these, 71 more cases have been recorded in which the car did not resume the march after a total stop or 43 moments in which the car did not stop enough, being able to have caused an accident. There are differences between proven systems. One of the most interesting comparisons that was carried out in this regard was among the systems that require the driver to keep his hands in the steering wheel and the most advanced that allow them to remove them. Surprisingly, systems that do not require having their hands on the steering wheel are more reliable when requiring a driver intervention every 20.1 minutes. Instead, the most basic systems need human help with a frequency three times higher: every 6.7 minutes. Of course, the “hands -free” systems also asked the driver to take control every 15 minutes for security. The best security recommendation: to have common sense. Given these results, the AAA has launched a series of recommendations in the face of the proliferation of these driving aid systems and trust that can be deposited in them. They point to that the alert must always be maintained, since ADAS does not replace the driverdistraction must be avoided and above all know the car and how each system works before starting it actively. Right now, the goal ahead is to press manufacturers to make driving aid systems that are more reliable. And although driving technology advances by leaps and bounds, the human factor is still essential to guarantee security. The ADAS are already mandatory. Little by little, these systems are increasingly present in our day to day and without having to pay an extra in the car settings. Since 2022 all new approved vehicles They must include Smart Speed Assistant, Integrated breathalyzer or lane involuntary change alert. Images | Charlie Deets In Xataka | The new Mazda CX-5 has taken the physical buttons ahead. According to Mazda, it’s what we want

“I don’t know if I want my children to see short videos and are not able to see something more than 15 minutes”

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The arrival of the new short videos formats driven by platforms such as Tiktok or Instagram has dragged YouTube and other social networks to adopt the same content format Based on the infinity scroll. That change has generated a growing concern among the pioneers themselves in online video. Steve Chen, co -founder of YouTube, has shown his doubts as a father and user with respect to this format of short fast consumption videos that Pop for all attention of the user. “I think Tiktok is entertainment, but it’s pure entertainment,” Chen said. Use and throw content. Within the framework of A talk with students From the Stanford Graduate School of Business, the YouTube co -founder was not fully comfortable with the idea that their young children grow up watching videos of a few seconds. “I do not know if I want my children to see short format content as their only form of entertainment, and that they are not able to see something that lasts more than 15 minutes,” Chen, father of two children confessed, answering the questions of Stanford’s students. These statements show a growing concern among parents: children are digital native, but that does not guarantee that they develop skills or have the necessary tools for the responsible consumption of content served in Infinite Scroll Format demanding of constant attention. The child’s attention capacity. Chen also insisted on an argument that has become frequent among researchers: excess short content can alter the capacity to concentrate, especially among the youngestaccording to published by The Guardian. “The shortest format content is equivalent to lower attention capacity,” Chen said in his response. This type of highly visual videos were described by the engineer as a simple entertainment that does not necessarily provide educational or formative value, but with a high risk of affecting The attention capacity and to the cognitive development of the youngest when exposed to increasingly brief and addictive stimuli. Screen time control. One of the situations that most disturb Chen is the role of algorithms in foster digital addiction. As explained by the founder of YouTube, many platforms depend economically that users, including children, spend as long as possible connected. “It is a delicate balance between what attracts user attention and what generates more income, compared to what is really useful,” he warned. Faced with this risk, Chen openly suggested that technology should “consider limiting the daily use time of these applications, according to the age of users.” Extended concern. Steve Chen is not the only leader in the digital field that has ruled on the risks of the doomscrolling. Sam Altman, who premiered paternity in February, was also worried about The first podcast OpenAI for the impact of social networks In younger users. “I am worried about children in technology. I think that short videos inject dopamine; it seems that children’s brain development is deeply affecting,” said Openai’s founder. In that same idea, the social psychologist Jonathan Haidt, author of the Super Survents coincides ‘The anxious generation’ and professor at the University of New York, which in different interventions has warned sharply: “Social networks are seriously damaging children in the western world,” in statements collected by Business Insider. The expert has also warned that “the destruction of human care worldwide could be an even greater cost for humanity than the epidemic of mental health and health problems.” Try to put doors to the field. Steve Chen mentioned in his talk, that some parents try to prevent their children from watching short videos “with vibrant colors and addictive eyes”, preferring longer, although less exciting formats. The reason is clear: it is sought to prevent minors from developing an early dependence on fast and instant content, difficult to reverse as they grow. That is why parents expose them to content with a more resting rate. “If they are not exposed to the short format content immediately, then they maintain satisfaction with that other type of content they are watching (with longer videos),” said the co -founder. In Xataka | How to recover the concentration that social networks and multitars have taken us Image | Wikimedia Commons (Taiwán Plus), Unspash (Albert Oliveira)

that anyone can create apps in minutes without knowing

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Becoming an idea into something real has never been simple. And when we talk about Create applicationsbarriers have been historically high. It was not enough to be clear about what: it also needed to dominate the environment, have time and have the necessary knowledge to make it possible. Artificial intelligence is beginning to change that equation. Not only is it facilitating work to experienced developers –Although certain profiles have also put in tension and even slowed processes in some cases-, but begins to open the door to those who had never scheduled a line of code. A few days ago we met Lovablea European solution that allows us to create web pages and other projects from natural language. Now enter the scene Github spark: its preliminary version I already suggest a powerful ideato build apps talking. How Github Spark works: an idea, an app, a click The skills continue to import, but the paradigm is changing. For those who never felt comfortable with the code, but they do know how to articulate an idea well, a window that previously seemed closed is opened. Github Spark starts from an ambitious premise: to fully shorten the distance between an idea and a fully functional app. It is not the first platform that tries to translate natural language into interfaces, but here the proposal goes much further. Spark not only generates pretty prototypes: Create complete applicationswith border and backend included, ready to deploy. That promise is based on a combination of known tools and an experience of use designed so that everything flows without technical barriers. The user can describe what he wants and see how the interface and the logic of the application take shape in real time. Under the hood works Claude Sonnet 4Anthropic’s language model, but integration also gives access to OpenAi modelsMeta, Depseek or XAI without the need to manage keys or additional configurations. The github approach is that everything is included from the first moment: storage, inference, deployment, authentication, synchronized repositories, version control and integration with co -pilot. Spark allows you to be iterate on an idea using natural language, visual controls or directly code, with real -time suggestions. The result can be tested live and, if convinced, published with one click. From a personal page to a business app: examples made with github spark The platform is integrated with the entire github ecosystem. You can open a repository with Github Actions and dependoabot already ready, launch a Codespace to work in agent mode with co -pilot or even assign tasks to the code agent. SPARK offers a coherent experience for those who are accustomed to the usual workflow of Github, but without demanding previous knowledge to those who arrive from outside. As we can see, Github Spark does not add up only to professional developers. It also seeks to attract those who want to create functional prototypes in minutes, launch their own personal tool, try business ideas or even design pages with interactive functions that go beyond what traditional web builders allow. From an APP of event discovery to a restaurant recommendations or a routine planner with intelligent functions. At the moment, Spark is available in preliminary version for those who have a subscription to Copilot Pro+. The price starts from $ 39 per month and includes up to 375 SPARK messages, ten active development sessions and the possibility of creating an unlimited number of applications. In addition, it incorporates all the advanced functions of the Pro+Plan. Images | GITHUB In Xataka | The US has not yet solved its basic problems, but its great AI project against China is already underway: Stargate

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