plan

Madrid’s plan to renew its roads this summer

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Madrid Calle 30 has launched its annual renewal campaign of the pavement on the roads under its management. This year, the operation has started on the A-6 highway and will also reach sections of the M-30 tunnel, as well as several critical points on the capital’s roads. The investment amounts to around 6.2 million euros and the work will continue throughout the summer. Asphalt renewal campaign. In order to adapt the pavement in its road network, Madrid City Council expanded last January the actions of Madrid Calle 30. And in addition to the M-30 roads itself, the municipal company now adds the management of all the access roads to the capital, that is, the A-1, A-2, A-3, A-4, A-5, A-6, A-42, M-11, M-23, M-500 and M-607. In total, Madrid Calle 30 is responsible for the maintenance of 2.7 million square meters of road. And this summer’s campaign will act on 9% of that surface. What exactly do the jobs consist of? The performances are divided into three phases. First, milling is carried out, which consists of removing the surface layer of the damaged or worn pavement. The new asphalt agglomerate is then applied. Finally, the road markings are repainted. For the entire campaign, the use of about 19,000 tons of asphalt mixtures is estimated. The works will be carried out at night to minimize the impact on traffic. Four fronts of action. The campaign is deployed in four different areas: A-6 and its Bus-HOV lane (160,000 m²): these are the largest works. They span from Calle de la Princesa, at the confluence with the Moncloa interchange, to the Hipódromo de la Zarzuela. Work on the Bus-HOV lane began on June 19 and will continue on June 26 and 27. The A-6 in the inbound direction will be paved from July 15 to 28, and in the outbound direction, from July 26 to August 17. M-30 tunnel (50,000 m²): the interior section between the south junction-legazpi plaza and the Marqués de Vadillo-Prámides roundabout, in both directions of circulation. Vallecas Bridge (12,500 m²): the action will be carried out once the waterproofing work is completed, works that are integrated as part of the rehabilitation of the bridge and are still in progress. O’Donnell board with the M-23 (20,000 m²): in the outward direction, completing the campaign for this summer. And all at night. As we have mentioned, the reason is simply to reduce traffic impacts to a minimum on a network that is already congested every day. Alternative routes will be enabled on each section, which can be consulted through the website. Signage will also be reinforced at the affected points. Extension. This Madrid Calle 30 campaign is part of Operation Asphalt 2026 that is being prepared by the Works and Equipment Area of ​​the Madrid City Council, and which in the coming weeks will extend similar actions to the 21 districts of the city. So the works that have started with the M-30 and its accesses are just the tip of the iceberg of the entire maintenance plan that is expected for this summer. In Xataka | In February, historic rains broke the roads. Málaga has just received the go-ahead to repair the A-7 and A-45

Spain had a master plan for the European fighter. The problem is that Germany just got a girlfriend with a lot of “money”

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In 1986, Spain, Germany, Italy and the United Kingdom decided to join forces to build the Eurofighter Typhoon. It took almost two decades to turn it into realitybut that project left a key lesson: in Europe, fighters are not built with engineering alone, but with industrial and political balances that sometimes last longer than the technology itself. The collapse and plan B. It we count last week. He collapse of the Future Combat Air System has not only been the failure of a large European military program of 100,000 million euros, it has also been the moment in which Spain understood that he could not wait for France and Germany to resolve their industrial wars. For years, the FCAS It was sold as the large sixth-generation European fighter, but tensions between Airbus and Dassault Aviation they ended up blocking the distribution of work, leadership and technological architecture. When Berlin withdrew, Madrid lost more than just a partner: it lost the pillar that supported its own bet. FCAS concept The Spanish exit. Spain had been moving in silence for some time. With Indra gaining weight in defense and with growing conversations with Saab, the idea was clear: if FCAS sank, there was room to build an alternative axle with Germany and Sweden around satellite technologies such as sensors, combat cloud, accompanying drones and command systems. It was not yet a “new fighter” as such, but it was a survival platform industrial so as not to be tied to Paris. It was a lateral route to keep the Spanish option alive within the sixth European generation. Italy changes the board. And then Italy has appeared. Leonardo’s new management has made it clear that it would be delighted to open the door of the Global Combat Air Program to Germany. On paper, that is a logical invitation: Berlin brings money, industry and experience accumulated with the Eurofighter Typhoon. But strategically it is a bomb for Spain. Because the centerpiece of your plan B (Germany) could stop looking towards the Swedish axis and turn towards Rome, London and Tokyo. In a matter of weeks, the Spanish escape route could become a dead end. Germany is looking for a leading role. The German movement also has internal logic. Berlin does not want to be a secondary partner. He made it clear within the FCAS and he is repeating it now: if he enters another program, he wants a role proportional to your investment and its industrial weight. That sits poorly with France, where Dassault Aviation never wanted to let go control, but it fits much better with Italian flexibility. Furthermore, BAE Systems and the German branch of Airbus already they cooperated successfully on the Eurofighter. For Berlin, GCAP is starting to look less like an alternative and more like a logical continuation. The Spanish dilemma. And here is the big crack for Spain. If Germany joins GCAP, Madrid stays trapped between two worlds: a mortally wounded FCAS and an alternative plan that loses its most important partner before consolidating. Spain can try to continue punch to France, but that would mean accepting a (much) more subordinate role. You could also look for a direct approach to Italy or even Japan and the United Kingdom, but arriving late to an already structured program reduces a lot the negotiation margin. The risk is brutal: being left out of the table where the next great European air combat ecosystem is decided. Europe repeats its old problem. All this once again reveals the great industrial drama European: too many projects, too many egos and, above all, too much overlap. While the United States and China move forward with centralized programs, Europe continues to fragment its resources between rival blocs. In that sense, Spain believed it had found a safety net after the FCAS. The problem is that this network depended on Germany… and now Germany has a new dance couple. Image | Picryl In Xataka | Spain, France and Germany had joined together to illuminate the “European fighter” of the future: now that path is dead In Xataka | The European fighter has died, but Europe still has one last bullet to avoid the F-35: the alliance of Spain and Sweden

The European fighter may have died, but there is a plan B to avoid the F-35. One with Spain, Germany and an unexpected guest

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While Europe was still trying to convince itself that another great war was impossible, Germany blew up for the first time the Messerschmitt Bf 109 in 1935: the fighter that would become the backbone of the Luftwaffe. Ninety years later, the continent is once again debating the same underlying question: who will build its next air superiority. The death of the great European fighter. The great European dream of building a common sixth generation fighter has crashed. The manned core of the FCAS program, the so-called NGF, had been blocked for years by the industrial war between Airbus and Dassault Aviation, but now it’s official now: the Franco-German formula has collapsed. What was supposed to be the joint heir to the Eurofighter Typhoon and the Rafale has been broken by something very European: distribution of power, money and technological sovereignty. France wanted to lead it, and Germany did not agree to be a secondary partner. The danger of emptiness. When a program like this dies, the risk is not only industrial. It is also strategic. Europe need a substitute for its current fighters between 2040 and 2045, and the clock is ticking. The quickest way out would be to buy more Lockheed Martin F-35 Lightning IIs, something that is already on the table in Berlin. But that would mean assuming that European air sovereignty has failed and that dependence on Washington is irreversible. At a time when America looks increasingly towards Asia and less towards Europe, that has much deeper implications than simply buying airplanes. Plan B exists. Here comes the real twist, because the great European fighter has died, but not the idea of ​​building one. Germany and Spain they have made a move with the so-called “Team Gen 6”a new industrial alliance led by Airbus that tries to rescue what is useful from FCAS and turn it into something else: a more agile, less political and more realistic project. It is not a restart from scratch, since the engines, combat networks, guided weapons and accompanying drones are still alive, and what has died is the original political architecture. Spain is no longer secondary. On this new board, there is no doubt, Spain I would gain weight. Until now it was the junior partner in a project dominated by Paris and Berlin, but the collapse has changed circumstances. Companies such as Indra Sistemas, GMV, ITP Aero or Sener become part of the hard core of the new design. For Spain, this is not just a matter of defense, It is also industrytechnology and presence in the value chain of future European air combat. In other words, if the plan succeeds, the Spanish nation will cease to be a companion and become a central actor. Sweden as an unexpected piece. The big problem by Team Gen 6 is the size. Germany and Spain together hardly economically justify a program worth hundreds of billions. That’s why the name that begins to sound strongly It’s Saab AB. Sweden fits better than the United Kingdom or Japan because its needs they are more similar: a more contained, cheaper and less gigantic plane than the Anglo-Japanese GCAP. If Berlin, Madrid and Stockholm converge, there could be a third way European very different from the French and the British. One bullet remains before the F-35. If you want too, that’s what’s really important. He collapse of the NGF It does not mean that Europe has lost its last chance. It means that the old formula has died and another is trying to be born from the rubble. In that sense, Germany, Spain and Airbus know it. That is why the real plan B is not to buy the American F-35, that is el emergency plan. The real plan B is to try to save a European industrial autonomy with another coalition, another logic and another calendar. And although it may seem like a desperate maneuver, it is actually the last attempt to prevent the future of European air combat from being designed (again) in Washington. Image | Robert Sullivan In Xataka | Spain refuses to buy the F-35 from the US, so it has gotten something in exchange: Harrier pieces as LEGO In Xataka | The US opted for the quality of the F-35 rather than quantity. China opted for the opposite and it is already a problem

NASA has a plan to solve one of the biggest mysteries in the cosmos and only one thing is missing: money

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Since the first confirmed discovery of an exoplanet in 1992, there have already been discovered more than 6,000 planets beyond the Solar System. Although there are many of them, and they have very specific characteristics, there is something that unites them all. Which can have a radius smaller or larger than 1.8 times the radius of the Earth, but never that. It is like a border that can be crossed or not, but that is never stepped on. The exoplanets that are below that limit are the super earths and those who are above subneptunes. It is not known what causes this gap, but there are two hypotheses. To confirm which of them is the good one, NASA has designed a mission. The problem is that he still hasn’t gotten funding for it. In search of young planets. The two hypotheses that exist about the origin of this gap are related to the origin of exoplanets. Therefore, the best way to unravel the mystery is to analyze young planets. The problem is that this is not easy. Of the 6,000 exoplanets that have been discovered to date, only 20 were younger than 50 million years. The objective of the Early eVolution Explorer (EVE) mission is to launch a ship loaded with probes specialized in detecting exoplanets around young stars. If the star is young, the planets around it must be young too, since the planet always forms after its star. Very different exoplanets. Super-Earths are rocky planets, with a radius less than 1.8 times that of Earth. They are closer to their star than the sub-Neptunes, which are also larger, with dimensions above the prohibited radius. On the other hand, sub-Neptunes have a less rocky, more spongy appearance. The first hypothesis. As we have anticipated, there are two hypotheses about the forbidden radius of exoplanets. The first points to the same origin. Supposedly, all exoplanets were born with a rocky core that dragged clouds of hydrogen and helium around it for millions of years. The difference between them would be that the super-Earths, being closer to their star, would receive more radiation, so the gas layer would end up being destroyed. The sub-Neptunes could preserve it, hence that spongy appearance. The second. As for the second hypothesis, it points to the possibility of planets clinging to water during their formation or not. Super-Earths are located between their star and what is known as the snow line. This is a line above which water can freeze. In this case, not only does it not freeze, but the water receives so much heat from its star that it ends up evaporating. If water is in the form of vapor, it cannot join the “pieces of the nascent planet.” That leaves them only made of dry rock. On the other hand, the sub-Neptunes are further from the snow line. Water can freeze, so it becomes bricks that can be incorporated into the planet in formation. It is bigger, because it not only has rock, it also has water. Furthermore, that water condensed around it gives it the cottony appearance that makes it different from a rocky planet. Artist’s concept of an aquatic world The handicap of young stars. We have already seen that to unravel the mystery of the forbidden radium we must study young planets. We have also understood that the best way to do this is to look around at young stars. The problem is that these have such intense activity that fluctuations in their brightness can occur. associated with flaresnot an exoplanet orbiting it. In short, many false positives can occur. Three sensors. To solve this problem, EVE would be equipped with three sensors. The first analyzes light in the near ultraviolet, the second in the visible light range and the third in the near infrared. The first is used to detect bursts from the star itself, since these emit great radiation at that frequency of the spectrum. Regarding the second, it is the type of light that is normally used to detect transiting planets, the most used tool for the detection of exoplanets. Finally, young stars emit a lot of light in the near infrared. For all this, if a peak is detected in the near ultraviolet we will know that it is due to the activity of the star itself. If we see fluctuations in visible light we will understand that there may be a planet orbiting the star; But, to be sure, we must compare the data with the light emitted at all times by the star itself. That’s what near infrared is for. The forbidden radio. By studying young exoplanets, we can know how their formation was and understand which of the two hypotheses is the good one. With this, in passing, we will understand why the radius of 1.8 radii of the Earth is prohibited. 30 star cluster fields, 30 days. The EVE project has been planned to analyze 30 fields of young star clusters for 30 days each. Thus, more than 20,000 young stars could be analyzed and, with them, possible exoplanets of recent formation could be found. At the moment, it cannot be done, because the project does not have financing, much less a launch date. But NASA has everything tied up. You just need that little push to unravel the mystery. Image| Superearth on the cover and aquatic world in the text. Credit: NASA In Xataka | Hubble made us believe that this exoplanet was impossible. James Webb just explained why we were wrong

The Free Plan for 4.99 euros looks better and better (and can be shared)

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Throughout the year, we have talked to you about Movistar Plus when, for example, it has broadcast an important football match live, like the last Classic. It is true that LaLiga and the Champions League have already ended, but new releases continue to arrive on this platform that are worth it. In fact, between today and tomorrow they arrive two films that were nominated for the last Oscars. The best thing is that you can see them (and many other things) in the Free Plan that costs only 4.99 euros per month. Monthly subscription to Movistar Plus The price could vary. We earn commission from these links You can download whatever you want and watch it offline This Free Plan is identical to the one that Movistar Plus was offering and, beyond the price, there is only one difference between the two: the one that costs 4.99 euros per month does not include sports. This means that we have access to a huge catalog of movies, series and documentaries for very little, all taking into account that we can subscribe, whatever operator we are and without permanence. And being able to share the account with a friend or family member. Now, let’s talk about these new releases. The first movie to reach this platform is ‘F1: The Movie‘, starring Brad Pitt and winner of an Oscar award. This one will land today, June 12, and for the other we won’t have to wait too long: it’s about ‘The Secret Agent‘, which will arrive just tomorrow, Saturday. These two movies join a catalog where there are already several Oscar winnersas ‘The Sinners‘ either ‘Weapons‘. In addition, we also have the presence of films that triumphed at the Goya awards, such as ‘Sirat’ or ‘Los Domingos’. All rounded off by many original series such as the new ‘Many people have to die’ or documentaries with the presence of many true crime by Carles Porta. Finally, a couple of things to keep in mind. The first is that this Movistar Plus Free Plan also allows download what we want and watch it offline on a tablet or mobile phone, for example. This is great if you plan to travel this summer by plane or train, since it will make your trip more enjoyable. The other is that new releases will continue to arrive this June, such as ‘One battle after another‘ Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Images | Espinof, Movistar Plus In Xataka | Movistar Plus activates its Free Plan with complete programs and a lot of content, regardless of which operator you are In Xataka | Less than five euros per month and without permanence: this is the new Movistar Plus plan that you can even share with a friend

BYD’s plan so that charging your electric car takes the same time as stopping for gas

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In recent years we have seen how Chinese brands have begun to conquer Europe with the accelerator pressed, with BYD as the main protagonist. However, let us remember that BYD is not only a manufacturer of cars: it is also a manufacturer of batteries and charging technology. That is why he is going to bring out all the heavy artillery in Europe as well, with a plan of 2,000 million euros to plague the region of ultra fast chargersthose that charge their cars in five minutes and that the brand itself showed us during the presentation of the Denza Z9GT. Breaking down obstacles. Charging has historically been the Achilles heel of the electric car. Not so much because of the capacity of the batteries, but because of how long it takes to charge the batteries compared to a brief refueling in a combustion car. BYD aims directly at this psychological brake with its own infrastructure that equates recharging an electric car to filling the tank of a combustion car. If it manages to impose its infrastructure, it would eliminate one of the great barriers of those who are skeptical about the electric car. Technology. The system Flash Charging It uses chargers with up to 1,500 kW of power, three times more than the most modern Tesla Superchargers, which are around 500 kW. To make the most of it, the car must equip the second generation of the BYD Blade Batteryspecifically designed to withstand these extreme loads. With that combination, going from 10% to 70% battery takes five minutes. The first European model with this capacity is the Denza Z9GT, which we were already able to try first-hand last April and which has a starting price of 115,000 euros in its electric version, acting as a technological showcase for the brand. Already in the presentation we were also able to see how the car, in fact, only took about five minutes to reach 70% of its charge, although the infrastructure that the brand must put in place to reach those figures is no small feat. Numbers. The plan involves adding about 3,000 stations in Europe before the end of 2027, of which 600 correspond to the United Kingdom, where BYD has already inaugurated its first ultra-fast charging point. On the other hand, the manufacturer told us at the time that the idea in Spain is to start with about 200 or 300 chargers. “It’s a lot of money, with each charging point costing almost half a million pounds,” counted Stella Li, the group’s top international executive, told the Financial Times. How they avoid saturating the electrical grid. One of the technical challenges of very high-power chargers is the impact on the electrical infrastructure. BYD solves this with a system of stationary batteries installed at each charging point, which are recharged during hours of lower demand (normally early morning) and act as an energy reserve when a user connects their vehicle. Thus, the peak demand on the network is much lower. The real bottleneck. Curiously, the main obstacle is neither technical nor economic. Bono Ge, head of BYD in the United Kingdom, counted to the FT that “the challenge does not lie in the infrastructure, but in the speed with which the town councils can give their authorization. We can implement it very quickly.” Technological showcase. The move is very reminiscent of Tesla’s Supercharger network, which was key in its commercial expansion by minimizing that recurring thought of having to recharge the car on long trips. Europe already has extensive networks, in fact Tesla has about 20,000 points on the continent, but BYD is betting on fewer and much more powerful stations. The idea is to continue expanding its technology, and make it so that other vehicles can also use their chargers, regardless of the manufacturer. BYD’s market share in the EU has already risen from 0.8% to 1.9% in the first four months of 2026, according to data from the European automobile association ACEA, and in the United Kingdom it reaches 3.4%, above Renault and Volvo. In Xataka | The best electric car chargers 2026: Which one to buy and six recommended models

CATL wants a battery as powerful as gasoline. And he will trust his plan: lithium-air

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CATL has prepared a very interesting roadmap for us over the next few years. With an energy transition increasingly accentuated in the automotive industry, there are several battery technologies that will fight for permanence in the next decade. Wu Kai, chief scientist of CATL and academician of the Chinese Academy of Engineering, advertisement At the Equipment and Energy Forum 2026, the company has identified lithium-air technology as the strategic front where the next great global battery battle will be fought. It is the first time that CATL makes this bet officially public. Why this ad matters. CATL controls 47% of the global electric vehicle battery market, according to April 2026 datawhich means we are talking about the world’s largest battery manufacturer by market share. The company has also accumulated five consecutive years as a leader in global energy storage, with a share of 30.4% in 2025. So, when its chief scientist points out a technology as the battlefield of the future, the industry listens. What exactly is a lithium-air battery. Unlike conventional lithium ion batteries, which use heavy metal compounds (nickel, cobalt, manganese) to house lithium ions, lithium-air batteries dispense with that solid cathode and replace these materials with oxygen taken directly from ambient air. The anode is pure metallic lithium. The result is a lighter system with an open architecture, which has led researchers to call them “breathable batteries”. Without so much dead weight inside the cell, the potential energy density skyrockets. The numbers. The theoretical energy density of this technology reaches 12,000 Wh/kg, a figure comparable to that of gasoline, which is around 13,000 Wh/kg. The lithium ion batteries that equip electric cars today offer between 250 and 270 Wh/kg. Solid-state batteries, considered the next big leap, aim for about 500 Wh/kg. The lithium-air prototypes already developed in the laboratory have exceeded 1,200 Wh/kg, more than four times the capacity of current batteries. If this technology were commercialized, we would be talking about electric cars with ranges of more than 1,600 kilometers on a single charge. A problem that comes from the 70s. The lithium-air battery concept is not new. And just as share CarNewsChina, its theoretical foundations were laid out in the 1970s. The problem is that taking it from theory to practice has proven extraordinarily difficult. The cells are very sensitive to humidity and carbon dioxide present in the air, which causes rapid degradation. Added to this are problems with catalyst stability and a very short useful life. But there is real progress. In 2024, a joint team from the University of Illinois Chicago, Argonne National Laboratory and California State University Northridge managed to demonstrate a lithium-air battery capable of exceeding 700 charge cycles in an environment similar to real air. A year later, in 2025, Argonne National Laboratory and the Illinois Institute of Technology developed a prototype that reached 1,200 Wh/kg with a life of 1,000 cycles at room temperature. According to collect CarNewsChina, this design is not expected to be ready for use in vehicles before 2030. The key to the breakthrough was, among other things, replacing liquid electrolytes (which are flammable) with a solid matrix composed of a ceramic polymer with lithium-rich nanoparticles, which stabilizes the cell during high-energy cycles. How does this fit into CATL’s strategy. The company already has experience in converting alternative technologies into market products. An example is sodium-ion batteries, which were proposed by the company in 2020 and This same year they are already being mass producedinstalled in models such as the GAC Aion UT, the Changan Oshan 520 and vehicles from Geely, Chery and FAW. According to explained Kai in the forum, the company’s strategy is planned in the short term to offer mature technologies to meet current demand; in the medium term, solid state batteries to improve the experience in premium vehicles; and in the long term, lithium-air with the intention of exploring the physical limits of energy storage. Between the lines. Betting on lithium-air now is not waiting for a product for next year. Just like points out Gasgoo, for large companies, investing in these frontier technologies serves above all to accumulate patents, secure strategic positions and build technical reserves, not to generate short-term income. It is something like a move to avoid surprises in case another company decides to announce a disruptive technology. Cover image | CATL In Xataka | Peugeot, on PureTech engines: “We recognize that we have done things wrong”

If the question is whether we can delay aging, Russia has an unusual plan with the “cousin” of the wild boar and humans

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In 1928, a Soviet scientist convinced that young blood could rejuvenate the body exchanged his own with that of a university student. The experiment turned the student into a survivor and the researcher into a of the first victims of the modern pursuit of longevity. The great Russian bet. If the question is whether aging can be delayed, Russia has decided to respond with an initiative of extraordinary dimensions. Under the direct impulse of Vladimir Putin, the weekend counted the wall street journal that the Kremlin has made longevity a national priority through a program valued at about $26 billion that seeks to develop technologies capable of prolonging human life and combating age-related deterioration. What for many Western leaders and businessmen remains a private bet financed by technological fortunes, in Russia has become a state strategy which combines genetic research, organ printing, xenotransplantation and other experimental technologies with the promise of saving hundreds of thousands of lives before the end of the decade. New organs for aging bodies. One of the most ambitious ideas of the project consists of progressively replace the defective parts of the human body as if it were a complex machine. It we have told before and Putin himself even commented publicly on the possibility of achieving a kind of practical immortality through the continuous replacement of damaged organs. To get closer to that goal, Russian scientists are working on two main lines: three-dimensional bioprinting of living tissues and the growth of human organs inside minipigs, a variety of pork considered especially compatible for this type of research. The stated goal is to achieve functional transplants of laboratory-produced organs by 2030, a goal that, if achieved, would represent one of the most important biomedical advances of the century. Genes, tissues and pigs at the service of longevity. The program also includes the development of gene therapies aimed at slowing down cellular aging. According to Russian authorities, these treatments represent some of the most promising tools to combat the biological wear and tear that accompanies the passing of the years. At the same time, researchers they claim having managed to print human cartilage and a mouse thyroid gland using bioprinting techniques, preliminary steps towards much more complex structures. The combination of Genetic engineering, organs grown in animals and the manufacture of artificial tissues paints a vision in which medicine stops limiting itself to repairing damage and begins to replace entire components of the organism. Putin’s daughter and the architects of the project. Behind this strategy appear some of the most influential figures of the presidential circle. Among them stands out Maria Vorontsova, Putin’s daughter and an endocrinologist linked to various state genetics programs, as well as the physicist Mikhail Kovalchuk, director of the historic Kurchatov Institute and one of the Kremlin’s main scientific ideologues. Kovalchuk holds that humanity is approaching an era in which organs can be routinely repaired or replaced, prolonging life for increasingly longer periods. For its defenders, aging will no longer be seen as an inevitable destiny and will begin to be treated as a technical problem susceptible to scientific intervention. Between cutting-edge science and community doubts. However, the program’s promises are far from to generate consensus. Many researchers they point out that much of the progress announced by Russia has barely been published in peer-reviewed international scientific journals. Some scientists who participated in the early stages of these investigations hold that there is a great distance between the proclaimed objectives and the results actually demonstrated. International sanctions, scientific isolation derived from the war in Ukraine and the difficulty of collaborating with Western centers also limit the capacity Russian to validate many of these projects. For critics, some of the statements made by the authorities should be interpreted more as aspirations for the future than as technologies close to becoming a reality. Personal obsession turned into state policy. Putin’s fascination with longevity it’s not new. For years he has cultivated a public image associated with physical strength through exhibitions Carefully constructed for sporting activity, hunting or outdoor adventures. At the same time, their behavior during the pandemic showed a extreme concern due to illness and physical deterioration, with strict quarantines, disinfection protocols and isolation measures that attracted the attention of the entire world. At 73 years old, also surrounded by an aging political and economic elite, the fight against the passage of time seems to have become more than a personal curiosity: it is part of a strategic vision shared by much of the Russian leadership environment. The long Russian tradition. The current project does not come out of nowhere either. Russia and previously the Soviet Union have historically shown a recurring fascination for research aimed at prolonging human life. Since the experiments with rejuvenating blood transfusions carried out by Alexander Bogdanov in the twenties until the theories of Oleksandr Bogomolets Regarding a life expectancy of 150 years supported by Stalin, different generations of Soviet and Russian leaders have pursued the idea of ​​overcoming aging. Paradoxically, many of those pioneers they died long before to reach the extraordinary ages they defended. A race against an uncomfortable demographic reality. The bet is even more striking because it takes place in a country that continues to suffer some of the worst mortality indicators of the developed world. Male life expectancy in Russia He is currently around 68 years, well below that of the United States or Western Europe. In this context, the gigantic longevity program promoted by Putin it reflects both a scientific ambition and a national need. The question is whether printed organs, genetic treatments and minipigs capable of hosting future transplants will bring Russia closer to that vision of a increasingly longer life or if they will end up joining the long list of projects that promised to defeat aging and ended up crashing into a biological reality much more difficult to defeat. Image | IToldYa, Press Service of the President of the Russian Federation, Picryl In Xataka | We knew that living … Read more

Spain has a plan to completely renew DTT. More than half of households cannot comply

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In Spain, DTT is on the verge of making the leap to DVB-T2. It is normal that these acronyms sound Chinese to you, so we are going to review the change that our televisions will face after the necessary retuning both to make room for a new channel that is to come, and for the migration to DVB-T2. The new channel. The BOE has published This weekend the resolution that awards a new television channel to Integrated Television Entertainment Services (SEVEN). The Ministry for Digital Transformation and Public Service awarded last May the license for a new DTT channel for 15 years, renewable to the company managed by Andrés Varela and linked to shareholders of the Prisa group. The first phase. SEVEN has a maximum period of six months to start its broadcasts, forcing the Secretariat to publish in the coming weeks a resolution with the exact date on which everything will start: the arrival of SEVEN, the retuning and the beginning of the technological migration will occur at the same time. What is a multiple. Before getting into acronyms, it is worth understanding how DTT works. The channels do not each broadcast on their own, they travel grouped in packages that share the same radio frequency. And those packages are called multiples. In other words, it is as if several channels shared the same highway to reach their destination, your television antenna. Until now, these multiplexes used the DVB-T (Digital Video Broadcasting – Terrestrial) standard. Its successor, as you may have guessed, is DVB-T2. This new multiple allows up to 68% more data to be transported and, secondly, replaces the H.264 codec with H.265 (HEVC). You may be familiar with these last acronyms, since almost all high-end phones record video by default in H.265: a more advanced codec that requires practically half the data to transmit the same image quality. What is going to happen and when. The calendar has been in the air since 2024 and, even today, it is not closed. What we know for the project is that this is a two-phase process: First phase: he state manifold RGE2shared between RTVE, Atresmedia and Mediaset2, will migrate to the DVB-T2 standard. In addition to the efficiency that we mentioned previously, the migration comes hand in hand with UHD emissions. Devices that do not support the standard will still be able to play HD content. Second phase: The definitive move to DVB-T2 marks that all televisions must be compatible with this standard to play content. It is something that, a priori, will take time to arrive. The complete change will not be made until two milestones are achieved: that at least 95% of DTT receivers are compatible with DVB-T2 and that at least 90% of televisions can receive UHD (4K) broadcasts. Go deeper. In short, Spanish DTT cannot be reorganized or begin the migration to the new standard until the new channel is up and running. This is why the arrival of SEVEN marks a before and after for the beginning of the plan. Nevertheless, according to the latest adoption figuresonly 36.6% of the television fleet is compatible with 4K broadcasts, very far from the 95% set by the Ministry for Digital Transformation and Public Service. The first phase is at your doorstep and should begin in 2026 according to the established plan, the second will not begin until the general picture changes. Since last year, Spain cannot legally sell a TV that is not compatible with DVB-T2 and that is not UHD ready, although the complete renovation of the park is not expected until after 2030. In Xataka | How to configure your Smart TV to watch the 2026 World Cup in the best possible way

Waymo’s ambitious plan to turn its batteries into gigantic solar powerbanks

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The electric car industry has been grappling with an elephant in the room for years: what to do with the millions of battery packs that, while no longer useful to power a vehicle, still retain enormous energy capacity. Now, the answer could come with autonomous driving. Waymo has formalized a strategic agreement with the company B2U Storage Solutions to give a “second life” to the spent batteries of their robotaxis, preventing them from ending up directly in recycling plants to convert them into gigantic solar energy storage systems. The paradox of the robotaxi. To understand why this movement is so relevant, you have to understand how an autonomous car ages. As detailed Wall Street Journalthe life of a robotaxi is nothing like that of a private car. While our personal vehicles spend most of the day parked, Waymo vehicles operate as high-use shared assets. In statements to the financial newspaper, Adam Lenz, director of sustainability at Waymo, explained that this high utilization causes its cars to accumulate kilometers at a dizzying rate, forcing the batteries to be removed from commercial service much earlier than usual. According to data from Geotaba consumer electric car loses just 2.3% of battery capacity per year, retaining more than 81% after eight years of use. Robotaxis, however, suffer much more rapid degradation. But just because a battery no longer offers the range needed to safely carry passengers doesn’t mean it’s dead. The new business model seeks to squeeze the residual value of these batteries to use them in stationary applications, avoiding waste and taking advantage of critical materials that have already been manufactured. “Energy sponges.” When Waymo vehicles can no longer perform, B2U removes the batteries, tests their performance, and packages them in large metal cabinets about 2.7 meters high, similar to small shipping containers. Each of these containers houses dozens of units. From there, they function as true “energy sponges” for the electrical grid. During the day, when there is plenty of sun or wind and prices are low, the system absorbs and stores that electricity. It then injects that energy back into the grid during nighttime demand peaks, just when solar production drops. The economic and energy impact is notable. Freeman Hall, CEO of B2U, details that each reused battery can add between $8,000 and $10,000 in electrical value. Additionally, a single storage container has enough capacity to supply an average home for up to three months. Although Waymo has not specified an exact number of units, the goal in the long term it is to deploy “hundreds of megawatt-hours” of capacity, concentrating initial efforts in California and Texas, two states with great dependence and growth in renewable energy. The figures of an unstoppable fleet. As detailed Ars TechnicaWaymo currently operates about 4,000 vehicles, mainly consisting of Jaguar I-Pace with 90 kWh batteries, to which are being added the new “Ojai” models from the Chinese manufacturer Zeekr, equipped with 93 kWh batteries. This fleet makes about 500,000 trips a week, a rate that will only grow: the Wall Street Journal cites Morgan Stanley estimate which predicts that autonomous journeys in the US will go from 15 million in 2025 to 36 million at the end of this year. However, Waymo’s purely “green” narrative has its chiaroscuros, and the specialized press does not ignore them. Ars Technica Enter critical and necessary information: Although the company assures that its electric fleet avoids 530 tons of CO2 every half a million trips, its recent landing in Austin (Texas) together with Uber raised blisters. There, they used mobile generators from the company L-Charge powered by natural gas to recharge the robotaxis, which generated neighborhood complaints about noise and highlighted the logistical difficulties of operating electric vehicles without adequate charging infrastructure. On the other hand, companies like Redwood Materials (backed by Waymo’s own parent company, Alphabet) are also launching their own second-life storage divisions. All this occurs in a context of absolute record: in the first quarter of 2026, the US installed 9.7 GWh of stationary storage, an increase of 32% year-on-year. Beyond the green posturing. In short, this agreement seals a perfect urban circularity. As Adam Lenz reflectsthe same batteries that today transport passengers through their streets, tomorrow will be supporting the local electrical networks of those same communities. However, behind the obvious environmental benefit is a movement of pure business strategy: this is not just green philanthropy. Waymo depends on the electrical grids of the cities where it operates to be stable and robust to be able to keep its fleets operational 24/7. In the age of mass automation, shoring up the electrical grid with batteries from your own retired cars is no longer just an ecological medal; It is a strict necessity of business survival. Image | Daniel Ramirez Xataka | A man ordered a Waymo to go to the airport. When he got there he ran into a problem: the trunk wouldn’t open.

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