promised

Five years ago, Airbus promised a zero-emission aircraft. Now it’s not so clear

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The transport sector has been fighting for some years against a great enemy: its own CO₂ emissions. According to the European Environment Agency, this sector was the responsible of approximately 30% of emissions. And, of the total of these emissions, civil aviation represented 13.4%. The answer? The electrification in the case of land transportsomething that has been evolving at a good pace. In the case of commercial aviation, electricity was not opted for, but for hydrogen. The European Airbus was one of the companies that first jumped into the pool with a commitment to achieve the decarbonization goals with which the European Union seems to be very committed. Your proposal: hydrogen-powered zero-emission aircraft. That was the proposal in 2020 with a view to being achieved by 2035, and the prototypes of some companies they seemed hopeful. However, hydrogen has not done as well as many expected and the consequences are there: where it said “I say”, it says “Diego”, and now Airbus is not so clear that your zero-emission plane arrives on schedule. Airbus, its “green” plane and the turnaround of the industry Airbus’s proposal was extremely ambitious, since its hydrogen-powered aircraft would mark the greatest aeronautical revolution since the appearance of the jet engine. The idea was have hydrogen planes in the air by 2035for which presented three concepts: A turbofan for 200 passengers and 3,704 kilometers of range. A turbofan mixed wing model also for 200 passengers and 3,704 autonomy. A turboprop for 100 passengers and 1,852 kilometers of range. Its roadmap included the design of gas turbines with fuel injectors for hydrogen combustion to occur, but also models with completely electric systems powered by hydrogen fuel cells. They invested 1.7 billion dollars in the projectbut things began to go wrong both for Airbus and for the hydrogen industry as a vehicle “engine.” Germany is a good example of the difficulties of hydrogen as a fuel, at least for private vehicles. By the end of 2024, the main hydrogen station operator began to close facilities because there was no demand. The German Association of Energy and Water Industries itself revealed in a report that planned storage projects were significantly behind projected demand. For the private car, it seems that electrification has won the game, but in other types of vehicles such as trucks, buses or airplanes themselves, this fuel seemed to continue to be a valid option. At the beginning of this year, however, Reuters reported that Airbus was having problems obtaining green hydrogen. There is many types of hydrogen and their colors indicate how they have been obtained. What the sector needs is the so-called green hydrogen, which is produced thanks to renewable energies such as solar or wind. It is a process that needs a lot of investment and the company’s CEO doubted that enough could be produced to make commercial flights with hydrogen aircraft profitable. They did not shelve the project and, in fact, at the Airbus 2025 Summit reaffirmed their engagement, but soon after it seems they thought better of it. As we read in The Wall Street Journalthe company cut the budget allocated to green hydrogen airplane research by a quarter. Citing “technical challenges,” the company has reassigned staff other departments and the engineers responsible for the project appear to have gone back to the planning table. It is not a “never will arrive”, but it does seem to represent a slowdown in the plans that would imply that they would not arrive with that plane by 2035. In fact, in TWSJ they comment that Airbus defends that the money has not been thrown away and that delaying the project will allow the technology to be perfected. “Our destiny has not changed, but we need to adjust to reality to get there,” commented Bruno Fichefeux, head of future aeronautics programs. But it is not only Airbus that has taken a turn in its green policy. At the beginning of this year we saw that large oil companies began to stop or cut investment in their renewable energy programs to refocus on fossil fuel production. In this case it is not because the technology is green, but because there is an entity that has appeared on the board that requires large amounts of energy immediately: the data centers for AI training. Returning to hydrogen aircraft, although Airbus has put the brakes on its strategy, assuming a delay of five yearsthere are other companies that had a similar roadmap. For example, ZeroAviawhat’s next committed with hydrogen-powered flight and that has several models programmed in its roadmap, with 200-seat aircraft by 2040. Images | ZeroAviaAirbus In Xataka | The plan to clean the air by capturing CO₂ has just received a blow of reality: the Earth does not have as much space as we thought

AI companies promised to be happy with their autonomous agents, until they came across Amazon

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AI agents promise us to perform complex tasks autonomously, such as book trips either make the purchase. Although is improvingagentic AI still it’s quite greenbut it has just come across an obstacle that we had not counted on and that could change everything: that there are companies that do not want AI agents roaming their stores. This is what just happened between Amazon and Perplexity. What has happened? They tell it in Bloomberg. Amazon is suing Perplexity to stop the agent built into its Comet browser from purchasing items from Amazon. According to Amazon, Perplexity has committed computer fraud by allowing its agent to browse and make purchases as if they were a real person, which violates its terms of service on transparency. They also claim that the use of automated agents can negatively affect the shopping experience on their platform. Why is it important. The case could set limits for autonomous AI agents in real-world tasks that require using third-party services, such as in this case Amazon. If stores or travel platforms close the door to AI agents, the promise of autonomy is compromised. On the other hand, leaving all doors open could influence e-commerce. It is something that has already happened before, such as cases of bots buying tickets to shows. Bullies. Perplexity has responded with a post on your blog in which they describe the move as “corporate bullying” and affirm that it is “a threat to all Internet users.” They also highlight that Comet users love the agentic AI features and that Amazon should too because it translates into more purchases and happy customers. For the company, an AI agent should have the same rights and responsibilities as a real human user since the agent is acting on behalf of the user. “It’s not Amazon’s job to oversee that,” Aravind Srinivas, CEO of Perplexity, said in an interview. Agents on Amazon. Amazon already has its own assistant Rufus and is developing its own agents, so there are more reasons behind this movement against Perplexity. It is not about protecting the experience, or at least not only about that, but that Perplexity is a direct competitor. Perplexity champions choice. “I don’t think it’s customer-centric to force people to only use their assistant, who may not even be the best shopping assistant,” Srinivas said. AI Ecosystems. The dispute between Amazon and Perplexity is the first example that the AI ​​war is also about ecosystems. It presents a scenario in which service providers decide whether an AI agent can enter their stores or travel platforms, or if they prefer to develop their own and force users to use that. The truth is that Amazon had already blocked the Perplexity agent a few months ago, but the company released an update that circumvented the blocking. We’ll see how everything turns out. Image | Pxhere In Xataka | CAPTCHAs had become an excellent tool to fight bots. Until ChatGPT Agent arrived

This humanoid robot promised to do our housework. For now it’s a $20,000 puppet

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Neo is 5’6″, weighs 30kg, is dressed in some kind of beige work overalls and moves slowly and clumsily. It is one of the most advanced humanoid robots in the world—so it seems in the official websiteof course—and it costs $20,000, but despite all this it has a big problem: it is not really autonomous, and is controlled by another human being, as if it were an ultra-modern puppet. There is a long way from saying to doing. We talked about Neo a year ago. The company that develops it, 1X, boasted of beginning to test it in the real world. The version they used then, Neo Beta, had an autonomy of up to four hours and had sensors that allowed it to boost its “embedded learning” system. Already then it was indicated that a teleoperator would connect to the robot to show it how to do something. Robot-puppet. In reality, the teleoperator is the key to everything, because this robot, like its current version, does not work autonomously, but is controlled remotely by a human operator. Said operator puts on mixed reality glasses and uses controls to perform this control. In The Wall Street Journal have had the opportunity to try it and to see how the future that robotics companies paint for us seems to be still very far away. a robot clumsy and slow. In the video that accompanies the article it is clearly seen how the robot’s movements are erratic and slow. It took him forever to open the refrigerator to get a bottle of water and he managed to put two (plastic) glasses in the dishwasher, but it also took him a long time to get it. Folding a sweater took him two minutes. All these operations show that the dexterity of these robots is still very far from equaling that of humans, especially when it comes to emulating our hands. And on top of that, privacy. During the tests it became clear that one of the problems of using this robot is that the user sacrifices part of his privacy, because he must give permission for the teleoperator to see through the robot’s cameras to complete his tasks. And that means “getting into our house.” 1X CEO Bernt Børnich explained in WSJ that Neo “is not for everyone. If you buy this product, it is because you agree with the social agreement. If we don’t have your data, we can’t improve the product.” Even so, those responsible say, “you will always have control” and for example you can establish prohibited areas or blur faces in the transmission. See to learn. They precisely need all that visual data: so that the Neo’s neural network system can learn from trying to complete those household tasks and, from there, solve them more accurately. It is something similar to what happens with Tesla’s fleet of cars, which also “learns” thanks to all those kilometers that the cars travel to perfect their autonomous driving system. “Probably safe”. Another key element of these robots is the security they offer in an environment as private as our home. It’s not particularly heavy, which helps minimize risks, and 1X says Neo is “probably safe.” In 2026 it will be much more autonomous. Børnich’s promise is that Neo will “do many of the household tasks autonomously,” although he admitted that the quality with which those tasks are completed will be somewhat poor initially. He compared the situation with that of the first images and videos generated by AI: now those images and videos are practically indistinguishable from reality, and something similar will happen according to him with Neo. The promise may never be fulfilled. Neo is the latest example of how the robotics segment is the other great seller of expectations (along with AI) for the future. The challenge here is just as enormous, but the fact that Neo is not truly autonomous is disappointing, as was what happened with Tesla’s Optimus or the recent news of the Japanese store robots. Yann LeCun, one of the top AI managers at Meta, indicated at a recent conference at MIT that these robots could end up going nowhere. According to him, the companies that are investing billions of dollars in humanoid robots “have no idea” how to make these machines “smart enough to be generally useful.” In Xataka | Amazon has calculated how much it costs to lay off 600,000 employees: 30 cents per item sold and many robots

Norway promised them happiness with the world’s first megatunnel for ships. Until he saw how much it was going to cost him

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Thousands of kilometers of sinuous coasts, currents, storms and devilish geography. Norway does not make it easy for sailors who ply its coastline every day loaded with goods, fish or passengers. Hence, the country has been talking for some time about undertaking an ambitious work at one of its points more sensitive, the Stad peninsula. The idea is to cross the tongue of land with a tunnel almost two kilometers long, designed specifically for the passage of boats. The problem is that estimates of its cost have not stopped growing in recent years and that has led the Government to take a step back. His idea is to put the project in the drawer. Another thingOf course, Parliament is going to allow it. A boat tunnel? That’s how it is. It sounds strange, and it’s normal. After all the Stad tunnel It is an unusual infrastructure, the first underground road designed for boats. What Norway is proposing to do is open a large navigable canal of 1.7kmalmost 50 m high (the navigable space will be somewhat less) and more than 30 m wide to cross the Stad peninsula, in the province of vestlandwest of the country. Building it would require between four years of works. That they want to open right in Vestland is no coincidence. If the Stad peninsula stands out for something, it is because of its poor conditions for sailors: it is exposed to the inclemencies and gusts of wind of the Stadhavet Sea, with no nearby islands to cushion it, and the currents do not make it easy for sailors either. In the web of the project, it is recalled that the Kråkenes station, south of Stad, is the one that records the most stormy days: some years there are more than a hundred. And does a tunnel solve it? The same website Remember that in Stad there is intense maritime traffic, both Norwegian and foreign ships, dedicated to fishing, commerce, aquaculture, naval and tourism. With the underground canal, Norway wants to offer them several advantages: time savings and more security, with all the advantages that this can bring for anyone who depends on ships. Furthermore, supporters of the project defend that with “a safer and more efficient step” maritime transport will increase, removing trucks from the roads. Whether its promises are more or less convincing, the undeniable thing is that the Stad tunnel is nothing new. TO late 19th century There was already talk of crossing the peninsula with a subway, although the approach has not always been exactly the same. At one time they even opted for a railway pipeline. The idea has remained on the table with twists and turns in recent years until in 2013 It finally managed to sneak into the National Transportation Plan. In 2017 the tunnel seemed a little closer and in 2021 started to talk of the imminent start of the works. In fact, it is estimated that a little more than 30 million dollars in land purchases and feasibility studies to give it shape. Are you on track then? Not at all. If the work sounds ambitious it is because it really is. And that usually entails something more than technical complications: money. Big money. Millions and millions of Swedish crowns. An amount that has also increased with the passage of time, complicating its viability. Maritime Executive remember that at the time there was talk of 325 million dollars and in 2023 the figure had skyrocketed to 690 million. A few days ago NRK, the Norwegian public radio and television channel, I already needed that the estimated bill is around 9.4 billion crowns, about 780 million dollars. There are means, like one’s own Maritime Executivethat they even refer larger figures. Is that a problem? A few days ago NRK echoed some statements by the prime minister, Jonas Gahr Storewhich reveal that the Government wants to put the project in the drawer. At least for now. The reason has little mystery: its exorbitant cost at a time when the country prefers to invest in other areas. “In the budget proposal we will announce that we abandoned the Stad sea tunnel project,” the leader advanced Norwegian. “The cost will be so high that we feel it is not responsible to move forward with the project.” “We must prioritize and take care of every penny to use the money in the most efficient way possible. That is why we reject this project, we consider that it does not justify such a high expense,” insisted Støre, who cited other priorities, such as health, defense or municipal investment. “It will be so expensive that we consider it irresponsible to continue with the project.” With the option of lowering or renegotiating costs ruled out, the news soon spread to the local press and foreignerwith all kinds of reactions. What reactions? Days after the announcement the Norwegian Coastal Administration published a statement confirming that, within the framework of the 2026 national budget, the Government had decided to “suspend” the tunnel works pending Parliament’s ruling. The agency warned that, among other issues, this stoppage will also affect the bidding for works. An important notice considering that you had already received offers from three construction companies and expected to close the contract this year to start the works (five years) in 2026. The defenders of the tunnel have been more emphatic, speaking of “a hard blow” and an “irresponsible decision.” “More than 500 companies from the fishing industry and shipping to industry, tourism and aquaculture have signed the petition for the construction of the tunnel,” remember. “These represent thousands of jobs and billions in revenue.” What will happen now? Good question. Although it is not easy to answer it. Støre’s announcement was framed in the presentation of the 2026 state accounts, which left some questions raised. After all, as NRK herself recalled As the news progresses, the prime minister’s party, the Labor Party, does not have a majority in the Storting (Parliament of Norway), so … Read more

have been the productivity apps that promised to help you

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There is a tendency to think that the main reason for loss of productivity at work is due to poor time organization or for procrastinating tasks. That is, by leaving pending tasks for later. However, a study carried out by the project management platform Lokalise, has revealed a surprising reason why working hours they don’t give as much of themselves as you would like: too many applications and digital tools are used in daily work. This phenomenon has been called “online tool fatigue” or fatigue due to excess of digital tools. According to the results revealed by the Lokalise survey, when too many messaging, email, data management or project management applications are used, instead of help you be more productivejust the opposite happens and productivity plummets. Impossible to concentrate. According to data from the Lokalise study, based on the opinions of more than 1,000 office workers in the US from different professional sectors, these employees experience constant daily interruptions in your concentration when they receive a message through the work messaging app, they must respond to an email, etc. The data indicates that 17% of respondents switch between tabs, applications or platforms more than 100 times in a single workday. 56% of the workers interviewed assured the platform that tool fatiguesuch as switching between them and notifications, negatively affects your concentration and productivity. Two weeks jumping between applications. On average, this constant switching between applications and attention to notifications causes employees to lose an average of 51 minutes, although 22% claim that the time lost amounts to more than two hours per week. This figure may seem like a small thing, but if this time is added up by all the employees of a company and computed over a full working year, it implies an annual loss of between one week and two and a half weeks of work. non-productive time. All this for something as trivial as clicking on a window to change apps. Too many apps. 55% of participants say they use between three and five computer applications in their daily work, while 31% of employees say they use between six and ten applications to do their work. The usage data collected suggests that productivity tools that consume the most time are the email with 47%, followed by professional messaging apps such as Slack, Teams or Discord with 35%. Surprisingly, video calling tools, on which most meetings are supported, are in third place in terms of time consumed, with 22%. Below 17% there are other more specific applications like the calendarcloud storage systems (Google Drive, Dropbox, OneDrive, etc.) or support and assistance systems such as Asana, Jira, Zendesk or Salesforce. Changing apps is like changing tasks. Although it is part of the resolution of a single task, the constant alternation between applications produces a cognitive effect similar to that occurs with multitasking. By changing the graphical environment, functions and operation of each platform, the brain it takes a certain time to process the change, breaking the inertia of concentration that reaches when performing a certain task in one of the tools. This effect of constant change generates mental fatigue and causes the brain to need several minutes to refocus on the main task after each interruption. In Xataka | Psychology has explained why it is so difficult for you to leave a job even if it is toxic: the sunk cost fallacy Image | Unsplash (Swello)

The Neoclouds promised to democratize the AI. Right now are the most fragile and indebted link in the entire sector

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Coreweave, Lambda Labs, Crusoe and Nebius They represent the most booming and also more fragile link in the AI ​​value chain: Neoclouds. These companies have raised tens of billions in capital and debt to build Data centers full of NVIDIA GPUSbut its business model rests on an increasingly questionable premise: that the demand for computing capacity to continue to grow exponentially. Why is it important. The problem is not just that these companies lose money. Is that its financial structure depends on a vicious circle: They raise debt to buy GPUS. They use those GPUS as a guarantee for more debt. And the money they enter comes mostly from the same companies that sell them the chips and lend them the money. The model. The Neoclouds They came promising GPU infrastructure in months, no years, already prices up to 66% cheaper than AWS, Azure or Google Cloud. The proposal sounded well: companies needed GPUS and Hyperscalers (AWS, Azure and Company) did not supply. The market responded with enthusiasm: Coreweave went from billing 16 million dollars in 2022 to 5,350 million in the last year. Nebius (which has exploded in the stock market and whose germ is Yandex) grew from 5 million quarterly to 105 million. The segment Neocloud As a whole, 82% per year has grown in the last four years. The problem of the single client. Coreweave generated 60% of its 2024 revenues by renting capacity to Microsoft for Openai. Only Microsoft. Nvidia represents another 15%. If you eliminate a The magnificent seven already openai of the accounts of the main Neocloudsthere are hardly 1,000 million dollars of combined income, As calculated by analyst Ed Zitron. Lambda Labs has half of his income at Amazon and Microsoft, plus 1.5 billion in a contract with Nvidia. Almost all Nebius’s growth projection comes from A 19,000 million agreement with Microsoft. There is no diversified market of business clients. There are a handful of technological giants using these suppliers as an exhaust valve or as a vehicle to move money without inflating their own capital expenses Aka Capex. The money trail. Coreweave owes 25,000 million with annual revenues of 5,350 million. Its debt-active ratio reaches 85.4%. It is like two times your annual salary. And unlike the property that supports a mortgage, the GPUS depreciate quickly. Nebius He has just closed a 4,200 million round to build the infrastructure that allows you to fulfill your contract with Microsoft. Lambda Labs and Crusoe have raised hundreds of millions in risk and debt capital. The model is always the same: You get a large contract. You use that contract as a guarantee to raise debt. Purchases Gpus to Nvidia. Rrena more data centers. Repeat. The problem arises when the Ancla client decides that he no longer needs so much capacity, or when you cannot build the infrastructure quick enough. Between the lines. Nvidia has invested directly into several Neoclouds And it is also its largest supplier and, in many cases, its largest client. Coreweave signed a 6,300 million agreement with Nvidia a few days ago For the manufacturer to buy any capacity that cannot be sold to other customers until 2032. In the end we see an elaborate mechanism of Circular financing: Nvidia needs to sell GPUS to maintain its growth. The Neoclouds They need to buy GPUS to fulfill their contracts. The Hyperscalers They need additional capacity but do not want to inflate their capex. And the Private Equity You need to place tens of billions in something that seems the future. In figures. Building a Data Center Capacity Gigavatio costs between 32,500 and 50,000 million dollars. Oracle and Crusoe took 2.5 years to complete a gigavatio for Openai. Nebius has promised to build multiple gigawatts in increasingly unrealistic terms. The alarm signal. Coreweave has reported important operating losses in its last quarter despite explosive growth in income. Nebius plans to reach 1,100 million in annual recurring revenues by the end of 2025, almost exclusively driven by the contract with Microsoft. What happens if Microsoft decides that you can build your own cheaper capacity? Or if Openai, the final customer of much of that capacity, collapses under the weight of their own losses? The decisive moment. The consolidation has already begun. Coreweave has just bought Core Scientific for 9,000 million in shares. Only great will survive, and probably not many. It is a matter of time when the adjustment will arrive. The doubt is how much damage will cause when billions in debt collide against the reality that the real demand for GPU capacity is a fraction of what is assumed. In Xataka | The PC is mutating: the future is filled with AI work stations so you can have your chatgpt at home Outstanding image | Nebius

Byd promised that his Yangwang U8 ‘floated’ and complies. The problem is when used in a street in the middle of a super -for

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A byd vehicle has starred in a controversial incident during the floods of the Supertifón Ragasa in Zhuhai, Guangdong province. The driver of a luxurious Yangwang U8known for being the car ‘float’, repeatedly crossed a completely flooded street. So far, if it was not because the action ended up causing a good swell in the street, which caused several windows and damage to local shops to break. What happened. During the night of September 24, while the Supertifón Ragasa whipped Zhuhai with heavy rains that flooded several roads in the Doumen District, a Yangwang U8 byd several times on Jinwan Middle Road in Jing’an street. The images captured by the neighbors and shared by the medium CarnewschinaThey show how the SUV generated great waves when passing through the stagnant water, impacting the facades of nearby stores. Severe damage. The videos that circulated through social networks They showed Broken crystals and metal blinds deformed by the force of water. An affected merchant explained to the local media that “after passing the vehicle, the entire electrical circuit collapsed”, adding that the surveillance and other systems were unused. The owner thanked the residents who recorded the incident, since the images will serve as proof to claim the damage. The official answer. According to Share The media, Zhuhai police later confirmed that he had summoned the driver to interrogate him. The authorities asked the affected merchants to document all the damages and provide video surveillance material by submitting the corresponding complaints. The case is still under investigation. A vehicle designed for water. The case is ironic at least, since Yangwang U8, launched in China in 2023 for about 153,000 euros to the change, has amphibious capabilities specifically designed for emergency situations. Its intelligent individual traction system (IWD), with four independent engines, allows the SUV to float up to 30 minutes in emergency flotation mode and wade up to 1.4 meters deep in its off-road Master Edition version. What nobody expected is that the vehicle will end up sweeping everything in its path to propel the water and form a wave, causing multiple damage to nearby shops. A devastating typhoon. The Super Typhoon Ragasa, also known as Nando in the Philippines, has already broken the record of being the most intense of this 2025. It is causing winds of up to 270 km/Hy a minimum atmospheric pressure of 905 MB. It began on September 22 in Cagayan, the Philippines, and ended up extending through Taiwan, Hong Kong, Macau and South China. In his path, the typhoon Several lives have been charged25 registered so far, and more than a hundred injured, in addition to multiple damage to infrastructure. Cover image | Weibo In Xataka | The Spanish rail giant had planned to build a lightwail between Jerusalem and the West Bank. Now has a problem

Spanish wine promised them very happy after the end of drought. The price of grapes is changing everything

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The wine industry is facing a complicated year. In the eye of the hurricane, the price of grapes, such a low price that is leading farmers to stand up war. A problem that It has been hanging on the sector From before even the beginning of the harvest. The food chain law. The Unió Llauradora, Agrarian Organization of Valencian, has been the last sector group in denounce the situation of the grape market. The organization has claimed to claim Ministry of Agriculture Valenciana A study on the production costs for the grapes used for wine production, a study they consider could “endorse possible complaints for breach of the food chain law.” This legislation is responsible for regulating “the operation and vertebration of the food chain.” A law that seeks, According to the Ministry of Agriculture, Fisheries and Foodimprove the efficacy and competitiveness of the sector while reducing the imbalance in commercial relations. According to explained in a statement The Llauradora Unió, this legislation “the only instrument that producers possess to defend their interests (…) in the face of commercial distribution abuses.” 20% less. Farmers do not consider that the price at which wine producers buy the grape is fair. According to the forecasts of the Valencian Sector Association, the price of grapes could fall by more than 20% this year. Expectations v. reality. The Valencian field is the last to join the complaints of other vinification grape -producing regions. The harvest seemed to be abundant, with some areas relying on a recovery in production also 20%. This increase in supply would be the great engine of the price drop, a decrease such that for some wine producing regions they have indicated in recent months that they would not allow them to cover production costs. To this problem, the Unió Llauradora adds another in the fact that its harvest is not even reaching the expected volume at first. Despite this, prices, based on more optimistic expectations, They continue to be low. “The rains recorded at certain times of the campaign were a relief and contributed to the recovery of the vine The association stands out. One crisis after another. The current one is just one of the crises that the sector has had to face in recent years. The increase that some wine regions have seen in production responds rather to a recovery compared to recent years, marked by the drought that put a good part of the agricultural sector against the strings (even the farmer). In Xataka | During centuries Galicia was a thriving land of olive groves with unique varieties in the world. What changed it is still a mystery Image | Dailos Medina / Pixabay

The hoteliers promised them happy with the huge business of the terraces. Until the new antitabaco law arrived

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Spain is a country of Terraceum. It was before and it is much more (if possible) now, with the memory of the COVID-19 still present and while the country gradually becomes a huge tourist power that is on its way to the 100 million visitors foreigners The hoteliers have not been oblivious to that pull and have turned the terraces into a fundamental part of their turnover, especially in summer. Now they fear that THE NEW ANTITABACE LAW put it in danger. Goodbye, terraces (with smoke). The government wants the roads of the tobacco industry and the hospitality industry to pass separately. Completely. In 2006 there was a first step in that direction with the Law 28/200515 years ago progress was made with a Legislative reform And now the Executive wants to make another movement that would completely banish the smoke from the bars terraces. This is expected by the legislative draft that He has just received the approval of the Council of Ministers, a document that still has a parliamentary route ahead (in fact it does not even guarantee its approval in the lower house), but that has already done Jump alarms Among the hoteliers of the country. Of bars, cigarettes and vapers. Although it does not collect All changes to those who aspired by the Ministry of Health, The new regulations It is clear in two key aspects. First, in equating electronic cigarettes to conventional tobacco. Second, at the time of veto That people smoke (or vapee) on the terraces. Moreover, the department of Mónica García has not stayed there and advocates a sharp prohibition of tobacco in “closed public spaces and an expanded list of exterior environments”, among which includes all those enclosures in which shows, sports facilities, parks, transport stations, educational centers and (of course) are the tables that the bars take out abroad. Pending jobenes. It is not the only thing that the government has in mind, which aspires that adolescents find it even more difficult to hook themselves. The new standard not only restricts the sale of tobacco (and the rest of the products that the law quotes, such as electronic cigarettes) to minors, but directly forbids smoking. It also veto any advertising and demands a more precise labeling, although it leaves out the generic packaging that doctors ask. “A severe threat”. The proposal has not liked the hoteliers, who have not taken long to warn of the coup that will be advised by the ban. The collective He raised his voice Already on the same Monday (after the Council of Ministers gave its placet to the draft law) to question the effectiveness of the norm and remember that today smokers and non -smokers live in the terraces without problem. “It goes against the hoteliers, not against tobacco. On our terraces there has always been a peaceful coexistence and with respect to people who do not want to smoke,” claims José Luis Álvarez, president of the hospitality of Spain, on the bill. It is not the only voice in the sector that points in that direction. The employer Otea, hospitality and tourism in Asturias, insists In his “resounding rejection” to the veto and warns that the new restriction represents “a severe threat” for business. What do they argue? The hoteliers wield several arguments. The main one is that they believe that the law will condemn smokers to closed private spaces, such as houses, and stir a problem (in their opinion) non -existent. “There is currently a good coexistence between smokers and non -smokers on the terraces,” claims The employer, who claims to have a 40DB study that shows that 56% of Spaniards do not believe urgent to prohibit tobacco on the terraces. Moreover, a large majority (82.5%) He is convinced that customers will continue to smoke in the immediate vicinity, “hindering the work” of those who work in the bars. Camareros … and police. Another of their fears is how tourists will fit the veto, customers who may not know the ban when they feel on a terrace and take a cigarette. “It will generate special confusion among the millions of tourists visiting Spain every year, a country where the tourism sector represents one of the main economic motors,” They censor. The president of the hospitality of Spain, José Luis Álvarez, is even more graphic and warns that the waiters will have to “make police”, warning the clients of the ban. Looking at Europe.. “There is only one country throughout Europe where smoking is not allowed, Sweden. And we are going to be Spain, that we have more tables and more chairs than all Europe, which prohibit smoking from tourists on our terraces,” regretted Yesterday the sector leader in an interview with four. The association recalls that when France decided Give yourself with standards To restrict tobacco he opted for “Exclude expressly“The terraces not to damage their economy. The norm French aspires to get “the first generation without tobacco”, so the smoke will veto in outdoor spaces, such as beaches, gardens, marques and playgrounds, but leaves out the electronic cigarettes and does not play the chairs and tables that their hoteliers place outside their establishments. The value of a terrace. The speed and forcefulness with which the hoteliers have come out to show their discomfort is not surprising. On the contrary, it confirms a reality: the enormous weight that the terraces have been acquired in the accounts of the bars and restaurants. There are several factors that explain it. One, key, is the antitabaco standard that has been applied so far and its interior restrictions, but others are added, such as the effect of the pandemic or the policies adopted by Some municipalities What have reduced tax burden of the terraces. The result is that the terraces have been expanding through the squares, streets and sidewalks of the cities, a growth that has sometimes generated friction with the neighbors. In Sevillewhere at least in 2023 there were around 1,300 businesses With evenings, the … Read more

La Granola promised to be the perfect breakfast. Now we know that you can behave like an undercover dessert

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A bowl with yogurt, red fruits and a rain of granola It is the most shared image on social networks When we talk about healthy breakfasts. But, as is usually the case, it is not all gold that shines. Behind the crunchy brightness of toasted oatmeal and dry fruits can hide a trap: as much sugar as a pastry cake and a metabolic effect that triggers hunger in the middle of the morning. The great change of the granola. To understand the phenomenon you have to go back to its origins. The first version was created in 1863 by the doctor James Caleb Jackson and was called “Granula”: Hard comprehensive grains, without sugar, conceived as dietary remedy. Far from what we see today on the shelves of the supermarket. Over time, the recipe was sweet to conquer palates. As The Independent recalls, 153 years later the sugar became an essential ingredient: first with honey and syrups, then with refined. Granola went from a austere food to mass consumption product, with industrial versions that have little “light”. The perfect combo for a sugar climb. The explanation behind this situation is physiological. Jessie Inchauspé, author of The Glucose Goddesss, explained in The Telegraph That the typical combination of granola – oatmeal, honey -free sugars and dehydrated fruit – is the perfect storm to shoot blood glucose. If you take as the first meal of the day and with an empty stomach, the peak is fast and tall. The problem comes later: that high is followed by an abrupt drop that translates into tiredness, hunger and craving as a sweeter. To this is added what Healthline call “ration effect”: Although many brands talk about portions of 30–45 g, it is usual to be served between 60 and 100 g. Double sugar, double calories, without realizing it, it is added that many granars carry vegetable or coconut oils. They are not “bad” in themselves, but they raise caloric density and facilitate excess. Benefits that are still present. Not everything was going to be bad. Despite the bad reputation of the most commercial versions, the granola also retains virtues if the ingredients are chosen well. As Healthline has pointed outoats, nuts and seeds slow down digestion, help control appetite, improve blood pressure, stabilize glucose and nourish intestinal microbiota. To this are added micronutrients such as magnesium, zinc, vitamin E and antioxidants that reinforce the immune system and fight inflammation. In parallel, The Telegraph He has cited studies They show how a daily intake of three grams of oats oatmeal can reduce the so -called “bad” cholesterol. So how to integrate it? The majority of nutritionists agree that the granola must play the role of companion and not of breakfast. In The Telegraph They recommend treating it as a toping: A couple of tablespoons on Greek yogurt or kefir, with fresh fruit – specially berries – to add fiber and antioxidants. For its part, According to Healthlineyou have to combine it with healthy protein and fats helps reduce the glycemic impact and prolong satiety. The important thing is not to banish it, but to measure the amount and balance the plate. The verdict. Granola is not the enemy, but neither does the panacea. According to dietitian Nichola Ludlam-Raine on The Telegraphit can be a healthy breakfast if you opt for low varieties in added sugars, rich in fiber and integral, and always in the recommended ration. Healthline coincides: It is nutritious and satiating, but many industrial versions are dense in calories and sugars. However, the counterpoint puts it The Independentsince he points out that some commercial granars rival sugar with pastries. In those cases, the result is inevitable: glucose peaks, low energy and early hunger. Image | Unspash Xataka | Of the five rations a day to the challenge of the 30 weekly plants: why diversity on the plate matters more than the quantity

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