roads

Australia has a problem: extremely boring and monotonous roads. And it also has a solution: sign trivia

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If you drive on Australian roads you may come across unusual signs and we are not talking about the kangaroos warning (that also), but the one that warns you that you are about to cross the “90 Mile Straight“, a stretch of almost 150 kilometers in a straight line that means spending just under two hours without turning the steering wheel. Or a sign that directly throws you a random question typical of Trivial. The objective is that your brain does not disconnect because on such a monotonous route, boredom can be lethal. In fact, Australia has some of the most dangerous roads in the world and it is not because of their poor condition or their dizzying curves, quite the opposite: they are too long, too straight and too empty. So the country is exploring different solutions to avoid this potentially deadly drowsiness. Boring Australian roads. All of these roads have decent pavement, a predictable layout, a landscape with little variation and little traffic, a recipe for disaster: The Eyre Highway takes the cake: it connects Western Australia with South Australia across the plain Nullarbor Plain (which takes its name from the Latin: treeless) between Balladonia and Caiguna: 200,000 square kilometers of limestone land with hardly any vegetation or hills. A 146.6 km straight line without a single curve that you have to travel at 110 km/h (the legal limit in most of the country). After the Saudi Arabia Highway 10is the second longest straight road in the world. The Stuart Highway It crosses the center of the continent from north to south, from Darwin to Port Augusta, traveling more than 2,700 kilometers inland on a fairly simple route that also crosses the Northern Territory. There it has large stretches through northern areas with distances up to 252 kilometers Between gas stations, temperatures of up to 45 °C are reached and a landscape monotony that has little to envy of the Nullarbor. In fact, one of the roads with the highest rate of fatigue accidents in the country, according to the Australian government. The Barkly Highway It connects Queensland to the Northern Territory via the Barkly Tableland, a flat, arid plateau where the road stretches almost straight for hundreds of kilometres. The extreme heat, the total absence of shade and the sections without signage or rest areas make it a minefield for those who travel through it. The Flinders Highway Also in Queensland it runs through the interior of the state for more than 800 kilometers. It connects Townsville with the interior through a repetitive landscape, with little traffic and long distances between towns, the ideal breeding ground for boredom. At night it is even worse. The danger of road hypnosis. The highway hypnosis or white line fever is more than just being bored and drowsy: it is an altered mental state that allows you to continue driving, responding to basic stimuli and maintaining speed, but without being aware of what you are doing. Simply put: put your brain on automatic mode. science has an explanation: Flat, straight roads with little landscape variation produce a chronic deficiency of sensory stimulation, reducing alertness to dangerously low levels, causing drowsiness and inattention. This study on the phenomenon explains that cognitive fatigue reaches its peak just 20 minutes after entering that monotonous environment, much sooner than it might seem, even for those who are driving. When the brain warns, it has already been on autopilot for a while. The consequences can be tragic: unconscious speed increases or a minimal reaction capacity that already causes havoc. In Australia, fatigue while driving is four times more likely as a cause of this road hypnosis than drugs or alcohol. In Queensland, it accounts for 20 to 30% of road deaths. A15, Queensland. Via Google Maps Trivia on signs. The solution that Australian authorities have been implementing for years is so simple that it is shocking: posters with a question and answer game. As you enter one of those boringly dangerous areas, you come across a yellow sign that warns: “Fatigue Zone. Trivia Games Help You Stay Alert” (Fatigue zone. Trivia games to help you stay alert). From that moment on, you will find signs scattered along the route several kilometers away with a question and his corresponding response. Example: Question: Who was the first Premier of Queensland? Answer: Robert Herbert. And so on. The cognitive mechanism is exactly what science describes: introducing an unexpected and irrelevant stimulus for driving that forces the brain to come off autopilot. So the driver has to read, process the question, remember and, if there is a co-driver, even debate the answer. And then wait to see the solution a little later. A simple but effective way to activate the mind. Each question and answer is glued to the panel and secured with a padlock, allowing them to be renewed. And does it work? Well, probably yes, but no one has rigorously measured it. However, in theory the mechanism is supported by neuroscience. Professor Narelle Haworth, Director of the Center for Accident Research and Road Safety Queensland, endorses his presence: “Always doing the same thing, without much stimulation, causes a decrease in alertness (…) The idea of ​​trivia games on the road is to keep drivers more attentive… perhaps a passenger who knows the answer will start a conversation.” But Haworth herself acknowledges that although the objective is in line with road safety research, there is no study that has specifically analyzed the impact of the signs. In addition, it has its limitations: the signs lose effectiveness with those who travel the same route frequently and already know all the questions. And obviously they have a quite common risk in these times: Someone might think to look at their cell phone to look for the answer. And in any case, it does not replace rest. Triple animal sign. Bahnfrend, Wikimedia Trivia by dropper. This measure started in 2012 by the Queensland Transport Administration with the aim of “helping drivers … Read more

For Finland, protecting its roads in World War II was essential, so flying trees were invented

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In a war it is not only doing and being, but also appearing. We have already seen recently how Iran pretended to have parked fighters so that Israel wastes its missiles, but this trick of playing catch-up is older than gunpowder. In fact, in World War II the United States had until ‘Ghost Army’ who was dedicated to these tasks. Precisely within the framework of the second war on a planetary scale, this curious story of concealment of infrastructurewhich is run by Finland. Finland is a Nordic country located on the Scandinavian Peninsula, the easternmost of the triad made up of Norway, Sweden and Finland. That makes it have a border with Russia, only at that time it was the USSR. Its situation on the map made it fight three wars in three different positions: the Winter War where it was attacked by the Soviets, the Continuation War in which the USSR attacked it, taking advantage of the Nazis’ Operation Barbarossa and the Lapland Warin which he fought against Germany after signing his armistice with the USSR. The photo that illustrates the cover of this piece and that you can see in full immediately after this paragraph was taken by Osvald Hedenström and is preserved in the photographic archive of the Finnish Defense Forces, along with the legend written by the photographer: “The Finns have camouflaged the 10 km from the border on the Raatteen road with country roads, with fir trees that seem to hang in the air, because right on the border there is an observation tower erected by the Russians. Suomussalmi, Kuivajärvi 1941.06.27” Flying trees on the Raatteen road. Sa-Kuva The cheapest camouflage of World War II That is to say, the legend makes three facts clear: that there was camouflage that covered the 10 kilometers of road from the border, which included rural roads and the main highway, and that the threat was a Soviet observation tower right on the muga. As? With fir trees lying. The Finnish army was noticeably inferior to the Soviet one, so they took advantage of the terrain, explains Colonel Petteri Jouko, a military historian at the Finnish National Defense University. for Atlas Obscura: “The Finns did not have the funds to purchase large quantities of artificial camouflage, such as nets, they did use trees, leaves and foliage to confuse the enemy” Because Finland is also a country with exuberant nature: the density of its forests is around 75% of the territory. according to the FAOso discovering critical infrastructure for the movement of troops and supplies such as roads or railways was a piece of cake for the Soviets. Obviously this resource of camouflaged roads was only effective for sky-level observationbut not for reconnaissance aircraft. Trees laid to hide critical infrastructure. Sa-Kuva This camouflage technique was technically simple but arduous. The Finns cut down the pine trees near the roads and then suspended them with steel cables that they had tied to other trees at the ends, although they also used wooden poles. The result, as can be seen just above, in another photograph from the Finnish archive, is that it seemed that the trees were flying over the roads, which from a bird’s eye view appeared to be just another leafy forest. Currently, none of these tree structures have survived; the passage of time and the abandonment of these rural roads has condemned them to their disappearance. In Xataka | Ukraine has found the antidote to Russian kamikaze drones in World War II: an optical illusion worth 500 euros In Xataka | A secret Nazi bunker in Germany hides the most sought-after treasure on the entire planet: hundreds of tons of rare earths Cover and photographs | SA-kuva (Finnish Defense Forces photo archive)

Texas has the same problem of sinkholes and potholes as Spain but believes it has the solution: plastic roads

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It is barely one kilometer but the promise is enormous: converting the roads into a huge plastic recycling plant. Testing began at the University of Texas at Arlington (United States) promulgated by Sahadat Hossaincivil engineer and director of the Solid Waste Institute for Sustainability at the University of Texas, but they have already taken the leap to the road. Hossain tells the story in The Conversationwhere he explains that the project was born from his obsession with recycling plastic. The engineer points out that he grew up in a low-income neighborhood of Bangladesh and that there he observed that people who lived closer to the landfills suffered more health problems than those who lived a little further away. His childhood experience has focused much of his research, focusing on the impact of materials on the environment and possible solutions for recycling them. Among the most complicated to recycle and, without a doubt, the most used: plastic. Now, under their research, in the United States they have launched a project to use plastics used in the construction of roads. And the results are being successful. Harder and more resistant In Texas they have a problem: it’s hot. Very hot, in fact. When building a road, taking the climate into account is essential. ANDIn warmer places, harder bitumens are needed. because they tolerate heat better. The problem is that asphalt also becomes more fragile and breaks more easily. The problems are even more pronounced if a wave of bad weather with a lot of water hits a fragile pavement, as has happened in Spain. A solution could go through make the asphalt a little more elastic but this has an intrinsic problem. And if the asphalt is more elastic, it also resists heat less well and in the harshest months it can soften and melt, as has happened to the United Kingdom in recent years. But this is, always, if we use traditional methods. What Sahadat Hossain’s team is testing is injecting plastics into the bitumen that binds the mixture of stones and sand that makes up the asphalt. At the moment, they are trying to inject plastics that make up between 8 and 10% of the bitumen mixture that binds the rest of the materials. It may not seem like a lot but, according to Hossain, at a test site near Dallas they used 4.5 tons of plastics that came from single-use plastic bags or bottles that were discarded to build a mile. It is a not insignificant amount if we think that we are talking about building about 1,600 meters of road while giving a new use to a material that produces about 400 million tons a year and of which barely 10% is recycled. To be useful, the process requires shred plastic until you get a very fine material that can melt with the bitumen and thus not leave elements in the air. And the result is being good. The first tests were done in university parking lot but they have already been scaling the project to roads with intense road traffic. According to their experience, the asphalt continues to resist heat (with good performance on days that exceeded 100º Fahrenheit, almost 38ºC) and is more flexible than with the traditional system, which reduces the risk of cracks and fractures. Point at The Conversationthat one of these tests has also been carried out in Bangladesh, where a heat wave caused more cracks and fractures in traditional roads while this road with plastics suffered much less wear. It is, therefore, good news when it comes to extend the useful life of the pavement and save money on maintenance. The good news is that the project is monitoring all the results with high traffic volume roads (also the adverse ones such as the possible emission of microplastics when vehicles pass by). And this test is by no means the first. In Rotterdam there was already talk of building these roads with recycled plastics a decade ago. However, its fatigue is much lower. The advantage here is that its performance can be studied under constant and high-tonnage traffic. Photo | The University of Texas at Arlington In Xataka | Until 2020, Spain had the most praised roads in Europe. Now it has something else: a hole of 13,000 million euros

Spain has been dealing with the weather in the United Kingdom for a month and a half. And that forces us to rethink how we build our roads

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Roads closed, prohibited overtaking and new speed restrictions, landslides that are swept away by a moving car or potholes that become sinkholes with the continued passage of vehicles. The roads in Spain have suffered greatly with a month and a half in which a succession of storms has barely given any respite. But is the fault of the investments or is it that we are not prepared for this climate? Potholes, sinkholes and closed roads. We have experienced a beginning of 2026 where news of intense snowfalls and continued rains have accumulated. And that has had an impact on the way we move. In some cases, airports have been forced to stop their activitythe trains have stopped due to the wind and, on the road, we have had all kinds of problems. Videos have become popular on social networks where a string of cars suffers the consequences of a sinkhole. Or the statements of those who affirm that in the same service area they have had to rescue a good handful of cars due to blowouts as a result of the poor condition of the roads. There is information that points to all types of roads: those managed by the Statethose that are from autonomous ownership and those that are from municipal ownership. We have had complaints for everyone. An unexpected event. Beyond the money dedicated to our roads, what seems clear is that a perfect storm has occurred: roads that should be better maintained and a succession of storms for which our roads are not prepared. If we look back, in the first 40 days of the year it rained in Spain triple the average recorded between 1991 and 2020. The recorded figure not only confirms that the swamps have filledalso calls into question to what extent Spain is becoming in a rainy country. And, above all, how we can prepare for climate change with more extreme weather events, repeated more frequently and further away from the typical climate of our country. Are we prepared? The truth is that our roads are prepared for something else. In Spain, roads are based on the PG3 regulations that draws on the European guidelines. Most of them respond to the premises aimed at building roads in hot climates. In fact, the next category is for a “medium” thermal zone and the next is considered “temperate.” This is important because as I said Francisco José Lucas Ochoatechnical and business development director at Repsol in his Twitter account, some time ago, on these roads A bitumen is used that is harder and withstands high temperatures better.. In the wetter climates A softer bitumen is used, as in the United Kingdom, but this can soften and melt if it is very hot. Our disadvantage? Asphalt resists high temperatures better but is more fragile and breaks more easily. This structure on our road leaves us, in most of the country (because high mountain roads are slightly different), roads that are less permeable to the passage of water. And the main objective has never been to resist humidity, it has been to resist extreme heat and fatigue due to the passage of numerous vehicles, since Spain is the second country in Europe with the highest heavy vehicle traffic. What consequences does it have? Asphalts designed for dry climates that have to suffer constant punishment from rain and humidity are more likely to accumulate water and encourage aquaplaning. But when the absorption of water is continuousthe problems are bigger. If the soil receives a constant amount of water, there comes a point where the layers beneath the asphalt remain constantly moist. This alters its ability to distribute loads, which is essential when you have a more rigid or less elastic asphalt like ours. This limited distribution of loads favors the fracture of the upper layer, generating potholes that end up becoming sinkholes both due to the action of the vehicles themselves and the punishment inflicted by the constant fall of water, further delving into the depth of the hole that is exposed. In addition, the useful life of asphalt is limited. Where it doesn’t rain and where it does rain. The added problem is that this train of storms has left a lot of rain where the roads are directly designed to withstand intense vehicle traffic circulating in a dry and hot climate. Andalusia and Extremadura have faced rains typical of Cantabria but, curiously, in Cantabria it has barely rained. In United Kingdomwhere the problem of water on the road is a constant, the construction of roads plays with the porosity of the asphalt, with the aim of making the soil capable of absorbing as much water as possible. A technique that is applied to the surface itself but in which the ditches are also taken into account so that the accumulated water does not infiltrate and, as we said, change the ideal load distribution. This type of asphalt is limited in Spain to very specific areaswith limited traffic and low risk of snow and smelt. In cold and humid climatesFor example, they have to deal with asphalt that is also more rigid but without losing sight of the accumulation of water. There the problem is not so much the latter as it is the formation of ice and the passage of vehicles equipped with studded tires on depending on which roads. If the road were as porous as in the United Kingdom, water would accumulate in the small gaps in the road surface and freeze, turning the road into a skating rink. Is there a solution? Yes and it seems to be underway. From 2021the Center for Studies and Experimentation of Public Works (CEDEX) coordinates the Transversal Working Group on Climate Change and Resilience in Roads. This group is analyzing the current situation of Spanish roads and infrastructure such as bridges, tunnels or aqueducts and what investments must be made to adapt them to the new meteorological reality of our country. Furthermore, in collaboration with CEDEX … Read more

There was a day when Spain was a reference on the roads of Europe. 13.4 billion need to be invested to recover its splendor

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Floods, landslides, fractures, potholes or, directly, sinkholes. What is happening with Spanish roads? Are we facing a real maintenance problem or are we simply facing an avalanche of information or viral videos fueled by railway accidents and doubts about their maintenance? These are the answers we have. The controversy. The roads are bad. Very badly. At least that is the popular sentiment on social networks and in much of the media. The potholes (or directly sinkholes) They are the main ones accused of an alleged lack of investment in the maintenance of Spanish roads. Since the Adamuz train accident (Córdoba) in which 46 people died on January 18, the state of infrastructure in Spain is in the spotlight. The Adamuz railway accident was followed by new accident in Rodalies (Catalonia) in which a trainee train driver died and 37 people were injured just 48 hours later. The focus was then placed on the condition of the roads and their maintenance But, as the weeks have passed, the controversy has moved to the roads. And in recent days there have been videos in which cars are counted that have suffered blowouts due to going over a large pothole and statements on social networks. Is there data?. According to the Association of Infrastructure Conservation and Exploitation Companies (ACEX)Spain has a deficit of 5 billion euros of investment in its roads, distributed as follows: Highways under the responsibility of the State: 2,000 million euros. Highways of the Autonomous Communities: 2,000 million euros. Provincial roads: 1,000 million euros. According to ACEX, Spain invested half that of neighboring countries between 2009 and 2017, with a clear impact of the economic crisis of 2008. Since 2022, the deficit with Germany, France, Italy and the United Kingdom has been reduced to 30% with the arrival of European funds. It must be noted, however, that ACEX is made up of large construction companies. Source: AEC Officials? More or less. It must be taken into account that the budget items for road maintenance are not only presented in the General State Budgets, they must then be executed by the corresponding administrations. However, the DGT validates the data provided by the Spanish Road Association (AEC). And they say that half of the road surface in Spain is in poor condition. The data is even long before the last rains and a winter that is especially punishing the pavement. In fact, although the report was presented in 2025, the information was collected in 2024 so there is no data after the first months of last year either. which were also especially rainy. The AEC is an association created in 1949 and is non-profit. In 1998, it was also declared a Public Utility Entity and has international recognition. According to their evaluations, Spanish roads are “at the worst moment in its history” and that 13,491 million euros are needed to repair all the roads that need some type of intervention and they are distributed as follows: 4,721 million euros in 26,000 km managed by the State. 8,770 million euros in 75,300 km managed by the regional and provincial governments. A creeping problem. The problem of investments in road maintenance in Spain is not new. According to data from the Independent Authority for Fiscal Responsibility (AIReF) in a 2019 studyroads had absorbed the majority of infrastructure investments between 1985 and 2018, surpassed only by train investments between 2008 and 2012. Those days, from Europe it was supported that the quality of Spanish roads was much higher than average and among the best in Europe. However, investments had been declining for years and although they exceeded 1% of GDP in the 1990s, in 2018 they were below 0.5% of GDP. Of the total money invested, the AIReF report indicates, 35.98% corresponded to the State, 19.96% to the Autonomous Communities and 8.41% to local entities. Money received, for example, with European funds, is not taken into account. European entities, however, attributed this decline in investments to an infrastructure that was already established and in good condition. The OECD pointed out that Spanish roads were above average in quality and connectivity and were only behind in density. Are there solutions? European aid is what once again boosts investments in roads. From the Ministry of Transport, Mobility and Urban Agency they collected that between 2022 and 2024 2,460 million euros would be mobilized, placing special emphasis on the maintenance of the roads but announcing that they foresee a study to analyze the financing channels, which once again gives rise to the constant background noise about the implementation of tolls. Furthermore, with the impetus of Europe, a project has been created to adapt Spanish infrastructures to the new climate reality, analyzing the interventions that must be carried out to readapt them to more extreme climates where aggressive weather episodes occur more frequently. Photo | Feranza In Xataka | Spain has dozens of unique abandoned roads. Now he wants to save them by turning them into “historic roads”

Greenland has 1.5 million tons of rare earths. The problem is that there are no roads to get to them.

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The geopolitics of the 21st century has found a new and icy epicenter. After the capture of Nicolás Maduro In Venezuela earlier this month, Donald Trump’s administration has turned its diplomatic aggressiveness northward. The goal It’s an old longingtake control of Greenland, which the White House defines as an “ingot” of strategic resources. However, the physical reality is inescapable since beneath a complex geology lies an absolute lack of basic infrastructure that turns any extraction plan into a logistical chimera. The 93-mile wall of asphalt. Since the Republican Party introduced the Make Greenland Great Again Act In 2025, pressure on Denmark has escalated to even suggesting the use of force. As explained by the Center for Strategic and International Studies (CSIS)Washington has elevated Greenland to the category of “national security” need. This position, which some analysts already call the “Donroe Doctrine”, seeks to secure the hemisphere as an exclusive sphere of influence against Russian icebreakers and Chinese expansion. But obsession collides with engineering. According to CSIS dataGreenland—a territory three times the size of Texas—only has 93 miles (150 kilometers) of roads in total. There are no railways and the settlements are isolated from each other by land. Diogo Rosa, researcher at the Geological Survey of Denmark and Greenland, warns in Fortune that any mining project must create these accessibilities from scratch. This includes ports capable of handling industrial volumes (Narsaq port barely moves 50,000 tons a year) and local power plants, since the current electrical grid is unable to sustain a large scale mine. The enigma of eudialite. Even if roads were built to reach neodymium and terbium, the mineral itself poses an unprecedented technical challenge. Greenland’s rare earth elements are typically encapsulated in a complex type of rock called eudialite. Unlike carbonatites that are mined elsewhere in the world with proven methods, no one has developed a profitable process to extract them from eudialite, as explained by analysts. For this reason, experts like Javier Blas describe the enthusiasm of the Trump administration as a “Optimistic PowerPoint”. Blas maintains that the island is not a Wonderland of raw materials: if after decades of exploration no large mining company has operated successfully, it is because the processing costs—which would exceed 1 billion dollars—devour any profits. Added to this is that deposits as Kvanefjeld They are co-located with radioactive uranium, which has generated massive social rejection and environmental laws that block the projects. The mirage of mining wealth. Currently, Greenland only has two active mines: an anorthosite mine and the Nalunaq gold mine. The latter, operated by the Canadian Amaroq Minerals, managed to produce 6,600 ounces of gold in 2025, exceeding its own forecasts. But as Scott Dunn, CEO of Noveon Magnetics, points out, in Fortunethe success of gold (a high-value, low-volume mineral) is not scalable to rare earths. While Washington makes long-term plans in the Arctic, companies like Dunn’s are already producing magnets in Texas with materials sourced outside China, demonstrating that the solution to technological supply could be closer to home than the Polar Circle. The China factor: the silent owner. The great strategic obstacle to the “Donroe Doctrine” is not only the ice, but that Beijing is already there. China controls near the 90% of global supply of rare earths and has known how to play its cards in the Greenlandic subsoil through litigation. The company Energy Transition Minerals (ETM), with significant Chinese capital, holds an arbitration international against Greenland, demanding historic compensation of $11.5 billion — four times the island’s GDP — following the ban on uranium mining in 2021. This legal dispute places the island in a geopolitical clamp: Washington wants control to expel Beijing, but the latter is already blocking the richest deposits through business actions and prior exploitation rights. The navigable Arctic: an unexpected ally? Paradoxically, the hoax Climate change is what is accelerating the White House’s plans. Greenland is warming much faster than the rest of the planet, and melting ice is transforming the Arctic into a strategic trade corridor. As the New York Times reportsthe Polar Silk Road is no longer a projection: in October 2025, a Chinese ship reached Great Britain from the north in just 20 days, saving 40% of the time compared to the Suez Canal. This new connectivity turns Greenland into an “unsinkable aircraft carrier” in the middle of new sea routes. However, sea ice melting does not solve the problem on land. In the north of the island, extreme weather continues to force any mining machinery to hibernate for six months a year, maintaining profitability like an “optical illusion.” The treasure behind the ice wall. The attempt to take control of Greenland seems to hit a wall of environmental laws, hostile geology and, above all, a total absence of basic infrastructure. The Trump administration has invested hundreds of millions in mining companies, but the results remain buried under layers of permafrost. As Anthony Marchese summarizes in Fortune: “If you go to Greenland for its minerals, you’re talking about billions of dollars and an extremely long time.” While the White House sells the island as the definitive trophy of the new technological Cold War, the technical reality of 2026 dictates a simpler sentence: the island’s greatest treasure remains protected not by weapons or treaties, but by the lack of a road that reaches it. Image | Unsplash Xataka | The US has decided that Europe is its problem in Greenland. Germany wants to convince him that the problem is Russia

Roman roads changed the world. And this Google Maps from 2,000 years ago allows you to explore them

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What have the Romans given us? It’s not a question I ask myself when I can’t sleep, but the brilliant satire that Monty Python captured in ‘Brian’s life‘. He aqueductsewage, education, irrigation, health, wine, public baths… and roads. At its peak, it is estimated that The empire’s network expanded over 120,000 kilometersbut as excavation has been carried out, more and more remains of Roman roads have been found. On some occasions we have brought some “Google Maps” of the Roman Empirebut what we have in our hands today is the culmination of an anthological work that compiles some of the most important sources of the arteries of the empire and captures those roads is an impressive interactive map with almost 300,000 kilometers of roads. The tool is called itiner-eand it is something that can absorb us for hours and hours. The Google Maps of the Roman Empire If you have already taken a tour of the mapyou should know that it is a living element. As discoveries are made and the location of the tracks is determined, the team will update the map. But what we currently have is the result of more than five years of work carried out by a team with members from both the Autonomous University of Barcelona and the Aarhus University of Denmark. In it study published in Naturedetail that it is “the most detailed and complete digital data set of roads in the entire Roman Empire” published so far. In fact, it exceeds the known length of Roman roads by more than 100,000 km thanks to both greater coverage at the focus and better spatial precision. Previously, the Digital Atlas of Roman and Medieval Civilizations (DARMC) mapped 188,554.7 kilometers. To do this, the researchers identified both the most important routes and the paths of archaeological and historical sources, locating them using both historical and current topographic maps. The main sources have been the Antonine Itinerary and the Tabula Peutingeriana, but the “milestones” and settlements close to each other (for example, limits of the empire, such as those near Hadrian’s Wall) are what have allowed researchers to assume the existence of roads that connected them. Other sources include summaries of the Roman road network in specific regions, maps from the Mapping Past Societies, the Barrington Atlas or the Tabula Imperii Romani, among many others. As a result of this work, the new map includes 299,171 kilometers of roads (to connect a territory of more than four million square kilometers), and they are divided as follows: 103,478 kilometers of main roads, 34.6% of the total. 195,693 kilometers of secondary roads, 65.4% of the total. And it is not that more than 100,000 kilometers have been taken out of the bag, but that roads that previously crossed rivers or were simple straight lines, have now been drawn with greater precision, adapting to the topographical peculiarities of the terrain. Now, although the work is amazing and we can see by playing with the different layers of information that many of the main roads coincide with current roads, the researchers confess that “only” the location of 2.737% of the Roman roads is known with certainty. That is why the vast majority of itiner-e roads show the legend “hypothetical” or “conjecture”, just before detailing the record from which they took the data. This certainty depends on: Certainty: segments well documented in the sources, which have been digitized with high spatial precision. Guess: segments with lower spatial precision due to a lower level of documentation. Hypothetical: paths that are speculated to have existed, but for which there is insufficient evidence to classify them within one of the above groups. For example, roads in desert areas where the infrastructure was less fixed and where several parallel roads have been found. But beyond satisfying our curiosity, something we can do with this map is… play. The team has including a function that is still in beta status and allows you to explore the time these routes took. To do this, we have to select between several points and select between four modes of land transportation: On foot at a speed of 4 km/h. By oxcart at 2 km/2. In an animal like a donkey at 4.5 km/h. And on horseback at 6 km/h. We can also select maritime routes with speeds of 2.5 km/h downstream and 0.6 km/h upstream. In the end, that rebel group from ‘Life of Brian’ was quite right when it came to saying that one of the most important things the Romans had done for them had been the deployment of roads. Because they were fundamental to speed up transportation within the empire’s domains, and that work is noticeable even today. They were the foundations on which we build our roads and urban centers. It is something that becomes clear when we observe that the only place in the empire in which there was not such an important or meticulous deployment, such as Africa and the Middle East, where trade on wheels was abandoned in favor of camel caravans in the 4th-6th centuries, has consequences today. Images | itiner-e In Xataka | Forma Urbis Romae: the gigantic map of Ancient Rome conceived in 1901 and still unsurpassed today

Scotland has grown tired of tourists on its difficult inland roads. So he put a special plate on them

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Every year hundreds, thousands, tens of thousands of British tourists travel to the Canary Islands to enjoy a relaxing holiday on their beaches. It was not the case of Robert Marshall. From his visit to Tenerife he came back with a much less pleasant experience, the “horrible” feeling he had when he sat behind the wheel of a car and wanted to drive around the island without being accustomed to its signs, its roads or something as ‘simple’ as drive on the right side. From that trip Marshall returned home with something more than “stress” of the experience: an idea so that the same thing would not happen to any other tourist. Marshall is neither a politician nor an expert on mobility, but he does know about tourism. After all, he is the owner of a hotel located in the Highlands, the Scottish Highlandsa region that has experienced its particular tourist boom in recent years thanks to its mountains, castles and coast. When Marshall traveled to Tenerife some time ago and drove around the island, he understood much better the difficulties that foreign tourists encounter when traveling on the roads of their homeland. Added to the challenge that driving a new vehicle, in a new country, with unknown roads, customs and perhaps even rules, is the change of driving direction: on the left in the United Kingdom, on the right in most countries (including Spain). In his case, the result was a “horrible” experience that left him “completely stressed”. “When I reached the roundabouts, the intersections, as soon as I started the trip, I was going in the opposite direction to the one I usually drive. All the controls and buttons were in a different place. I kept shouting at my partner: ‘I wish these people knew that I was a tourist,’” remember. The sensation was not entirely unknown. He himself had seen how stressed foreigners get when they have to do the opposite and get behind the wheel of a car on the narrow, winding roads of the Highlands. To solve it, Marshall had an idea: What if drivers could actually recognize tourists? What if there was a simple way to identify the cars of travelers who do not know the area or are not used to the way of driving in a certain place? Would it help the rest of the vehicles you share the road with to be more understanding or even more cautious? The result of those reflections is the Tourist Platea registration for tourists. The idea is similar to that of the plate that identifies new drivers: a sign that warns other drivers that whoever is behind the wheel is not used to the area, something that the Tourist Plate achieves with an adhesive rectangle designed for the back of the car. White background, a large green T for “Tourist” and reflective surface to ensure that the plate is visible also at night. “It’s a simple idea, but it has generated conversation about road safety,” celebrates Marshall. And so much. The proposal has aroused the interest of media such as BBC, cnn, The Telegraph either The Timesamong others. And although a priori the plates have not been approved by any authority, Transport Scotland recently suggested to the cnn and BBC that in his opinion there is no problem in showing them. Stickers are sold by £9.99 on the Tourist Plate and Marshall website assures which already has orders from countries like the US, Pakistan or India. That the idea arose right in the Highlands is no coincidence. The region is experiencing a particular tourist boom thanks in part to the success of the route North Coast 500where visitors circulate who (like what happened to Marshall in Tenerife) are not used to Scottish roads, single-lane roads and driving on the left, which has resulted in a higher accident rate. Official figures show accidents in Scotland caused by drivers traveling on the wrong side they shot up 46% in one year: from 24 collisions attributable to “inexperience of the driver on the left” in 2022, the following year it rose to 35. The balance of recent years also leaves victims and accidents caused by Italian, German or American travelers. The Scottish police have even worked with the US embassy to raise awareness tourists about the importance of being cautious behind the wheel. For now, the Tourist Plate seems to have worked for Laura Hanser, activist of A9 Dual Action Groupa group that calls for improvements to road safety in the A9 road. Hanser recently decided to go from theory to practice and tested the ‘tourist license plate’ by adhering the sticker to his own car. “I drove down a single lane road at 80 km/h. I let different vehicles catch up with me. You could clearly see that it took them a couple of seconds to notice and then they slowed down when they recognized that I had that license plate on the car,” Hanser relateswho trusts that the sticker will help foreigners “acclimatize to your environmentthe car and the environment in which they are. “The infrastructure of the Highlands is under great pressure from the influx of tourists. Anything we can do to help, prevent or raise awareness can only be seen as positive,” he concludes. In Xataka | Ibiza is fed up with the waves of tourists every summer. And it has begun to limit them by leaving them without a car Images | Tourist Plate, Robert Bye (Unsplash) and Bo&Ko (Flickr)

Spain has dozens of abandoned unique roads. Now he wants to save them making them “historical roads”

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If we have the roads we have today, it was because 125 years ago A Scottish and a Welsh were fed up with the dusty roads In those early years of the car. We start to asphalt those paths, some of them part of the country’s spinebut over time they were abandoned when they were advanced by the highways. The Government of Spain wants to give them a second life. Throughout geography, there are Kilometers of national roads that are in a deplorable state. He Maintenance of highways and roads More used is the one that takes the budget, while others are at your fate. Therefore, this 2025, the Government launches a program that aims to recover and enforce those roads. And the first ‘historical road’ will be a section of the N-IV that passes through desaperros. Spain and its new “historical roads” At the beginning of September this year, the Ministry of Transport and Sustainable Mobility and the foundation of the Spanish Railways They signed A collaboration agreement with an objective: recovery of the historical roads of the State Road Network. The idea is to catalog certain ways as “Historical assets linked to transport”which implies that these roads, at some point before being replaced, helped territorial expansion with population or merchandise movements. To do this, the agreement has a budget of 300,000 euros (200,000 by the Ministry of Transportation and 100,000 covering by the Foundation of the Railways) and, during the next four years, they will have to Identify which roads are suitable to become “historical road.” It is an action that will follow the example of the Program of ‘Green Roads’ which has managed to transform more than 3,500 kilometers of old railway paths for non -motorized use. There are numerous towns and cities that have some of these kilometers of ‘Green via‘With trees, some park, pícon areas and roads to hiking or bike. And it is something similar to what is proposed for these historical roads with the objective of curbing the situation of deterioration and loss to which certain pathways are exposed, as well as to value their contribution to the historical infrastructure of the country. The project has the name of Ivapchete And, in addition to identifying the roads, it must hierarchize the sections according to the patrimonial value of the paths of their linked elements. In principle, the initiative focuses on the Spanish road network, but can be expanded to study roads that are competencies of other administrations, provided they have that historical link with the state network. Perhaps the Map of the National Special Firm Circuit of 1926 can give us a clue what other candidates would be Apart from the initiative, There is already a pilot project: The Deseñaperros. During the coming months, the General Directorate of Roads of the Ministry will promote the elaboration of a recovery project of the Posqued of the old N-IV. It is a segment of 28.6 kilometers between Almuradiel in Ciudad Real and Santa Elena in Jaén. It is not surprising taking into account your Historical importance being the main access between Castilla-La Mancha and Andalucía, Territorial Unity Symbol which facilitated both trade and mobility between the plateau and the peninsular south. For centuries, before being called N-IV, of course, it was an essential artery, but the opening of the most convenient A-4 highway left the N-VI in the shadow. Now, will return to life as the first “historical road”becoming a way associated with non -motorized mobility and valueing its cultural importance. It remains to see what the impact of the project will be and, above all, what other ways can recover in this way. Images | Emilio J. Rodríguez Posada, Concepcion Amat orta In Xataka | These are the roads where we can suffer more jams in summer. If you have to take the car, you are in time to plan

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