solution

We have been obsessed with the Mediterranean diet for decades. Turns out the Nordics had a much better solution

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If we go back to 2009, many of us will remember a program known as The Deadliest Warrior (Deadliest Warrior). The premise was to pit two combatants from different eras against each other to see who would win in a duel to the death. Although on the screen we saw the Viking measure his axes against a Samurai, and the Gladiator against an Apache, we never got to see the direct duel between the colossus of the north and the warrior of the Mediterranean. That “fight of the century” was left hanging on television, but in the field of nutrition, the Roman side (the Mediterranean diet) has been the undefeated champion for decades. However, science has decided to simulate that combat in the laboratory in 2025, and this time the Viking’s ax has nipped Mediterranean leadership in the bud. According to the latest studies, the Nordics have a much better solution. A new discovery. Given that we live in the Mediterranean area, it seems impossible to do without olive oil and wheat. But, as nutritionist Dawn Jackson Blatner explains in National Geographica “cousin to the Mediterranean diet in colder climates” has emerged that is demonstrating surprising results. Originally created in 2004 by a committee of scientists and chefs—under the premise that health is not incompatible with gastronomic pleasure—the “new nordic diet” It does not seek longevity, but rather does so with a focus on local sustainability that the Mediterranean model often ignores outside its borders. The most recent milestone is the study published in Frontiers in Endocrinology. After analyzing a young and middle-aged population, researchers led by Abdelgawwad El-Sehrawy found that those who strictly follow the Baltic Sea dietary pattern have a 42% lower risk of developing type 2 diabetes. If the strictest adherence index is used, protection rises to a staggering 52%. This finding is crucial because it shows that the benefits act as a preventive shield from youth, and not only in old age. A shield against modern diseases. The robustness of this diet is supported by an “artillery” of previous research that already pointed in this direction. As a 2024 study details published in Scientific Reportsthe Nordic diet is one of the best tools to combat non-alcoholic fatty liver, reducing its risk by 58%. Added to this is that the benefits do not remain in the metabolism. According to a 2022 meta-analysis published in Diabetology analyzed data from more than a million people, confirming that those who follow this lifestyle have a 26% lower risk of dying from cardiovascular disease, a 22% lower risk of premature death from any cause, and a 14% lower chance of dying from cancer. As Dr. David L. Katz states“all good diets are made up of real foods, mostly plants; the Nordic diet is a masterful variation on that same theme.” What does it mean to eat like a Nordic? Many will surely have thought that it would be something like “eating aranques every day”, but (happily) it is not like that. The mainstay is canola (rapeseed) oil, rich in omega-3 fatty acids and more affordable than olive oil, along with: Whole grains: Rye, barley and oats (essential due to their low glycemic index). Forest fruits: Blueberries, raspberries and wild berries. Tubers and cruciferous vegetables: Beets, carrots, cauliflower and cabbage. Fatty fish: Salmon, mackerel and herring. Fermented dairy: Like skyr or kefir. Beyond diet. One of the points to highlight about the diet is that, according to research by British Journal of Nutrition, Women who followed the Nordic diet reached old age with significantly greater physical performance, easily passing walking and strength tests. The Nordic diet has an ‘inevitable’ side effect: weight loss. And it does this by hacking the feeling of hunger. The NORDIET study put to the test to subjects with high cholesterol and the result was a drop in weight and blood pressure without the stress of measuring each gram. But the most compelling data came from the NND trial. in The American Journal of Clinical Nutrition: Participants with abdominal obesity lost an average of 4.7 kg by eating on demand, without quantity restrictions. Compared to the few kilos lost by those who followed a normal diet, the Nordic system appears to be much more efficient. A solution for everyone. What the north teaches us is that health is not the exclusive property of one geography. As dietician Joan Salge Blake points out,the success of this diet lies in its ability to add strength. It’s the mix of fiber, healthy oils and antioxidants that really matters, acting as a balm against inflammation. It is there, in that inflammation that fuels the diseases of our century, where the Nordic diet fights and wins its most important battle.” You don’t have to live in Oslo to benefit. The key, according to experts, is to prioritize whole foods, choose fatty fish (even if they are frozen or canned due to their affordability) and replace white bread with whole rye. The Nordics seem to have found the recipe for a long, strong and sustainable life. In 2025, the fight is over: the Viking knows how to take better care of himself. Image | Unsplash Xataka | Although it may not seem like it, chickens and pigs are not the most farm-raised animals. Prawns are

Snow is one of the few things that can delay the Shinkansen in Japan. To combat it there is a solution as simple as it is effective.

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Japanese bullet trains are known for their extreme punctuality. However, when the snow appears, neither the most cutting-edge railway system of the world is saved. And to combat it, the country’s railway institutions developed a solution as simple as it was ingenious: sprinklers installed along the tracks that spray water during snowfall. This is done to prevent snow from accumulating and wreaking havoc on the trains. We explain in detail how these systems work. Why is it important. Snow not only causes the system to stop being as punctual as usual, but it can also cause serious damage to high-speed trains. And at speeds above 200 km/h, the snow on the ground rises due to the air current generated by the train, which can cause it to compact under the cars forming ice balls that, upon impact with the ground, throw gravel into the air. This can end up breaking windows and damaging train components if left untreated. Japan has spent decades perfecting systems to eliminate this problem without sacrificing speed or punctuality. The origin of the problem. When the Shinkansen began regular operations in 1964, according to explains JR Tokai (the operating company of the Tokaido Shinkansen), construction was carried out in a hurry and “there was not enough time to consider” alternative routes that would avoid areas of heavy snowfall. In January 1965, just three months after launch, snowfall in the Sekigahara region caused serious incidentsincluding broken windows and shattered water tanks. The investigation revealed that the real culprit was speed, since the wind generated raised the snow, which ended up turning into ice projectiles under the carriages. The solution: sprinklers. To prevent the snow from rising and forming those dangerous ice balls, it was installed a sprinkler system along the tracks that sprays water during snowfall. There are currently sprinklers deployed in a stretch of more than 70 kilometers, covering the lines most affected by the snow. In 2009, the nozzles were improved so that the water reached areas that were not reached before, melting the snow more effectively. The system does not completely remove snow, but changes its consistency to prevent it from compacting and flying, thus reducing the risk of damage. It is not the only solution. The water system is complemented by other resources. During non-service hours, snow plows work at dawn to remove accumulated snow. Since 2003, rotary snow plows have been used that use rotating brushes capable of cleaning up to five centimeters below the surface of the rails. In addition, since 2013, devices with optical sensors have been used to monitor weather conditions, and there are cameras installed under the carriages to detect snow accumulations. When a snow-covered train arrives at stations like Nagoya or Osaka, there are also specialized teams waiting under the platforms with high-pressure washers to quickly remove stuck-on snow. The results speak. All of this operation has radically transformed the Shinkansen’s defenses when the snow arrives. According to JR Tokaiin 1976 there were 635 train cancellations due to snow, a figure that has been reduced to zero since 1994. The average delay due to snowfall has also improved dramatically, dropping to just a few minutes. Beyond the trains. In the northern regions of Japan, where snowfall can exceed three meters, many roads have sprinklers integrated into the asphalt. The system, known as ‘shosetsu’ (disappearing snow) or ‘yuusetsu’ (melting snow), was developed in 1961 in the city of Nagaoka by Yosaburo Imai, founder of a century-old confectionery. Imai was inspired by observing that snow did not accumulate where thermal water gushed from underground. Since then, underground pipes transport geothermal water (at about 13-14°C) to pavement sprinklers that melt snow during winter storms, avoiding the use of salt or snow blowers. Cover image | KUA YUE In Xataka | The straightest road in Spain is located in a place whose name I don’t want to remember: between El Provencio and La Roda

The artificial intelligence race is pushing the US towards an unexpected energy solution: looking to the military sphere

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The artificial intelligence race is not only being fought in laboratories, chips or data centers, it is increasingly being played in the field of energy. In the United States, the accelerated growth of electrical demand associated with AI has exposed a barely visible fragility: the network is not expanding at the same pace as technological ambitions. This imbalance is forcing us to look beyond conventional solutions and reopen debates that seemed closed, including some that connect directly with the military sphere. What has been put on the table. HGP has submitted an application formal to the United States Department of Energy to redirect two nuclear reactors removed from Navy ships to a civil project linked to data centers in Oak Ridge, Tennessee. The request was channeled through a letter addressed to the Department’s own Office of Energy Dominance Financing, and is part of the so-called Genesis Mission promoted from the White House. According to the documentation, the installation could provide between 450 and 520 megawatts of continuous electricity, aimed at intensive and stable consumption. The main argument in favor of this idea is time. Faced with the construction of new civil reactors, whether large plants or smaller designs, which tend to move on long schedules, or the start-up of large gas plants, also conditioned by permits and infrastructure, the reuse of existing reactors is proposed as a way to gain speed. The logic is simple: start from equipment that is already manufactured and tested, and convert it into a firm supply for the network. It is, at least on paper, a way to add base power while other solutions mature. Behind the scenes of the proposal. The initiative does not come from a newly created startup or from an unknown actor in the energy sector. HGP Intelligent Energy It is a recently created division, but it is presented as part of a developer with previous experience in the US market, supported, according to the company itself, in energy storage projects, electric mobility and development of network-scale assets. At the helm is Gregory Alvaro Forero, president of the division, which appears on your LinkedIn profile as president of HGP Storage since November 2013. That detail helps frame the approach outside of the improvised company pattern. What technology would be reused and at what price. The reactors cited in the proposal come from the US naval nuclear fleet, where aircraft carriers operate with two reactors and submarines typically operate with one. Models A4W, manufactured by Westinghouse, and S8G, developed by General Electric, are mentioned. Adaptation for civil use would have an estimated cost of between one and four million dollars per megawatt, and the project would also require between 1.8 and 2.1 billion dollars in private capital for associated infrastructure. The proposal includes revenue sharing with the Government, a fund for future decommissioning and the intention to request a loan guarantee from the Department of Energy, with a first phase “as soon as 2029”. Just because the idea sounds direct doesn’t mean the path is. Bloomberg notes that Reusing military reactors for civilian use would be unexplored territory, and inevitable questions arise: how is it authorized, who operates, under what standards and with what responsibilities if something fails. Coordination between federal agencies and regulators also comes into play, as well as the logistics of moving and adapting equipment designed for ships, not a grid-connected plant. For now, everything remains at the proposal level. Energy sovereignty as a security argument. HGP tries to support its approach with a framework that goes beyond electricity for data centers. In its materials, the company summarizes the idea with an explicit equation, “Energy Supply Chain Sovereignty = National Defense,” and links supply chain resilience to the country’s ability to secure strategic infrastructure, even noting how geopolitical events or social media posts by managers can affect operations and investments. It is the story with which it seeks political and institutional legitimacy. To reinforce the idea that naval nuclear is not synonymous with improvisation, the context of the World Association of Nuclear Operators enters. According to WANOthe US Navy has accumulated more than 6,200 reactor-years of experience without radiological incidents, with 526 reactor cores, as of 2021. The association attributes that history to the standardization of systems, maintenance and quality of training. It is a relevant fact for the public debate, but it does not close it: a solid record in a military environment does not automatically imply that the jump to civilian use will be immediate or easy. Images | General Dynamics Electric Boat | Igor Omilaev | İsmail Enes Ayhan In Xataka | The race to bring data centers to space promises a lot. Physics says otherwise Images | General Dynamics Electric Boat | Igor Omilaev | İsmail Enes Ayhan In Xataka | The race to bring data centers to space promises a lot. Physics says otherwise

Setting up a smart home is a nightmare. The solution is Huawei is to set it up for them

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The promise of the smart home where everything works automatically without a problem sounded great, but the reality is that it is still a real chaos of incompatibilities and most annoying bugs. Even if we have all the devices from the same brand, there is still the part of assembling them, hiding cables… Huawei has the solution, although it doesn’t exactly come cheap. The complete pack They count in Panda Daily that Huawei has launched an offer of smart-home solutions that come in various packages with different devices and at various prices. The packages are designed to be installed in new construction homes and also for installation in already built homes. With these options, Huawei seeks to offer a comprehensive solution under the umbrella of your HarmonyOS system. In total they offer six packs, three for new construction homes and three for existing homes. The cheapest is the ‘starter pack’ for already built houses and costs 1,200 euros in exchange and includes the control hub and some essential functions such as lighting, air conditioning and curtain control. The most expensive packages are those installed in newly built homes. The most basic costs more than 3,500 euros in exchange and has WiFi 7 connectivity throughout the house, control of lights, curtains, air conditioning, smoke sensor for the kitchen and smart lock. The premium package goes up to almost 12,000 euros and adds features such as AI cameras, ambient lighting strips, and speakers throughout the house. All packs include installation and Huawei is committed to completing it in just 24 hours in the case of existing homes. The announcement is only for China, where Huawei had already launched similar solutions in the past. The chaos of home automation In Spain there are solutions provided by installation companies, but We do not find similar proposals through brands with smart-home devices such as Samsung or Xiaomi. Typically, we are the users who buy the devices and install them at home ourselves. Mounting cameras and lights is quite simple, but if we want deeper automation, for example controlling blinds or blinds, things get complicated and many times we have to go to an installer. Then there is the issue of compatibility. In my house I have two cameras, several lights, a robot vacuum cleaner and an automatic cat feeder. It’s not much, the problem is that each thing works with a different app and, although I can bring everything together in Google Home, the reality is that there are devices that it does not recognize, others that are deconfigured if the WiFi goes down and in general it is quite cumbersome. The standards like matter They promised to unify this chaos, but to this day it still hasn’t taken off. This same year they analyzed the topic in XDA Developerswhere they criticized that there are still many devices that do not support it and those that do sometimes lose functions compared to native integrations, as happens with Philips Hue. Returning to Huawei’s proposal, I don’t think the solution should be to buy a package worth several thousand euros and tie ourselves to a brand forever. However, the fact that it sounds like a much more convenient option than its alternatives It says a lot about the state of the connected home landscape. Image | Huawei In Xataka | Home automation and leaving for a month: Ana Boria has put all her efforts to the test just before the expected trip

The Tesla Cybertruck is such a sales failure that Elon Musk has only found one solution: buy them from himself

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It could have been a flagship model with short production and huge margin. But Tesla decided that it had to turn it into just another car, a product for which it expected success comparable to any other company model. They have missed the mark so much that Elon Musk’s companies are buying the Tesla Cybertruck to boost sales. Blowing up the numbers. At the moment there are 1,000 units and they could reach 2,000, they say in Electrek. The media specialized in electric mobility in the United States assures that an internal source has confirmed that these are the Tesla Cybertrucks that SpaceX and xAI have already purchased from the car manufacturer. Why does an electric car have less autonomy than advertised? The information expands a publication from the medium itself which already pointed out in October that Tesla was selling its cars to Elon Musk’s other two companies. Then they pointed out that the movement could be interesting for companies because the purchase of this type of automobile was subsidized. If SpaceX and xAI had to buy cars, at least they were helping to make the hole in Tesla’s accounts a little less deep. Click on the image to go to the original tweet 80 million dollars (at least). However, we must not overlook the fact that SpaceX and xAI have spent more than 80 million dollars in buying Tesla cars. And that is in the best of cases because the company is selling the electric pick-up in versions of $80,000 and $115,000. A figure extraordinarily higher than the $39,900 promised the first day of its announcement. And the company started selling the most expensive versions of its pick-up like hotcakes. So much so that the price of the car skyrocketed on the second-hand market for those who wanted to skip the line and others made a splash by ordering several units and ordering them for days. Months later, the bubble burst to the point that Tesla cannot sell its production. There is no way out. And the company is having real problems putting its Cybertruck on the street. First, it is not easy how many you actually sell because in your accounts Tesla groups sales by category. One is for the land vehicles (Model 3 and Model Y) and the rest for its luxury options (Model S, Model Y and Cybertruck). Despite this, in Electrek They point out that they are not selling more than 20,000 units a year. It is a resounding failure because the company has the capacity to produce 250,000 units and Elon Musk even stated that They could sell half a million units of your electric pick-up. As the months go by, however, all we have is news about shopping centers in which they accumulate unsold electric SUVs or vehicle deliveries that carry collecting dust for months in a field There is no market. There is worse news for Tesla: there is no market for the Cybertruck. the car hasn’t shown much on their off-road excursions but, in addition, the very idiosyncrasies of the country in which it is sold means that this enormous electric pick-up that promises to be able to go anywhere is unusable for use as a work vehicle. And the Cybertruck has remained an exotic vehicle in urban areas. In a country where charging points are scarcea high-consumption electric pick-up (imagine its use on a ranch, towing another vehicle…) is useless. Much more if we review all its design and reliability problems. And it’s not just a Tesla thing. Ford has had to cancel production of its F-150 Lightning because you can’t sell the car once the most passionate customers have already purchased it. The alternative will come with a extended range system to function most of the time as an electric vehicle but extend its range by hundreds of kilometers. Photo | Maxim In Xataka | Those who don’t know a C15, pray to any Tesla Cybertruck: Twitter has been filled with videos of Citroën humiliating the off-roader

Óscar Puente wants to connect Madrid and Barcelona in less than two hours. The fastest solution goes through China

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Last month we learned that the Ministry of Transport tendered for 2.3 million euros two studies that analyzed the possibility of increasing the speed in the Madrid-Barcelona corridor to 350 km/h. Minister Óscar Puente’s promise was to reduce the travel time between both cities to less than two hours. However, to achieve this it is not enough to improve the infrastructure. Rolling stock capable of running at those speeds is needed, and that is where the capacity of China’s trains comes into play. The problem is in the deadlines and prices. In Spain and Europe we have a large railway industry, although delivery times are reducing the local choice compared to other alternatives such as China. Deliveries are around 60 months and the prices offered by European manufacturers are higher. “Chinese manufacturers deliver trains at half the price within six months to two years,” counted Bridge to the SER Chain. Renfe urgently needs to renew its fleet, especially after the Avlo disaster in the Madrid-Barcelona corridor, and China seems the only viable alternative according to the searched criteria. China dominates global high speed. With 48,000 kilometers of high-speed roads compared to 4,000 in Spain, the Asian country leads the sector by far. Its star manufacturer, CRRC Changchun Railway Vehicles, produces the Fuxing platform and has developed the CR450 prototype, capable of reaching 400 km/h. These trains already circulate in China at 450 km/h, although they would need adaptations to operate on the Spanish network. The minister and the president of Renfe, Álvaro Fernández Heredia, recently made a visit to the facilities of the Chinese giant to learn first-hand about its production capabilities. Europe looks askance the entry of china. The European Commission investigate CRRC for alleged state subsidies that would allow it to compete with artificially low prices, a case similar to that of Chinese electric vehicles. Bulgaria already tried to buy 20 trains from the Asian company for more than 600 million euros, but the investigation by the European organization forced the manufacturer to withdraw from the contest. Spain, however, is pressing to facilitate the entry of these trains or, failing that, to create an “Airbus model” that improves the competitiveness of the European railway industry. European alternatives are on the table. In addition to CRRC, Renfe is considering options such as Siemens’ Velaro Novo trains, which can reach 400 km/h but have yet to demonstrate mass production. There is also Hitachiwhose ETR-1000 is used by Iryo in Spain, although underused because the network does not allow speeds to exceed 300 km/h. Alstom, CAF and Talgo complete the list of candidates for the tenders that the public operator will launch at the beginning of 2026. It is estimated that each unit will cost around 27 million euros and that Spain will go to the European Investment Bank to finance the purchase. The infrastructure also needs changes. The studies They include new variants of access to Madrid and Barcelona, ​​a high-speed station in Parla with connection to Cercanías, another in El Prat de Llobregat linked to Rodalies, and a direct Lleida-Barcelona section that avoids passing through Camp de Tarragona. The current route is already designed to withstand 350 km/h, according to the Ministry, and Spanish Aerotraviesa technology will be used to allow these speeds without increasing maintenance costs. The renewal of the line will begin when the Madrid-Seville line ends. It remains to be seen whether Europe will allow it. Puente’s institutional trip to China has served to strengthen commercial ties and explore cooperation with the manufacturer. The Ministry of Transport defend that the country is “at a time of enormous expansion” of its railway network and needs quick solutions. And right now China is possibly the only country that can offer the material in the desired times. Cover image | Miguel In Xataka | In the race for autonomous driving, China is ready to literally take the next leap: L3

V-16 beacons run the risk of being left without connectivity if their manufacturer goes bankrupt. Don’t worry, there is a solution

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You may have read it on social networks: you buy a connected V-16 beacon, you go years without using it and, before you know it, the company that sold it to you has gone bankrupt, has stopped paying for its servers and now you have a nice paperweight because, without connectivity with DGT 3.0, that beacon has become illegal. It’s true? No. Plain and simple. When we buy a connected V-16 beacon, the manufacturer assures us that the connectivity is guaranteed for at least 12 years. The manufacturer may offer more connectivity time, as an incentive to purchase, but it cannot offer less. This, like the luminosity of the beacon or the 30 minutes that it must be in operation for at least, is one of the demands that Traffic has set to manufacturers so they can sell their beacons and we let’s buy them with enough peace of mind to be following the rules. Sure, but… what if the company goes bankrupt? It is one of the questions that some users have asked and that has been answered by accounts on social networks like Twitter. It is stated that when a connected V-16 beacon is activated and the required 100 seconds pass, the following process is launched: Protocol A: the beacon sends the data exclusively to the manufacturer’s servers Protocol B: Data leaves the manufacturer’s servers and is forwarded to the National Access Point for Traffic and Mobility Information which is where all activations and any other type of emergency are reflected. The response points out that, in the event that the manufacturer stops selling the connected V-16 beacon, the connection would be broken and therefore we would be left with a luminous paperweight because without connectivity that light is not legal. Insured. To confirm these details, we have contacted some of the companies that manufacture or sell these types of beacons. César Basterrechea explains to us from Atressa Automotivewho have their own beacons, that the information is not true and clarifies what would happen if their company went bankrupt and stopped paying for the beacons. First, he points out, the manufacturer has to register in DGT 3.0 and request a connectivity license. When this requirement is met, the following happens: “My operator sends me the data generated by one of my beacons through an APN and which is protected within a private VPN, the information reaching my Cloud once received, we send it through a VPN with a digital certificate to the DGT 3.0. If my company closed tomorrow, my operator would redirect the data emitted from my beacons to another APN of its own and through its own VPN it would send the data to the DGT cloud” With these words he explains, therefore, that it is the operator that offers its support if the company stops paying for the servers and, therefore, cannot offer the service. They confirm it to us. Asked to the other party, the answer is the same. In Xataka We have contacted Orange, an operator that offers connectivity in different connected V-16 beacons on the market. The company confirms the above, although it points out that, exactly, it is not that the operator keeps the servers of the bankrupt company, it only guarantees that the signal reaches DGT 3.0. “The communication architecture has been defined so that there are two ways to send the data to DGT 3.0: through the manufacturer’s cloud services (which must always be used if there are no incidents) or directly from the operator if the manufacturer’s cloud service is not operational (manufacturer bankruptcy or massive drop in its cloud service)” It’s not easy. The truth is that although we have confirmation from this beacon manufacturer And getting there is not easy. In the Resolution of November 30, 2021 which details the requirements that a V-16 beacon must have connected to be valid, it specifies that the manufacturer must have support to offer the service if it cannot be performed, but nowhere does it specify whether this company should be the operator, as Atressa Automotive tells us. This text explains the above-mentioned details of protocols A and B. Subsequently, the following is stated: The implementation of a device with these characteristics requires having a standard channel and a common language. Additionally, defining this standard also makes it easier for a third party to perform these functions if necessary due to the existence of a problem in the information systems of a manufacturer. The data model that the messages that V-16 devices send to their manufacturers’ information services must comply with is defined below. a hoax. Although with the connected V-16 beacons we have had a lot of controversy and we know that there are even those who has demonstrated cybersecurity risksThe truth is that this time we are facing a hoax. The DGT has actively repeated that when we buy a connected V-16 beacon we are guaranteed access to DGT 3.0 for 12 years. And although the protocol does not clearly detail whether a specific company must take charge (operators, other manufacturers…), it does specify that it must guarantee backup to keep the service active. Photo | DGT In Xataka | V16 beacon without eSIM or connectivity: what the DGT says about them from 2026

The big problem with putting solar panels on crops is shade. The University of Jaén has found a solution

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In search of fulfilling the decarbonization goalswe are filling the field with solar panels. Giants like China can do it combining other activities well, but in the case of smaller countries, things change. Spain is an examplewith a field irrigated by crops that is also being plagued by panels. Now, a research team from the University of Jaén has found the key to continue deploying solar panels without interfering with crops. A panel with minimal shading that does not compromise its energy generation. The agrovoltaics. Different reports have pointed out how the temperature will increase by 1.5 to 3.2 degrees If we continue the same as until now. For this reason, the European Union marked the milestone of 30% of its energy comes from renewables by 2030 to, in 2050, achieve climate neutrality. Wind is important, but what almost all countries are embracing is photovoltaics. The price of the plates has fallen to the ground thanks to the China overproduction and it has begun to be deployed massively. The problem is what we mentioned: it takes up a lot of space, which opens a direct conflict with the farmland. There, agrovoltaics is becoming established as a solution to place panels that do not interfere with the cycle of some crops, and mixes with beekeeping and the livestock. But if we want to continue expanding photovoltaics, panels that provide less shade are needed. Panels and photosynthesis. That is where the solution devised by the University of Jaén comes into play. In a study Published in Science Direct, researchers detail a technology that allows a panel to efficiently generate electricity, while allowing crops to receive enough light to perform their optimal photosynthesis cycle. To do this, the team has taken into account two technical parameters: the average visible transmittance and the average photosynthetic transmittance. In practice, they indicate the amount of light useful to the plants that reaches them after passing through the panel, and they point out that different studies estimate that, for most crops, the minimum value should be around 60%. In that spectrum, plants produce normally. Status of the “transparent” panels“The photovoltaic industry has been working on this for some time. There are two approaches: Non-wavelength selective panels: They are those that absorb a large part of the solar spectrum and achieve transparency by reducing the color of the material or leaving gaps between the cells. With them, transparency is not adequate. Wavelength Selective Panels: They are those that absorb, above all, ultraviolet and near-infrared radiation, but allow a large part of the visible light to pass through. It is what the plants need and, in this case, the transparency of the panels is greater and more suitable for crops. RearCPVbif. In the two groups the industry is testing very different technologies, from polycrystalline silicon to organic cells and color-sensitized panels, but the Spanish team’s approach is somewhat different. The semi-transparent photovoltaic modules They are the STPVs, but what is proposed by the University of Jaén is a system called RearCPVbif, or “Bifacial Rear Concentrator Photovoltaic.” Unlike conventional semi-transparent designs, this technology concentrates and redirects reflected light towards the back of the bifacial cells, generating an increase in electrical production without reducing optical transparency, which is what allows light to reach the plants. It is an STPV, but with rear optical concentrators. In statements to PV-MagazineÁlvaro Varela-Albacete, co-author of the research, points out that STPV technology is being underused and that, with these rear concentrators, there is “a substantial increase” in energy generation without compromising optical transparency. “And how much is the transparency factor? 60%, according to the study, so it would be suitable for most horticultural crops. Next steps. In the study they also mention that they have taken into account that a crucial aspect for agricultural viability is thermal behavior, indicating that, in their tests, the cell temperature was below 70 degrees. This is important so that the panels do not create a “greenhouse” that affects crop patterns. And most importantly: this technology has already attracted attention. Numerous promising studies are published throughout the year, but their application is not always clear. In the case of this ReadCPVbif technology, the co-author of the study, Eduardo Fernández, points out that they are already engaging in conversations with different organizations to accelerate the development of the technology. Now, the route hour includes an evaluation of the benefits for crop growth, with different test campaigns on real crops. In any case, it aims to be a particularly relevant technology in the intensive horticulture that occurs in regions of Spain such as Almería, where apart from the sea of ​​plastic, also the photovoltaic sea is rising. If the two things can be combined, it would be a great step for both sectors. Images | University of Jaen, Σ64 In Xataka | Almería has been Europe’s great “sea of ​​plastic” for years. Now it wants to be another sea: that of solar panels

Europe had chosen the electric car as the only solution for the future. Germany is about to knock him down

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There is no official confirmation. It should arrive on December 10, but there is already a first warning that it is possible that the communication will be delayed until January 2026. “For good reasons,” the political leaders assure us. The same people in charge who already advance the guidelines that the review of the 2035 objectives will follow: allowing cars with combustion engines to remain alive. A preview. This is what Apostolos Tzitzikostas, European Commissioner for Transport, gave to the German newspaper Handelsblatt. Like almost everything in this life, neither the time nor the place chosen is coincidental. In this interview, the European official points out that in the European Commission “we are open to all technologies”, which already suggests that this ban on selling combustion engines in 2035 is close to falling. In the absence of knowing all the specific and official details, what it does say is that “the role of zero-emission fuels (known as efuels) and with low emissions and advanced biofuels.” And this is where some doubts arise. Why does an electric car have less autonomy than advertised? No emissions? What the European Union has to resolve is to what extent it is willing to open its hand. The efuels or synthetic fuels They have been sold as an alternative solution because, it is assumed, they do not generate CO2 emissions. When the car burns said fuel it does generate these emissions but they are neutral because the same or greater amount of CO2 is trapped in their production. The European Union has already opened the door to this possibility changing the wording of the ban. We went from talking about banning combustion engines that produced emissions to combustion engines that were not carbon neutral. The difference is subtle but key because with the burning of any fuel (including hydrogen) polluting emissions beyond CO2 are produced, such as NOx or the dangerous ones fine particles which, in both cases, are harmful to humans. “Low emissions”. Now the European Commissioner also speaks of “low-emission fuels.” It remains to be known what these low emissions are and in what quantities they will be allowed. And the alternative that was put on the table was to allow the sale of combustion engines as long as they were associated with highly electrified options. This would lead, for example, to extended range electric. Cars with long electric ranges but that, in essence, are plug-in hybrids because they have a gasoline tank for emergency use. One of the latest proposals is that the car itself, through software, cape the power when a specific number of kilometers has been traveled without recharging the vehicle. Another technically viable possibility is to geofence the cities. That is, using the vehicle’s navigator, the car always moves in completely electric mode when passing through a city or especially sensitive areas of it (hospitals, schools…). This alternative has been contemplated by some plug-in hybrids for years, like BMW’s. And why all this? Because, according to Tzitzikostas, Europe is risking part of its industrial and economic future. “We want to maintain our objectives, but we must take into account all the latest geopolitical events. We must try not to jeopardize our competitiveness and, at the same time, help European industry maintain its technological advantage,” he points out in the interview. In reaching this conclusion it seems that German pressures have had their effect. “Chancellor Merz’s letter has been very well received,” he told the German media. And Germany has been pushing for some time to go back in the face of the “all electric” that seemed decided for Europe. The German industry is facing one of the worst crises in its history and it is estimated that, in just the last two years, about 55,000 jobs have been lost. When will it be official? The idea is that in December we should already know what will happen to this ban in 2035. In recent days the idea had gained strength that it would be December 10 when the European Commission would confirm all these details but the person in charge of transport has already announced that it is possible that this communication will be delayed until January 2026. Photo | Sophie Jonas and Angelo Abear In Xataka | The Government presents the Auto Plus Plan to forget MOVES III: direct aid for the purchase of electric cars with doubts to clear up

The British skipped fuel tax by switching to an electric car. The Government’s solution: create another tax

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The British Government recently announced a new tax for electric vehicles in which drivers would pay per distance traveled (miles), with the intention of it coming into force in April 2028. The measure, which is included in this documenthas drawn criticism from many citizens and experts, and comes at a key moment, as the United Kingdom plans to ban the sale of new gasoline and diesel cars in 2030. Its public coffers are losing revenue from fuel taxes while the adoption of electric vehicles grows. How the system is planned so far. Electric car drivers will pay 3p per mile traveled (about 3.4 euro cents), while plug-in hybrids will pay 1.5 pence. The calculation will be made through an annual mileage estimate that drivers will declare when renewing their road tax, and will subsequently be verified during the technical inspection of the vehicle. According to the Government, an average electric car driver who travels 13,680 kilometers a year you will pay about 255 pounds additional (approximately 295 euros). Why this change matters. Just like share According to The Telegraph, Finance Minister Rachel Reeves justifies the measure as necessary to compensate for the drop in fuel tax revenue. According to Dan Tomlinson, MP and Secretary of the Treasury, if no action is taken, by 2030 one in five drivers will not pay fuel tax while others will continue to contribute an average of £480 annually. According to the media, the Office of Budget Responsibility predicts that this new tax could reduce sales of electric vehicles by 440,000 units in the next five years. Industry reactions. Manufacturers such as Ford and the British manufacturers’ association SMMT have harshly criticized the measure. Ian Plummer, Commercial Director at Autotrader, declared that “we need more carrot and less stick if we are serious about the electric transition.” From Ford they pointed out that the budget sends “a mixed message” about the government’s goal of driving the shift to electric vehicles. Implementation problems. The system presents several practical challenges. Drivers will have to estimate their annual mileage without it necessarily coinciding with the date of their MOT (the equivalent of the MOT in the UK), which complicates the calculation. New cars, which do not require inspection for the first three years, will need additional checks. Furthermore, the Government recognize which could increase odometer fraud, a practice which, according to The Telegraph, already affects 2.3% of British vehicles. A controversial issue. As the current regulations are stated, drivers who use their vehicles outside the United Kingdom They would also pay for those milesdespite not using British roads. The Government justifies this decision by arguing that the percentage of drivers traveling abroad is small, although it recognizes that it will especially affect residents of Northern Ireland, as they frequently cross into the Republic of Ireland. The impact on the pocket. Although the Government insist With the rate equal to half of what gasoline and diesel drivers pay, many electric vehicle owners are already starting to worry. Stephen Walton, a driver who bought an electric car in 2023, counted to the BBC that “it will be my first and last electric vehicle because there are no tax advantages for electric car drivers.” A unexpected advantage for China. Analysts such as Sam Goodman, from the China Strategic Risks Institute, warn that the new tax could encourage British consumers to opt for cheaper Chinese models such as the BYD Dolphin Surfwhich sells for 18,650 pounds compared to the more than 26,000 that some eligible European alternatives cost. During the third quarter of 2025, Chinese models They already represented 11.8% of the British new passenger car market, according to Schmidt Automotive Research. What’s coming now? The Government has opened a consultation period to define the final details of the system before 2028. It also announced an additional investment of 1.3 billion pounds in aid for the purchase of electric vehicles, although only four models currently qualify for the maximum subsidy of 3,750 pounds, the cheapest being the Ford Puma Gen-E (£26,245 applying subsidies). The Office of Budget Responsibility esteem The new tax will raise £1.1bn in its first year and £1.9bn by 2030-31, although the actual figure will depend on how many Britons decide to buy electric cars in the coming years. In Xataka | Your car windshield has hundreds of small black dots. It is not decoration, it is technology to save our lives

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