solution

ChatGPT urgently needs its users to start paying money. Solution: put ads on them

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It was inevitable. OpenAI has confirmed that is going to start testing ads on ChatGPT. The test will begin in the United States with users of free plans, those who have ChatGPT Plus, Pro or Enterprise are exempt for the moment. It is a movement that marks the beginning of a reality that was seen coming: The user experience of free AIs is about to get worse. All for the AGI. Through your X profileOpenAI has shared what those ads will look like and is striking in the heading of its “advertising principles.” Here they say their mission is “to ensure that AGI benefits all of humanity; our pursuit of publicity always supports that mission and makes AI more accessible.” how he jokes Pedro Domingos in Xit seems that the AGI was actually “Ad-Generated Income”, that is, “Income generated by advertising.” Where I said I say…. The AGI is becoming the excuse for everything. To find the true reasons behind this decision, it is enough to look at OpenAI numbers. Or also we can go back to 2024when Sam Altman said that ads on ChatGPT are “the last resort for our business model.” Saying that everything is part of a plan for the benefit of humanity is better than admitting that the AI ​​race is very expensive and OpenAI desperately needs to monetize its AI. This sounds familiar to us. The situation is quite reminiscent of the case of Netflix, which In 2020 he flatly refused to advertising, stating that it was a way to “exploit users” to two years later launch your plan with ads. Since then the streaming experience began to deteriorate and everything indicates that we are at the beginning of exactly the same thing happening with AI. Advertising as punishment. Before, ads were a way to generate income. Today they also function as a pressure tool to push users to pay a subscription. This is what we find on YouTube or Spotify, where the bombardment of ads is constant, repetitive and very intrusive. We pay to end the torture. Objective: subscriptions. ChatGPT has 1.8 billion users, but the reality is that only 5% are subscribed to one of their payment plans. How to increase this figure? If we don’t subscribe ourselves, maybe a few ads will convince us. OpenAI has been the first, but there are also rumors that Google will integrate ads into Gemini. The AI ​​party does not pay for itself, it is a matter of time. There is a loophole. If the big chatbots turn their free versions into a minefield of ads, we will always have the option of use local models such as DeepSeek, Mistral, Llama or ChatGPT itself. Here we get rid of token limits, queues and also ads. The bad part is that the performance is usually lower than the cloud and it also has fewer integrations. Time will tell if they end up being a better alternative. Image | OpenAI In Xataka | Generative AI opens its gap between those who focus on it locally and those who focus on the cloud. There is room for both

In 1925, procrastination was already a problem and someone found the definitive solution: the isolation helmet.

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Hundreds of thousands of years of evolution They have turned modern humans into perfect machines in one thing: distracting us. No matter where, when or how you are, if you are accompanied or alone, if you are waiting in line at the butcher shop or have a book in front of you, chances are that your attention ends up dispersing for any nonsense. Maybe the flight of a fly. Maybe that sound you just heard in the next room or a stain on the wall. It happens today and it happened a century ago, when a science fiction-loving inventor designed the ultimate machine to end distractions. His patent dates back to 1925, but it addresses a hot topic: procrastination. The war of wars. Since man has been a man, he has done two things, both wonderfully: he is distracted and he procrastinates. Almost 2,000 years ago Seneca warned us about the risks of wasting our time and we know, for example, that distractions were one of the big concerns of the monks of the Middle Ages. Some even thought that if our minds disperse it is due to the influence of devils. In 2026 things are not very different. A quick Google search comes up to find a wide (very wide) list of guides and videos with tips on how to focus and stop putting off tasks. And it is understandable. After all, cell phones, social networks and other inventions of modern technology make our lives easier, but they have been filing our ability to focus. Even science has confirmed that we are losing the ability to focus among so many stimuli. And how do we solve it? We humans have not only been distracted for centuries and centuries. We have also spent some time looking for ways to avoid that annoying wandering of thoughts. Of all the solutions that have been given to the problem, perhaps the most astonishing (and bizarre) is the one proposed just a century ago by Hugo Gernsbachan imaginative Luxembourgish-American inventor. His name may sound familiar to you because, in addition to register patents of inventions and working in the electronics industry, Gernsback excelled in another field: publishing. Throughout his life he promoted several magazines focused on technology (RadioNews), but he also shone in science fiction. We owe him Amazon Storiesa milestone of the genre. His contribution in the field was so important that he is considered one of the parents of science fiction (with permission from Verne and HG Wells) and every year he is honored through the Hugo Awards. Adding facets. A century ago Gernsback combined this double facet, his technical ingenuity and overflowing imagination, to launch a proposal through the pages of Science and Inventiona magazine specialized in technology. In its July 1925 issue, the inventor, editor and novelist presented a creation which he named ‘The Isolator’. The name is striking in itself, but it pales in comparison to the photographs that illustrate the report. They show Gernsback working in his office with his head in a gigantic diving suit, an elongated helmet with two small openings for the eyes and a tube that connects it to an oxygen cylinder. Its purpose: to immerse the wearer in absolute isolation, an ideal state for centering. When silence does not come. Gernsback came to a conclusion very simple: sometimes it is not enough to lock yourself in a room without noise to concentrate. Even so, we risk our mind getting carried away by the flight of a fly or starting to wander after seeing a stain on the table. The way to avoid it, he concluded, was to eliminate all those influences “in one fell swoop.” As? With a helmet prepared to suppress unnecessary noises and visual stimuli. For the first thing, the noises, Gernsback decided to go for a robust multi-layer helmet. Its first prototype was made of solid wood with an internal and external layer of cork and a felt trim. For the second (view) he added three small pieces of glass. The design was completed with a device at mouth height that allowed the user to breathe without noise creeping in. The result, says the inventorit was a helm with an efficiency of “about 75%”. It isolated from external noises, but not completely. There was room for improvement. And how did you improve it? Perfecting the design. Gernsback rethought the material and added an air chamber so that the efficiency of ‘The Isolator’ rose to 90 or 95%, “eliminating practically all noise.” So that vision was not a problem either, the helmet’s glass peepholes located in front of the eyes were painted black, leaving only a narrow transparent strip. “When the two white lines on the glass open, the field through which the view can move is relatively small,” points out the inventor. “It is almost impossible to see anything but a sheet of paper in front of the user. There is no distraction.” Concentrating… and breathing. It is one thing that ‘Isolator’ lived up to its name by isolating the user in a bubble of responsible concentration and another, very different, that it was comfortable or even bearable. The author explains that after 15 minutes with it on the user “experienced some drowsiness”, so he decided to improve the breathing system, connecting it to a small oxygen tank. This improved breathing and “revitalized the subject.” In his article Gernsback added detailed plans of ‘The Isolator’ and even a sketch of an office with a complete distraction-proof installation, which included a ‘noise-proof’ door and an adequate ventilation system. “With this provision you can contemplate an important task in a short time,” boasted. “Building ‘The Isolator’ will be a huge investment.” The power of paper. If humanity has also learned something (including Gernsback) it is that paper supports ideas that are not supported in reality. His helmet may have been eye-catching, it may have even worked, but it didn’t work. We don’t know to what extent its inventor really expected it … Read more

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

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