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Spain and France warned of a failure in Europe’s drone wall. Now the plan includes lasers and civilians with rifles

October 15, 2025 by usatoday24

The drone raids Russians on the european airspace have turned the sky of the continent into a new frontier of hybrid warfare. In a few weeks, these devices have forced the closure of airports, putting the air forces on alert from NATO and reopened a debate that Europe thought distant: how to defend yourself of a cheap, difficult to track and increasingly sophisticated enemy. Then we heard the idea for the first time of the “drone wall”and now it’s starting to take an unexpected shape. The invisible threat. The incidents in PolandDenmark and Germany, where drones of unknown origin flew over military bases and civilian areas before disappearing, have accelerated the creation of an unprecedented defense device. Allies seek to protect the population and its critical infrastructure while balance the answer immediate with the development of a long-term architecture. This is how the idea of raising an antidrone walla technological network that combines sensors, radars, jammers and low-cost weapons to detect, intercept and neutralize threats in a matter of seconds. The birth of the wall. The concept emerged many months ago, inspired by the lessons of Ukraine and the evidence that European armies They lacked adequate systems to counter the proliferation of drones. The Baltic countries, together with Poland and Finland, presented the initial proposal to the European Commission: a technological wall on NATO’s eastern flank, from the Baltic to the Black Sea, financed with border security funds and intended to monitor the skies against possible Russian incursions. But the wave of drones that crossed Polish airspace last September changed the scale of the project. Ursula von der Leyen proclaimed the need for a “wall” to protect all of Europe. What began as a regional idea became the embryo of a continental air defense network against unmanned systems, the so-called European Drone Defense Initiativeincluded in the new military readiness roadmap that the Commission will present this fall. Europe accelerates. Thus, while politics was debated over budgets and powers, the armies acted. Denmark installed Doppler radars in Copenhagen and at its base in Skrydstruphome of its F-16 and F-35, to detect suspicious movements. Sweden announced a investment of 370 million of dollars in interceptors, jammers and frequency sensors. Germany passed a law which allows police to shoot down drones that pose an imminent threat, and the United Kingdom deployed spy planes on twelve-hour missions over the Russian border. Defense manufacturers quickly joined the effort: Saab presented its Nimbrix missiledesigned specifically to take down swarms of drones, and the loke systema modular radar, machine gun and electronic warfare set created in just three months to respond quickly to the threat. And in an unexpected turn of events, the Danes have gone further than anyone else: they even accelerated the instructor training military with shotguns to shoot down drones at close range, an unusual measure that reflects the urgency with which Europe is trying to close a critical technological gap. You have to expand. The initial enthusiasm for the anti-drone wall soon found a political problem: Western and southern Europe felt excluded from an initiative that concentrated resources in the East. Countries like Spain, France or Italy they detected a problem and they warned that the threats are not limited to the Russian front, since drones can operate from any point in the territory. The Commission took note and proposed expand the plantransforming the “wall” into a pan-European network of sensors, jammers and weapons integrated under the same coordination framework. Defense Commissioner Andrius Kubilius admitted that the EU’s current capabilities are “very limited” and that it will be necessary to resort to Ukrainian experience, accumulated after almost four years of daily fighting against Russian swarms. The remakerenamed the European Drone Defense Initiative, seeks total coverage and proposes a double challenge: demonstrate that the Union can assume a real operational role in defense (traditionally the responsibility of States and NATO) and achieve consensus among twenty-seven countries with very different military priorities. Obstacles of a wall. But there are more obstacles. I told it in an extensive report this morning Reuters. The project faces a complex internal battle over who should lead it. Small and Eastern nations prefer that the Commission centralize coordination, while France and Germany (accustomed to directly managing their arms programs) they refuse to give in leadership. Berlin and Paris also fear that the Commission will end up assuming powers that traditionally belong to national sovereignty. At the same time, experts warn that the idea of a wall can generate a false sense of security: No network, no matter how advanced, can guarantee the downing of all drones. The technical difficulties they are huge: Connecting radars, acoustic sensors, optical systems, interceptors and artificial intelligence software from different countries into a single mesh will require years of testing and billion-dollar investments. The challenge is to achieve a defense staggered and adaptable to a type of threat in constant mutation, where each enemy innovation requires an immediate response. Lessons from Ukraine. It we have counted other times. The war in Ukraine has taught Europeans a costly lesson: you cannot shoot down a 10,000 euro drone with a missile that costs a million. The sustainability of the combat depends on intermediate solutionsfrom interceptor drones that collide with enemies to automatic cannons and low-power laser systems. Rheinmetall, the German giant, defends the use of artillery as a more profitable option and has already received orders from Denmark, Hungary and Austria for its Skyranger mobile system. Emerging companies from the Baltic and Germany, such as Marduk Technologies or Alpine Eagle, have presented your own schemes multi-layer defensewhile Ukraine continues to serve as a testing ground: its operators adjust the speed and maneuverability of the interceptors almost in real time to face increasingly faster Russian versions. This constant evolution turns anti-drone defense into a living disciplineof countermeasure and countermeasure, where human experience and AI must coexist. The utopia of safe heaven. If you will, the future of the alleged European anti-drone wall depends now on three factors: … Read more

the history of the first radar in Spain

October 11, 2025 by usatoday24

Do you know how many people died in 2024 in traffic accidents? 1,154. An “unaffordable” figure, in the words of Fernando Grande-Marlaska, Minister of the Interior who gave the press conference in which the data was made public. In total, 14 more people died than in 2023 and the number has been growing slowly since 2020 when the coronavirus pandemic significantly reduced displacement. In the last decade, Spain moves on the border of the 1,000 deaths but it cannot continue to lower this figure. Now imagine multiplying that number by four. And more or less we will have the number of deaths recorded in 1964. That year, in Spain there were 3,803 deaths recorded on the road. But in addition, 82,953 people were injured of varying severity. In total, 79,494 accidents were recorded. Of these, it is estimated that 31.63% of drivers were traveling at a “dangerous speed,” according to the Accident Statistical Yearbook. The time had come to take action. And those measures brought the first traffic radar seen in Spain. This was the first radar It is no coincidence that the DGT speaks of 1964 as the key year that ended up opening the door to the radars in Spain. That year, they point out on their websitethe magazine Black and White explained what a “cinemometer” was, about which they said that “this new device records the number of vehicles that pass a certain place on a road and at the same time indicates the speed they are traveling at.” However, it would not be until 1968 when the Traffic Group of the Civil Guard saw a device that they must have felt had come from the sky. Until then, agents used a system… let’s call it precarious. Before radars existed, Civil Guard cars had a speedometer in the right headlight. The driver would then approach the offending car and keep pace. From the passenger side, a photograph was taken showing the speed at which the vehicle was traveling and the offending car. It was in 1968, however, when radars made an appearance. After the first tests, the agents began to mount the equipment in the cars. The ones chosen were the Renault 10 and the Seat 124 that the Civil Guard used daily but they had to carry a luggage rack to be able to transport the enormous devices. These consisted of a radio system that, using microwaves, was capable of estimating the speed at which a vehicle was moving. This acted together with another device, known as photocontrolwho was in charge of taking the photograph so that there was evidence of the offending vehicle. At the end of the day, the film rolls from the camera had to be sent to the Traffic Headquarters to be developed and, later, printed. The time of taking, the date and the speed at which the vehicle was being driven at that time were recorded in the photograph. The system was not very different from the current one therefore. The devices also had other problems. They could only be used on completely flat ground. If this was not the case, the calibration began to make errors. In addition, they were heavy to transport and, obviously, could only be used when stationary. It was something like having to install a fixed radar every day. That made the management of fines was especially cumbersome. Every day, the agents who had to perform these functions had to travel to the indicated place. Once there, all the data related to the control had to be entered by hand. With each change of road, the agent covered himself with a black curtain to prevent any photos from being obscured by their change. Six hours after keeping the radar in operation, the agent had to spend another two hours writing reports about what happened. They explain on the DGT website that since the number of these devices was minimal and there was very little knowledge about them, the Civil Guard had to send its agents to France or Germany to recycle their knowledge. Those first radars began to spread from Madrid and Barcelona and little by little, already in the 70stheir number was expanding. The margin for committing an infraction was low since the radars could not detect vehicles traveling above 150 km/h. In those days, only a handful of cars could exceed this speed. What was said in those moments? Little thing. Things from a country that was experiencing a dictatorship in those days, so the dissenting voices tended to zero… at least in the media. In fact, the arrival of these devices was praised, pointing out The Vanguard that, now, drivers had to circulate “as it should be”. Photo | DGT In Xataka | 74,000 fines and counting: the most voracious radar in all of Spain is located in a specific point in Madrid

This is how the money is distributed in the neighborhoods and municipalities of Spain

October 10, 2025 by usatoday24

On the streets of Spain, the standard of living can change radically from one apple to another. The environment that a person finds when leaving home, the parked vehicles, the diversity of stores or the simple appearance of the buildings tell part of a deeper and more complex story. Behind these everyday differences, the data reflects the extent to which geographic location reflects economic level and the well-being of its inhabitants. The published statistics This week by the Tax Agency they show a growing gap that crosses cities and neighborhoods, making it clear that wealth and poverty do not usually live in the same zip code. Where wealth is concentrated. The richest neighborhoods in Spain They are recorded in residential areas on the outskirts of the large urban centers of Madrid and Barcelona. La Moraleja (Alcobendas, Madrid) stands out for another year with 196,429 euros of average gross income, followed by Ciudalcampo (San Sebastián de los Reyes, Madrid) with 121,838 euros and Fuente del Fresno (also in San Sebastián de los Reyes) with 108,354 euros. Outside the capital, the Vallvidrera-Tibidabo i Les Planes neighborhood, on the eastern edge of Barcelona, occupies fourth place with 107,513 euros. Without leaving the city of Barcelonathe neighborhoods of Muntaner (106,734 euros) and Pedralbes-Sarriá (104,963 euros) complete the list of the richest in Spain. We have to reduce several tens of thousands of euros in rent to find a neighborhood outside the scope of these two cities, until we reach the Valencian Massarrochos-Santa Bárbara, with an average gross income of 81,807 euros. The neighborhoods with the least income. The opposite extreme is represented by Torreblanca, in Seville, which according to records According to the Tax Agency, it was ranked as the area with the lowest average gross income in all of Spain during the year 2023, reaching only 11,354 euros annually. Despite this figure, the neighborhood itself improves slightly compared to previous years. However, the gap between the highest and lowest average income centers remains abysmal, standing at over 185,000 euros difference. Other neighborhoods with low income are Nou Alacant (Alicante, 16,868 euros), Cortijos de Marín (Roquetas de Mar, Almería, 17,210 euros), Carrús-Plaza Barcelona (Elche, 17,670 euros) and Ciudad Jardín (Alicante, 19,000 euros). Given these data, it is worth highlighting the enormous gap that exists between the neighborhoods with the highest and lowest incomesreaching a difference of up to 185,000 euros on average between La Moraleja and Torreblanca. Origin of wealth in the neighborhoods. The nature of wealth also changes depending on the neighborhood in which you live. For example, only 58.55% of the income of the residents of the richest neighborhoods comes from a salary, while 17.79% corresponds to capital returns, 10.68% is earned from economic activities and 11.53% comes from of capital gains. However, in lower-income neighborhoods there is a greater dependence on labor income direct and there is very little generation of passive or patrimonial income. The salary of the residents of these humble neighborhoods represents more than 75% of the total average annual income. In the case of Torreblanca, the poorest neighborhood in Spain, the weight of salaries in the total declared income reaches 75.18%. For its part, capital income barely represents 0.22%, economic activities 1.83% and capital gains only 0.47%. Wealth and poverty in the shadow of big cities. It is enough to open the focus a little more to discover that the municipalities with the highest average income are clearly concentrated in the communities of Madrid and Catalonia. Pozuelo de Alarcón, in Madrid, repeats as the richest municipality in Spain with an average income of 88,011 euros in 2023, 3.15% more than the previous year. They are followed by Boadilla del Monte (Madrid) with 70,869 euros and Sant Just Desvern, in Barcelona, with 67,265 euros. In total, five Madrid and four Catalan municipalities appear among the top ten on this list. At the other extreme, the municipalities with the lowest incomes are located mainly in Andalusia and Extremadura. Benamargosa, in Malaga, is the poorest, with an average income of only 13,831 euros. It is followed by other Andalusian municipalities such as Guadahortuna and Colomera, both in Granada, with around 14,000 euros of average income. The difference between Pozuelo de Alarcón and Benamargosa is 74,180 euros, which, as we already saw in the breakdown of the neighborhoods, also shows great economic inequality between areas of the country. In Xataka | The list of the richest people in Spain in 2025: many changes in the figures, but not in the protagonists Image | Unsplash (Yzy Pop, John Fornander)

The most watched film in history on television is not a Hollywood success, but a classic from the most carpet-loving Spain

October 10, 2025 by usatoday24

You will have heard on more than one occasion that every time ‘Pretty Woman’ is broadcast on television, audiences skyrocket. Nowadays it is no longer so true: Telecinco broadcast it a couple of days ago and the result It wasn’t spectacular.. In any case, not even the film by Richard Gere and Julia Roberts has come to live up to what is the greatest milestone in television cinema: the most viewed film in history in Spain has nothing Hollywood about it. Neither cathete nor cathete. On January 14, 1992 (that is, with the private ones already at full capacity, but still unable to stand up to depending on the customs of the Spanish viewer), the broadcast on La 1 of ‘Cateto a port’ had an average audience of 10,078,000 viewers and a stratospheric share 60.5% (for comparison, the final of the last Copa del Rey, the most watched in years, it didn’t reach 50%and the daily program that exceeds 15% is rare). Tremendous landism. ‘Cateto a port’ is a 1970 Spanish comedy starring Alfredo Landa. In it, a simple young man, after multiple attempts to avoid military service in order to take care of his little brother, ends up joining the Navy, having to face multiple difficulties due to his lack of experience. The film uses simple humor for all audiences, contrasting the naive protagonist (the recruit Cañete, whose name will soon become iconic) and the highly regulated environment of the Navy. All seasoned, of course, with its mild military propaganda, showing the modernity and friendliness of the institutions. Why do you like ‘Cateto a port’? His conciliatory tone, so typical of the last years of the Franco dictatorship, guaranteed him notable box office success, and above all, as with other stars of the time such as Paco Martínez Soria, the favor of the public. Its comedy of manners with a very friendly tone makes ‘Cateto a port’ very digestible by audiences of all ages, just what brought ten million people to the television screen. The most aggressive landismo was yet to come, full of plots with Spanish boys chasing Swedish women among images of medium intensity eroticism. It would be inaugurated, precisely, that same 1970 with a film by the same director, ‘You will not desire the neighbor on the fifth floor’. Relative milestone. Of course, we are talking about an absolute record… since there have been measurements, something that started in Spain in 1986. In 1992, audiences had already atomized due to private ones, so it is possible to think that in the seventies and eighties, when the population’s primary entertainment was television, the audiences for other films (or even this one) could have been much larger. Before measuring with audiometers, The audience was measured through the General Media Study (EGM) since 1968, which used interviews to estimate consumption. Other successes. There are only four feature films registered that have exceeded 9 million on average: the humorous western by Clint Eastwood and Shirley McLaine ‘Two Mules and a Woman’, with 9,598,000; the tremendous ‘The Priest’s Son’ by Fernando Esteso, with 9,287,000 spectators; We were talking about ‘Pretty Woman’ and there it is, with 9,223,000 viewers; and finally, ‘Dirty Dancing’ with 9,110,000 viewers. Be careful, because they are all broadcasts from 1992 (with the exception of ‘Pretty Woman’, from 1994), which suggests that, despite the arrival of private broadcasts, there was a general increase in people watching television in the early nineties.

Spain wants us to buy electric cars that are manufactured here. And it has just released another 400 million euros for it

October 9, 2025 by usatoday24

2035. That is the date that Europe has marked on the calendar as the end of the sale of new gasoline and diesel vehicles. Despite the voices against it, the EU believes that removing the combustion cars and reduce emissions of those sold until then is the way to get the decarbonization goals. Spain has to join this initiative and, to do so, it has just added 400 million euros more to the PERTE VEC project. Because the future of mobility seems to be electric… or it won’t be. PERTE VEC. The Strategic Project for the Recovery and Economic Transformation of the Electric and Connected Vehicle, or PERTE VECit is a initiative which was approved in July 2021 with the aim of creating a favorable Spanish ecosystem for the development and manufacturing of electric vehicles. It is a program that foresees a total investment of more than 24,000 million euros with a public contribution of more than 4,000 million and, the rest, private investment. And the objective is that: to help companies see Spain as an interesting ecosystem to carry out the vehicle development and manufacturing process. This includes production, but also innovation and research in components, batteries and other technologies associated with the electric vehicle. 400 million more. With this objective of facilitating the green transition of the automobile fleet, the Ministry of Industry and Tourism just launched the fourth call of the PERTE VEC. In total, 400 million euros more to give value to this production chain, which are divided into: 250 million euros as repayable loans to a fixed interest of 2.8% and a term of 10 years. 150 million euros in direct subsidies. New call. Companies that wish to do so have from October 14, 2025 to October 24 to register. These 400 million are a fraction of the total of PERTE VEC IV, which has a budget of 1,250 million euros that will be released in successive phases. And no, it is not a program like the MOVES III, which directly concerns the consumer: the PERTE VEC is focused on companies. A limitation is that they cannot be public sector companies and must have demonstrated capacity to carry out their projects. Complying with this, the beneficiaries can be all those companies with their own legal personality in our country that carry out activities related to the development of electric vehicles. This implies that they do not have to be the big brands, but also companies that manufacture batteries, electrical components, charging systems or even those that develop software. Chinese brands included. As long as they meet the requirements, Chinese companies can also benefit from this. The Asian giant saw before many others the importance of the transition to electric as a way to support the achievement of decarbonization objectives and, in fact, this European ambition is something that we have been witnesses for months. The objective of measures like this is, precisely, that value chains are established in our territory and that companies are not limited to bring your cars on big ships from china either simply to assemble them in Europebut to make them here. And an example that Chinese companies are welcome was the formal invitation from the Ministry of Industry to the Chery company to present its application to the PERTE VEC. Image | Stellantis In Xataka | The biggest electric car explosion in Europe is called Belgium and there is a good reason: the State pays for the car

Using the WiFi on the train in Spain is the worst. The question is why there is so much difference compared to the rest of Europe

October 9, 2025 by usatoday24

If you have to work from the train and need WiFi, good luck. In some areas, even mobile data is useless, making the experience a real torture. It is no wonder, and Spain has one of the worst railway WiFi network infrastructures in all of Europe. According to an Ookla studiothe median download speed on Spanish trains reaches just 1.45 Mbps, compared to 64.58 Mbps in Sweden, which tops the list. At least we are above the United Kingdom or the Netherlands. A multi-layered problem. It’s not just a bad WiFi connection inside the carriage. The main failure, according to the study from Ookla, is in the “backhaul”, that is, in how the train connects to public mobile networks from the roof. Most European countries, including Spain, depend on “incidental” mobile coverage: the antennas installed by operators are designed to serve population centers, not specifically trains. The result is dead zones, constant signal drops and insufficient bandwidth when the train runs between cities. Average unloading speed on European trains. Image: Ookla Outdated technology on board. Inside the car, the panorama doesn’t help either. Although the study does not detail specific data for Spain, countries with similar performance such as the United Kingdom still maintain more than 50% of their connections on WiFi 4, a 2009 standard, and 38% use the 2.4 GHz bandmore prone to interference and congestion. This combination of outdated technology limits the experience even when the outside connection is decent. Sweden solves the puzzle with politics. In Sweden, the case is interesting because it dismantles the complicated terrain argument. Until the beginning of 2024, its trains offered speeds of just 2 Mbps. In the second quarter of that year there was a structural leap: the PTS regulator allocated public funds for neutral infrastructure in tunnels, imposed rail coverage obligations in the 2023 spectrum auctions and identified 45 tunnels and 630 kilometers of track with poor coverage. In just one year the speeds multiplied by more than 30. Average upload speed on European trains. Image: Ookla In Switzerland the model is different, but effective. This country, which is positioned in second place according to the Ookla ranking, has a different structure. And instead of universal WiFi on board, its operator SBB offers “FreeSurf”, a system that allows passengers with a Swiss SIM to use mobile data without consuming their rate while traveling. Bluetooth beacons in the carriages detect the device and the railway operator assumes the cost with the telcos. This avoids the bottleneck of shared WiFi and allows investment to be concentrated on improving the mobile network layer in the corridors. The problem is that it only works for residents with a local SIM. France invests in dedicated network. France built a specific network for railways on routes such as Paris-Lyon, with base stations every 2-3 kilometers, antennas facing the track and special systems in tunnels for trains that travel at 300 km/h and change cells every 15 seconds. Although the study places France In an intermediate position (19.12 Mbps), it continues to be well above Spain. Median latency of European countries compared to Taiwan. Image: Ookla Modern trains are Faraday cages. Part of the problem is structural. And how mention study, current railcars incorporate low-E glass with metallized coatings that block mobile signals more than a layer of concrete, according to tests carried out by the British Department of Transport. Germany has invested 50 million euros in laser treating 70,000 windows of 3,300 carriages to make them permeable to radio frequencies. Belgium abandoned a 173 million euro on-board WiFi plan and preferred to invest 40 million in modifying the windows of its trains. Asia prioritizes mobile over WiFi. In Japan, South Korea and Taiwan, the approach is different, as they invest in dedicated mobile data coverage on roads and tunnels, and treat WiFi as a secondary service. According to the study, Taiwan leads in latency (13 ms) and already deploys WiFi 6 on 20% of its rail connections. Its download speeds (8.1 Mbps) far exceed those of Spain, although they are far from the European leaders. The Japanese government, for example, has subsidized since 2020 the installation of cellular systems in all tunnels in the Shinkansen. satellite internet. Just like mention the study, operators such as ScotRail, SNCF, Trenitalia or PKP Intercity are testing terminals starlink and OneWeb on rural or coastal routes where ground coverage is insufficient. The strategy is not to replace mobile coverage, but to join both connections through onboard SD-WAN gateways. There are still limitations, as certified rail terminals are still in short supply, they do not operate in tunnels and the operational cost remains high if data is used intensively. In Xataka | How to share the data connection of your Android mobile or iPhone with an Internet access point

Spain wanted Ryanair to pay it 107 million euros. Now Europe responds: sanctioning file against Spain

October 9, 2025 by usatoday24

Airlines have limited “freedom to set prices.” At least that is what the European Commission, which has sanctioned our country, believes. It did so with a statement published yesterday, Wednesday, October 8, in which it clarified that the Air Navigation Law prevents airlines from charging for this service. The decision is also a hard blow for Spain’s role in its open judicial fight against Ryanair. The European Commission. She was the last to give her opinion. And he has done it in the worst possible way for Spain. In a public statementthe European entity confirms that it has opened a sanctioning file against our country when it understands that it is taking measures to restrict the freedom of airlines to charge for a service to which they are entitled. That right is to charge for hand luggage, a service for which Spain has already imposed a sanction on five airlines. The cost of that punishment was close to 180 million euros and Ryanair was the company most punished, receiving a fine that exceeded 107 million euros. According to the European Commission, these sanctions also fail to comply with Community regulations. Right. According to the European Commission: “Spain’s National Air Navigation Law does not allow airlines to subject the carriage of carry-on baggage to an additional charge, restricting the freedom of airlines to set prices and differentiate between a service that includes the right to a larger carry-on baggage allowance, and a service that does not offer that possibility and simply provides the smaller allowance that constitutes a necessary aspect of the carriage.” From Europe, therefore, it is understood that Spanish airlines are allowing the minimum necessary luggage that is mandatory to pass through completely free of charge. On the contrary, it considers that our country is preventing charging for larger packages and that, therefore, companies are prevented from charging more for the service and are forced to abandon this income option. “Reasonable”. The problem right now is that there are no established bases for what is or is not considered “carry-on luggage.” The Court of Justice of the European Union noted, as stated in the European Commission’s own statement, that hand luggage “should, in principle, be free as long as it meets reasonable requirements in terms of weight and dimensions, and complies with the applicable security requirements. Hand luggage that exceeds such reasonable requirements is subject to price freedom.” But what is reasonable? For the European Union, companies like Ryanair already complied with their previous measurements of 40 x 25 x20 cm (expanded to 40 x 30 x 20 cm last summer). For Spain, however, that size or a smaller one does not allow the transport of basic belongings and does not meet those “reasonable requirements in terms of weight and dimensions.” Justice. That same debate, in fact, has been experienced by the fined companies themselves in our country. First because they have received some of the higher economic sanctions on companies in the history of Spain. And, second, because not even the Spanish Justice has shown a clear criterion when deciding whether companies or consumers are right. In SevilleFor example, Ryanair won a lawsuit against a consumer who was charged at the boarding gate for not having checked luggage on time. In Salamancait was the consumers who beat the company for the same reason. A setback for Spain. The decision of the European Commission is a hard setback for Spain, although it was expected. The Transport Commissioner of the European Union himself, Apostolos Tzitzikostas, received the CEO of Ryanair personally a few days ago. Pablo Bustinduy, Minister of Consumer Affairs, preferred to attend to him remotely by video call. The company had also threatened to take the legality of the fine imposed in our country to the European courts. Now, it has the backing of the European Commission should the matter go to trial. For Bustinduy: “the charge for hand luggage represents a conflict between the interests of the large airline industry, which profits from these practices, and the rights of consumers. Unfortunately, today the Commission has decided to position itself on the side of the interests of the multinationals,” in words reported by The Country. An interested movement. As we already told a few weeks ago, the European Union is seeking to reach an agreement on the minimum measures for hand luggage. Both the European Commission and the European Parliament are deciding what minimum measures are imposed. However, until now measures have been put on the table that were almost identical to those offered by Ryanair and other companies low cost. The Irish company also subscribed to the decision of Airlines for Europe (A4E), an association of airlines including Ryanair, to confirm that increased the minimum size allowed in their cabins at 40 × 30 × 15 cm. They are measures slightly lower than those that Ryanair has ended up adopting and similar to those sought by the European Union, in what is a clear nod to those who have defended these latter positions. What happens now? With this file, the European Union gives our country a period of two months to adapt national legislation to European regulations or to give a reasoned response to it. If the changes are not implemented or the response is not considered sufficiently reasoned, the European Commission may issue a reasoned opinion. This is the second formal phase of the procedure and if Spain maintains its positions, the case can be referred to the Court of Justice of the European Union. Photo | Niklas Jonasson and Andrijana Bozic In Xataka | Michael O’Leary, CEO of Ryanair: “I don’t want the money. Let them fly without suitcases”

Spain has become the first European country to break the gas. The only problem is that the invoice says something else

October 8, 2025 by usatoday24

At first glance it seems a contradiction: we produce more solar and wind energy than ever, and yet The invoice continues. Sometimes it seems that everything returns to the same thing: gas. And, in part, it is true. The gas continues to enter every night to sustain the electrical system when the sun falls. But behind that reality there is another less visible: Spain is getting the structural link between electricity and fossil fuels. Reducing the power of gas. According to an Ember analysisthe influence of gas and coal in electric prices has been reduced by 75% since 2019. In the first half of 2025, the gas only determined the price of light 19% of the time, compared to 75% of six years ago. The result is overwhelming: the wholesale price of electricity in Spain was 32 % lower than the European average. While Germany or Italy have barely reduced the influence of gas by 12%and 13%, respectively, Spain has done it in 75%. It is a much faster jump than in any other large European electric market. Spain stopped the power of gas and coal, becoming one of the cheapest markets in Europe This fall reflects a deep transformation of the system. The country has made renewable energy – more cheap and stable – progressively replace gas and coal in pricing. So why don’t you notice the invoice? The answer, as we will see, has to do with the network, the storage and a blackout that changed the rules of the game. An exponential growth. Since 2019, Spain added more than 40 GW Of new wind and solar capacity, which has allowed the renewables to cover 46 % of the electrical demand in the first half of 2025. In that same period, the generation with gas and coal fell to 20 %, compared to more than 40 % that still register Germany and Italy. This transformation has had a direct effect on the market: gas and coal are barely marked the price of light. “Spain has broken the dire bond between electricity and fossil fuels”, summarize Chris RossloweEmber analyst. However, this technical achievement does not mean that the system is free of shadows. The imperceptible success. Here comes the less encouraging part. The problem is not only how much it costs to generate electricity, but how the system remains stable. After the blackout of April 28, 2025, Ree adopted an “reinforced” operational modeactivating more combined gas cycles to stabilize the network. That strategy avoided new cuts, but had a high cost. The use of gas for network services – as voltage control or frequency regulation – doubled in May 2025 compared to the previous year. These services went from representing 14% of the final price before the blackout at 57% that month, According to Ember. In addition, the missing renewable energy (Curtailment) It tripled after the blackout, moving from 1.8% in the two years prior to 7.2% between May and July 2025. In practice, a part of the clean energy generated is lost because the system cannot manage it. A power with bottlenecks. Despite being a renewable power, Spain only invests 30 cents in electrical networks for each euro allocated to renewables, compared to the 70 cents on average in Europe, As the report explains. And although it is the fourth largest electrical market of the continent, it occupies the 13th position in battery capacity, with just 120 MW installed. In some points of the network, Ree has recognized losses of up to 30% of the renewable generation due to lack of infrastructure. This imbalance prevents the clean energy from fully taking advantage of and forces to resort to gas as support. As we have pointed out in Xatakathe system is still vulnerable and rigid: only one in ten new facilities manages to access the network. After the blackout. The blackout marked a before and after. Although European experts have published A factual report, the official report is not expected until the end of the year. Following that episode, the government approved Royal Decree-Law 7/2025with measures to reinforce the network, encourage storage and make access to hybrid facilities. Although the text was rejected by Congress on July 22, part of its measures are being applied by other ways. Among them, As Ember points outthe incorporation of eight synchronous compensators – devices that stabilize the tension without using fossil fuels – and the impulse of 2,600 MW of new batteries, of which 340 MW already have permission. The Executive also plans to launch capacity auctions before 2026 to keep gas plants operational while structural solutions are displayed. But the message of the sector is clear: it will take time, investment and brave political decisions. The European Energy Laboratory. The Spanish case has become a mirror for the rest of the continent. It has shown that growing in solar and wind reduces the wholesale price and gas dependence, but also that without network and storage investment the benefits do not reach the consumer. In Brussels and in neighboring markets, Spain’s example is closely followed as a transition model: a country that has reduced its fossil dependence without sacrificing competitiveness, but still fights to transfer that advantage to the citizen. In Rosslowe’s words: “Spain has shown the way, but to keep it you need to invest in clean flexibility and modern networks.” Electricity is already cheaper to produce. It is also necessary to pay. Image | Freepik Xataka | In his career for the total domain of the solar panels, a rival has come out: the Spanish Perovskita

Google launches its AI mode in Spain and with it, a new way of searching on the web: this is how you can activate it

October 8, 2025 by usatoday24

Google has begun to roll out its AI Mode in Spain, an update that transforms the traditional way of searching for information on the Internet. Once we have access to this mode, we can make all types of queries through natural language and the search engine will offer us complex and elaborate answers on any topic through its AI. The operation is similar to the summaries that Google already offers when we make a query, only this mode transfers that entire experience to your search engine. We tell you all the details. What exactly is AI Mode. This is the most advanced search experience Google has launched to date, powered by its Gemini models. Just like explains the company in its press release, appears as a new button on the results page and in the apps for Android and iOS. Unlike traditional search that displays a list of links, AI Mode generates direct and detailed answers to queries, although for now it remains optional, as the user must press the button to activate it. To test it, you can use this linkalthough you may not have it enabled yet and may have to wait a while. Why the way you search changes. According to Google, this tool is designed for exploratory questions without a single, direct answer. In the United States, where it was launched in March (and by then we were able to try it), Google claims that users ask questions two or three times longer than in conventional searches. The company gives the example of doing the following search: “I want to understand the different methods of brewing coffee. Make a table comparing the differences in flavor, ease of use, and equipment needed.” Once the answer is obtained, we can continue the conversation, such as: “What is the ideal grain thickness for each method?” In this way, the system maintains the context of the conversation and allows you to delve deeper as you go. The operation is very similar to what many AI models already offer, such as ChatGPT internet search or dedicated AI search engines like Perplexity. This is the answer to all those tools of a Google that refuses to lose the leadership of what it was known for. How it works inside. As the company claims, AI Mode uses a query decomposition technique: it divides the question into several subtopics and launches multiple simultaneous searches on the web. This, according to Google, allows you to access more specialized and relevant content than with a traditional search. The results are presented with small buttons at the end of each paragraph that link to the web pages used to generate the answer. In our tests a few months ago we were already able explore in detail the operation of this system, a search mode that was inevitable to see given the proliferation of more and more tools with generative AI technology. The results were quite promising and the system offered a great level of richness in its responses. AI Mode is an instant way to get complex answers while the system crawls the entire web to deliver them to you. Multimodality as an advantage. One of the notable features is that it supports different input formats: text, voice and images. Users can, for example, take a photo of a menu with their mobile phone and ask about anything, or use the microphone for voice queries. This versatility is typical of models such as Geminisince from its dedicated app we can also opt for this type of responses through all types of inputs. The real novelty here is that the experience that Gemini gives us is transferred to Google’s main website, something that represents how committed the company is to offering AI experiences to its users. The global deployment. The launch includes 36 new languages, including Spanish, and nearly 50 new countries and territories, reaching more than 200 in total. Its arrival in Europe is especially significant, since Regulation around AI is much stricter than in the United States. The good news is that the service is free and will be progressively activated for all Spanish users in the coming days. An inevitable debate. This launch is not without controversy. Some media outlets in countries where it is already available have reported traffic drops of between 20% and 60%. The falls too have been important even with the arrival of Google’s AI summaries. And if the AI directly answers the user’s question, why visit the original website? Obviously, from Xataka we will tell you that nothing has more value than what is processed, thought and written by a human. However, Google argues that clicks from AI Mode are of higher quality because “users then spend more time on the pages they visit”, although the truth is that it is not a very hopeful answer for media that depend on a certain volume of visits to generate income. The company has also not yet proposed financial compensation for the pages it uses as a source of its responses. What’s coming now? Google assures that it will continue improving the system, recognizing that “we will not always get it right” as it is an AI product in its initial phase. Now we just need to know the reaction of the global public and know if this really is the definitive way to search on the web. We will also be aware of the impact this has on traffic, which has already left its mark since its initial test in March. In Xataka | OpenAI is the King Midas of the stock market: everything it touches skyrockets

Behind this year’s Nobel Prize in Medicine there is a whole lesson in scientific policy for Spain and it does not seem that we are going to learn it

October 8, 2025 by usatoday24

The Nobel Prizes arrive and, like every year, the media they are filled with reports on why Spain resists the great scientific awards of the contemporary world. And it is not a lie: the last Spaniard to win one in science, Severo Ochoa, did so 66 years ago. Being a relatively important country internationally, it is a real problem. What we did not suspect is that the Karolisnka Institute was going to make it so clear how ‘real’ this problem is. A little highlighted detail. At this point in the week, the history of the 2025 Nobel Prize in Medicine It has been counted as active and passive; But there is a detail that is worth dwelling on. In the late 1980s and early 1990s, Shimon Sakaguchi discovered a subset of T lymphocytes that did not attack anyone or anything. They were a kind of “riot police” of the immune system: they suppressed the activity of other T lymphocytes. The discovery was momentous, but what came next was an enormous silence. Silence? But they just gave him the Nobel Prize! They just gave it to him now, but it was not a bed of roses. Sakaguchi’s idea made sense, but no one was quite clear why that was happening. And, in fact, many people were vehemently against his theses. It took almost a decade for two different teams to reach the same conclusion: the Japanese researcher was right and the key to everything. the problem was in the FOXP3 gene. It seems like a minor issue, but “this double discovery, the cellular discovery of Sakaguchi and the genetic discovery of Brunkow and Ramsdell, has completely changed the paradigm of immunology and has opened two great therapeutic avenues with immense potential.” The relevant question in Spain. This is all very well, but the really relevant question for our country is why in 2020, when the Nobel Prize in Chemistry awarded CRISPR, it did not follow the same logic. Because yes, there are big differences between one discovery and the other: while the former rewarded the technological tool, this one has rewarded the discovery of the fundamental scientific bases. But it is not lost on anyone that the narrative of the award is not just an explanation: it is a framework that justifies inclusions and exclusions. The “forgetfulness” of the 2020 Nobel Prize. Francis Mojica himself he explained to us that “when we discovered CRISPR, I said to myself: “this is going to be crazy in biology” and then absolutely nothing happened.” In fact, that “nothing” lasted for many years. Years in which CRISPR seemed like a scientific curiosity without much importance and working on the subject, as Mojica did, was seen as an eccentricity. And finally, when the award came, it focused on “the development of a gene editing method (CRISPR-Cas9)” and was awarded to the two researchers who discovered that we could use the mechanism to our advantage; but no one remembered the person who discovered this mechanism. And it would be naive not to ask ourselves why. Even if we cannot know what really happened (the prize selection process has been hidden for 50 years), it is a good time to compare the abysmal differences between the research policy of Spain and that of Japan. While in the country of the rising sun, it has been investing in “scientific diplomacy” since the 90s; while Spain has made some isolated effort, yes; but insufficient. This is not about creating intricate conspiracy theories. It is clear that we will not be able to say what would have happened if Francis Mojica were Japanese, but we can ask ourselves what extra-scientific factors intervene in this type of awards and what Spain is doing to value its contribution to current contemporary science. That is, not only what resources are dedicated to research; but what is Spain’s ‘soft-power’, what resources does it put to make our researchers visible, to spread favorable stories or to amplify the work of our teams. The answer to all this, I’m afraid, is “too little.” Image | Ryan Faulkner | Daniel Prado In Xataka | A Nobel with 30 years of history: the discovery of the “peacekeeping gene” that controls our defenses is the 2025 Nobel Prize in Medicine

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