speed

In the battle for high speed in Italy, someone has passed Renfe on the right. Someone called France

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SNCF will compete for the Italian high speed network from September 2027. For a few weeks now, the French company has had the go-ahead to operate on the Italian network and stand up to the state company Trenitalia and the private company Italo. With this movement, France once again gets ahead of Renfe. Although it’s not all bad news. What do we know? The SCNF company, the public railway entity in France, will compete for high speed on Italian soil from September 2027. At least, those are the deadlines according to their latest announcement which specifies that the corridors they can use have already been assigned. In his statementSCNF explains that its trains will offer up to 13 round-trip services on the Turin – Naples and Turin – Venice corridors. The company boasts that this new activity on the lines will result in the creation of 4,000 jobs with the addition of direct and indirect workers. What does it offer? With its proposal, the French company ensures that the Italian railways 15 TGV M trains will be available. They are Alstom trains that the company has not yet been able to test because deliveries have been delayed in recent months. They hope to have them in operation first in France starting next July on the Paris-Lyon-Marseille line. The trains have had to be modified slightly since much of the Italian high speed It does not allow driving at more than 200 km/h. The company will offer four round trips on the Turin-Venice and nine on the Turin-Naples. This last corridor is key because it passes through cities like Milan, Florence and Rome, which is undoubtedly a very juicy cake for a company that intends to gain volume in the coming years. A tough battle. SCNF’s landing comes after a battle in the courts. They explain in the French media that Italy has tried to torpedo the company’s attempts to compete with Trenitalia and Italo. According to these media, the Italian subsidiary of the company has been in an open battle since 2021 with Italian Railway Rete (RFI) that manages the Italian roads, would be the Italian Adif. After numerous disagreements, the Italian subsidiary of the French company ended up denouncing RFI to AGCM, the body in charge of ensuring free competition in the transalpine country. Finally, this body has given the approval so that SCNF can compete with local companies on its roads. To compete, the French company will once again bet on offering lower prices and they assure that the medium-term objective is to gain 15% market share. In the French mediain fact, Spain is pointed out as the example model that SCNF wants to implement in the Italian country, trying to maximize trips on already consolidated routes. And Renfe? Renfe also has its own plans in Italy and although it has not been officially confirmed that it wants to make the leap to high speed, the truth is that the Spanish company has been taking positions that give us an idea of ​​the extent to which it wants to offer this service. And it is that Renfe bought 33% of Arenaways in 2024an Italian company that provides railway services. Of the rest of the shareholders, the Spanish Serena Industrial Partners It also has 33% so most of it is Spanish. This purchase has allowed Renfe to operate the Cuneo-Saluzzo-Savigliano regional line from 2025 and will do the same with the Ceva-Ormea line when the works are completed. But, furthermore, in Expansion They already pointed out then that the company has certifications to operate throughout the Italian network, which should facilitate the arrival of Renfe to the high-speed corridors. Spain-France-Italy. The triangle formed by Spain, Italy and France is leaving us with an intense battle for European high-speed services. In our country, the roads have been opened to Ouigo (SCNF) and Iryo (Trenitalia) and the battle has even reached the use of workshops. In Italy there has been an attempt to torpedo the entry of SCNF but after four years of fighting, the French company has ended up receiving the go-ahead to take its trains to compete on the Italian expressways. Renfe, at the moment, has not confirmed plans to take this step and only operates on regional trains. In France, Renfe has complained that the neighboring country is creating innumerable obstacles to reaching Paris, a key objective when it comes to offering a profitable high-speed service to the north of the Pyrenees. Trenitalia, however, Yes, it has managed to operate in France connecting Paris with its large local cities. Leisurely. All in all, it must be taken into account that Renfe’s forays abroad are not reaping bad results as far as its accounts are concerned. Last year he managed to invoice 20 million euros with the AVE of Meccawhere it moved 10 million passengers, like main promoter of Renfe International Projects. There, Renfe has high-speed services running but its projects outside our borders They are varied. It operates, for example, on the regional train network of the Czech Republic and on Rail Baltica (Latvia and Estonia) and It is also part of what is known as the Mayan Train. Photo | Fernando Meloni and Phil Richards In Xataka | There is a fight between the railway operators to get the best drivers and Renfe is winning it

China is manufacturing missiles at an unprecedented speed. And the final objective is not Taiwan, it is another island 3,000 km away

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In the early 2000s, many Chinese technology companies they became famous manufacturing thermal cameras, fiber optics or cheap electronic components for the civilian market. Two decades later, several of those same companies appear linked to one of the most ambitious military programs on the planet. Xi’s missile factory. Reuters counted in an extensive report that China is manufacturing missiles at a speed that is beginning to transform entire sectors of its economy. What for years was a relatively opaque military ecosystem is becoming a gigantic industrial chain where dozens of private and state companies are skyrocketing income thanks to the accelerated rearmament promoted by Xi Jinping. The most revealing data is not only the increase in chinese arsenalbut the number of companies that already partially make a living from it: manufacturers of infrared sensors, fiber optics, stealth coatings, 3D printed metals or specialized electronic systems are registering record profits while much of the Chinese economy is going through much more serious difficulties. Beijing has achieved something that few countries have achieved on this scale: merge civil and military industry to the point of converting missile development into a strategic economic engine. The real target is further away than Taiwan. The island constantly appears as the center of any possible conflict in Asia-Pacific, but depending on the mediumthe Chinese missile deployment points to something broader. Beijing not only wants the ability to invade or blockade the island, it wants to prevent the United States from being able to intervene effectively. And there appears the true strategic objective located about 3,000 kilometers away: guam. As we have counted At other times, the island functions as one of the main US military nodes in the Western Pacific, a huge air, naval and logistics platform from which Washington could sustain operations around Taiwan. That is why China has been developing systems specifically designed to threaten it for years, like the DF-26known precisely as “Guam Express”. Chinese military logic is relatively simple: If it manages to put Guam at risk, it greatly complicates the US ability to project power near its coasts and breaks one of Washington’s great strategic advantages in the region. Economy oriented to manufacturing war. Plus: Xi’s program does not depend solely from state giants such as China Aerospace Science and Technology Corporation or China Aerospace Science and Industry Corporation. The most striking thing is how civil companies seemingly normal have ended up integrated into the Chinese military ecosystem. Some began manufacturing thermal sensors to detect fever during the SARS epidemic and today produce components for missiles and military drones. Others develop fiber optics for precision navigation or stealthy materials capable of reducing radar detection of aircraft and projectiles. The result is an industrial structure that is extremely difficult to isolate through sanctions, because many of these companies operate simultaneously in civilian and military markets. The United States has been trying to limit Chinese access to advanced chips and sensitive technologies, but Beijing has responded by expanding an increasingly extensive and autonomous national network of suppliers. The effect of the war on Iran. The war between the United States and Iran has further reinforced this arms race. While Washington consumes part of its missile and ammunition reserves In the Middle East, China is carefully observing how modern wars are becoming conflicts of industrial attrition where the ability to manufacture and replenish weapons quickly begins to be as important as the individual technological quality of each system. That is where Beijing believes it has an advantage. The reason? China already has of thousands of missiles ballistic and cruise able to cover much of the Indo-Pacific, and the expansion rate it’s still huge despite the purges internal affairs within the Chinese Army and the investigation of senior commanders for corruption. In some ways, Xi seems to be preparing the country for a prolonged scenario of military competition where whoever manages to keep production lines open the longest will survive. The new global race. All of this is happening while much of the planet simultaneously accelerates its rearmament. France, South Korea, USA either Japan are increasing production and military spending, but the Chinese case stands out for its industrial dimension and by the speed at which it evolves. Beijing not only increases the number of missiles, it also develops new hypersonic generationsexpands its nuclear arsenal and tests systems capable of threatening aircraft carriers, air bases and targets thousands of kilometers away. The big concern in Washington is that China is approaching a point where it can sustain a conflict long thanks to a combination of mass production, relatively low costs and enormous integration between civil companies and defense. That is why the growth of the missile program China is beginning to be interpreted less as simple regional rearmament and more as the silent construction of an economy prepared to compete militarily with the United States on a global scale. Image | CCTV In Xataka | The YJ-20 has just entered the scene at the most delicate moment: China has launched its hypersonic missile against the US and Japan In Xataka | China is beating the US with a simple strategy: manufacturing hypersonic missiles at the price of a Tesla

The dogs of La Rioja are turning industrial estates into Need For Speed. The Civil Guard has not been amused

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The Civil Guard has been dismantled in La Rioja a modified vehicle hangout whose drivers had a very clear intention: to organize illegal races and perform different illegal maneuvers (skidding, acceleration, etc.) as an exhibition. Although they enjoyed the plan for a few hours, the party ended with 120 people identified, 25 sanctions and crimes such as possession of weapons and driving under the influence of drugs. The Spanish Fast and Furious. A meeting spread through social networks, with the presence of influencers and with more than one hundred participants from several autonomous communities. The Civil Guard had been monitoring the call for weeks, articulating both an intervention operation and a preventive surveillance and control device in various industrial estates in the region. Real images of the meeting, broadcast on the internet. burning wheel. According to the authorities, the agents observed exhibition maneuvers such as skidding, sudden accelerationsburning tires, near the public parking lot of one of the shopping centers in La Rioja. In nearby industrial estates, drivers were detected carrying out illegal races, who are now being investigated for crimes against road safety. It’s not something new. This same weekend the Civil Guard has investigated three people for participating in an illegal vehicle race in the Villaluenga-Yuncler industrial estate, in the province of Toledo. The operation was part of an operation that is underway since Februaryand that has already claimed several arrests for illegal races in the area. Last March Traffic officers detained 33 drivers for the same reason, in the industrial estates of Lleida. Andalusia is not spared either, where recently A gathering was dismantled in one of the main avenues of the city. what’s happening. Nothing that hasn’t been happening for decades. Since the early 2000sillegal racing remains alive in Spain. Modified car hangouts are not a random crime: they are a subculture that has been outside the law for years and that, with the arrival of social networks and messaging apps, has it even easier to attract followers. What for decades was an invisible counterculture, confined to polygons and internet forums, is now announced on social networks, filmed live and exposed more than ever. And if not, tell that to the guy who asked his partner to marry him in the middle of a car meetup… and ended up seriously run over. In Xataka | Saudi Arabia believes the world deserves an F1 circuit on par with Mario Kart. So it’s being built

China is building a tunnel under the sea for its high speed. It has already reached a record depth

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Under the seabed, dozens of meters deep, there is a work that is progressing with a minimal margin of error. It cannot be seen from the surface, but it is part of a railway infrastructure key in southern China. According to CGTNthe country has reached a new milestone in the construction of a high-speed underwater tunnel: the excavation has already reached 113 meters under the seabed. The figure is not minor, because it places the work at a point where the geological conditions and water pressure significantly increase the technical difficulty. This advance is part of a much larger infrastructure that is taking shape in the south of the country. The 116-kilometer Shenzhen-Jiangmen high-speed line is designed to connect both cities in less than an hour, integrating into the rail corridor that runs along the Chinese coast. In this way, the project has entered a particularly demanding phase, in which the tunnel under the Pearl River estuary becomes one of the most technically complex points of the entire work. A section under the sea that concentrates the greatest technical challenge At the center of this phase of the project is the underwater infrastructure that requires refinement of each step. To execute it, the work relies on a large diameter tunnel boring machine developed in China. The machine, known as “Shenjiang-1”, has kept the excavation going continuously, even during festive periods such as Qingming. It not only drills the ground, it also allows progress while the interior lining of the tunnel is being built, a system that seeks to gain efficiency in one of the most delicate points of the route. From there, the challenge stops being just mechanical and becomes conditioned by the terrain. The TBM must traverse 13 different strata, with five types of composite geology and six fault zones along the route. These types of conditions force the operation to be constantly adjusted, because each layer can respond differently to the excavation. In this context, moving forward does not depend solely on the power of the machinery, but also on maintaining control in a challenging environment. Added to this complexity of the terrain is a less visible, but equally determining factor: the pressure of the water at those depths. The tunnel is planned to reach a maximum of 116 meters below the seabeda level at which hydraulic conditions become especially demanding for the machinery and the structure itself. To operate in this environment, the system uses a sludge circuit that fulfills a double function: on the one hand, it reduces friction at the excavation face and, on the other, it transports the extracted material to the surface, where it is separated and reused in the process. While the machine advances, the tunnel is not far behind. Just behind the excavation face, the teams are assembling the prefabricated concrete segments that form the interior lining. Each one measures around two meters wide and nine are needed to complete a ring in a structure that exceeds 13 meters in diameter. This system allows excavation and construction to progress at the same time, reducing time and helping to maintain the pace of execution. The magnitude of this work is better understood when put into perspective. Official information indicates that this section extends over 13.69 kilometers and crosses several waterways at the mouth of the river, located between Dongguan and Guangzhou. It is a key piece within a line designed to improve the connection in the Guangdong-Hong Kong-Macao Greater Bay Area. Beyond the depth already achieved, the project seeks to strengthen regional connectivity and support economic integration in one of the most active areas of the country. Images | CGTN In Xataka | Singapore is literally coming into its own: reclaiming 25% of land from the sea and turning wastewater into drinking water

a ship moves at the speed of a bicycle

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The war in Iran was supposed to blow up the world economy. However, as analyst Max Fisher points out in his recent explanatory videoIf we look out the window today, we do not see an apocalyptic landscape worthy of Mad Max. What we see is, simply, a somewhat battered economy. Were the catastrophic forecasts wrong? At all. The light we see through the window is “a mirage.” The war detonated like a distant bomb: we have seen the flash, but the shock wave has not yet reached us. To understand the reason for this delay, you have to look at the sea. A supertanker is a steel giant that measures four football fields long, carries millions of barrels and weighs more than a skyscraper. Due to its colossal dimensions, it travels at about 10 or 15 knots. That is, at the speed of a bicycle. Our global supply lines travel at the pace of a cycling peloton. When the conflict broke out and the tap was turned off in the Persian Gulf, There was still a huge amount of crude oil pedaling slowly and silently across the oceans towards Europe, Asia and America. This logistical inertia is what has created the false sense of normality that we experience today. A monumental traffic jam According to data from Bloombergthere are more than 800 vessels stuck in the Gulf, 70% of them loaded with crude oil and fuel. Guardian raises the number to 2,000 if we add freighters and cruise ships, with some 20,000 sailors on board trapped for almost a month and a half. The real impact on the numbers is scary. An investigation of Al Jazeera based on data from Kpler reveals that in just 40 days of conflict 206 million barrels have disappeared from the market. To give us an idea, that amount would fill 103 supertankers (VLCC), marine beasts that, when standing, would equal the height of the Eiffel Tower. Exports from Iraq have plummeted by 82%, and those from Kuwait and Qatar by more than 70%. So why are there no massive blackouts in the West? As Max Fisher explainsWestern governments, through the International Energy Agency (IEA)have released millions of barrels from their emergency reserves. This, added to financial speculators betting on peace, has kept prices artificially low. But these measures are “punctual tricks”, patches that will run out just when the last ships that left before the war reach their destinations. The ceasefire deception The announcement of a “two-week ceasefire” has given a small respite to the markets, but the reality is rather stubborn. In statements to Reutersthe director of the IEA, Fatih Birol, was blunt: the current crisis is “more serious than those of 1973, 1979 and 2022 combined.” Analysts agree that it is not enough to sign a piece of paper to get the machinery back on track. The column lex of Financial Times warns that the world has lost about 600 million barrels. Even producing an extra million barrels a day, it will take almost two years to recover pre-conflict inventories. Added to this is physical destruction. Iran and its adversaries have damaged vital infrastructure. As we have explained in XatakaQatar has lost 17% of its liquefied natural gas (LNG) capacity and could take three to five years to repair. The imminent result will be what economists call “demand destruction”which Fisher starkly illustrates: things won’t disappear, but there will be a lot fewer of them. We will see airlines canceling flights due to the prohibitive price of fuel, less fertilizers (which will make food more expensive), factories stopped and construction materials through the roof. Great collateral damage: debt This crisis does not only affect gasoline pumps. An analysis of Foreign Affairs alert of an invisible global threat: the debt. With energy prices rising, inflation will skyrocket, forcing the United States to raise interest rates. This could trigger a wave of massive defaults in developing countries, a tragic echo of the debt crisis of the 1980s. Unlike past crises, today rich countries also have no lifeline. Ruchir Sharma, in his opinion column for Financial Timespoints out that G7 governments carry debt levels greater than 100% of their GDP. They have literally “run out of political ammunition” to subsidize fuel for their citizens. So why not extract oil from somewhere else? Because, as the geologist interviewed by explains The Conversationthe Persian Gulf is a unique whim of nature. It concentrates half of the world’s oil and 40% of the gas in just 3% of the earth’s surface. It is irreplaceable in the short term. The Tehran toll: the lesser evil Faced with this impasse, a proposal that is as controversial as it is pragmatic has emerged: that Iran control the Strait and charge a toll of about 2 million dollars per ship. According to a report from think tank European BruegelAlthough this violates international law, it would make economic sense. The study shows that 85% of this toll would be absorbed by the Gulf producing countries themselves. For the average European or Asian consumer, it would only mean a few cents more per barrel. A lesser evil compared to a total blockade that enriches Russia with the rise in crude oil. The spring mirage in which we live has an expiration date. During these hot months, Europe and Asia should be filling their strategic reserves in the face of the cold. Instead, they are emptying them. As Max Fisher warns, when hundreds of millions of people turn on the heat in December and January, the real oil crisis will hit with full force. In the long term, we can see only one real way out: avoiding oil altogether. This war will make it clear to world leaders that depending on such a volatile region is an unaffordable risk, forcing a drastic acceleration towards electric vehicles and renewable energy. In the meantime, we will continue waiting. Because the hyperconnected and technological economy of the 21st century has just discovered, the hard way, that its heart … Read more

A millionaire has been fined 120,000 euros for exceeding the speed limit

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In Finland, breaking the speed limit can ruin your day. Above all, if you are a millionaire and they fine you for driving above the permitted limit. The latest example was experienced by Anders Wiklöf, one of the richest men in Finland, who was stopped by the police on March 22 after catching him driving at 59 km/h through an urban area of ​​Mariehamn, in the Åland archipelago, where the limit was 30 km/h. For exceeding 29 kilometers per hour, the police imposed a fine of 120,000 euros. ​The millionaire accepted it without question. Wiklöf is president and founder of Wiklöf Holding, a group of more than 20 companies with investments in logistics, aviation, real estate and tourism valued at more than 400 million dollars. When the police stopped him for speeding, he did not try to escape the problem. “The agents asked me if I wanted to take the case to court, but if I made a mistake, I accept it. They were polite and nice guys who were just doing their job,” declared to the local newspaper Nya Åland. Wiklöf will pay the fine for speeding without even appealing it, although he did take the opportunity to ask the Government that the money be used to cover the planned cuts in health, one of the hottest political debates of the moment in Finland. This unusual normality regarding the amount of the penalty is due to the fact that the Nordic country’s sanction system links the amount of the fines to the offender’s income. That is to say, for most mortals such a sanction implies ruin for life, for this millionaire it is little more than pocket change. Wiklöf has not learned his lesson. Despite the surprising amount of the fineit’s not the first time that police officers stop Wiklöf for speeding. The millionaire already accumulates four documented penalties for speeding: one of 95,000 euros in 2013, 63,680 euros in 2018, 121,000 euros in 2023 and this is 120,000 euros in 2026, which adds up to a total of 399,680 euros in those traffic fines alone. For these same violations, any driver in Spain would hardly have paid more than 600 euros in total, since the regulations in Spain establish a series of fixed penalties depending on the severity of the violation, but are not linked to the offender’s assets. Wiklöf himself already said it bluntly in 2013: “In Sweden they would have fined me about 450 euros. I don’t understand how I can be a bigger offender here than there, but the law is the law.” Nokia executives’ feet are heavy. The most famous case of this sanctions system Anssi Vanjoki starreda 44-year-old Nokia executive, who in January 2002 was traveling at 75 km/h on an urban road in Helsinki with a limit of 50 km/h. For exceeding 25 kilometers per hour, the authorities imposed a fine of 116,000 eurosfor years it was considered the highest traffic fine in history. Another Nokia executive, Pekka Ala-Pietilä, He also received a sanction of 35,000 euros for a similar violation at the same time. Vanjoki ended up appealing his fine, alleging a drop in income compared to the previous year, and got a reduction. In Finland, a fine can’t ruin you. No matter how high and disproportionate these fines may seem, in reality they will never cause the offender to go bankrupt. The key is in a calculation system in force since 1921. While in Spain everyone pays the same for the same offense depending on its severity, in Finland the police consult the offender’s previous year’s income database in real time and calculate the fine in days salary depending on the severity of the infraction. In this calculation, the monthly net salary is taken, the vital minimum of 255 euros is subtracted and divided by 60 to obtain the value of each “fine day” (Päiväsakko). The greater the speeding, the more days of fines are accumulated. For the majority of Finnish citizens, the result of this calculation translates into fines of between 30 and 80 euros for minor infractions such as those committed by Wiklöf. Astronomical figures only appear when the fined person is very rich. Despite the complaints of some affected (in 2015, millionaire Reima Kuisla threatened to leave the country after paying more than 50,000 euros for speeding), the model has great social support for consider it fair and proportional. A fine of 400 euros does not have the same deterrent character for someone with an income of 25,000 euros a year, than 25 million. In Xataka | In 2010, the owner of a Ferrari missed a radar in Switzerland at 137 km/h. He took home the most expensive fine in history Image | Unsplash (toine G)

build luxury cruise ships. And he’s doing it at full speed

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For decades, Europe has been without a doubt the world reference in the construction of cruise ships with four outstanding shipyards: in Italy, Germany, France and Finland. However, beneath those luxurious interiors hide ambitious works of engineering in the form of small (relatively) cities that navigate the oceans. China was already an authority in the construction of freighters and container ships, but cruise ships resisted it. three years ago timidly entered the sectorbut he is burning stages in record time. The Adora Flora City is almost ready. Last Friday the Love Flora City (in Chinese, Aida Huacheng), left dry dock in Shanghai. In short: only your test trips and final delivery are ahead of you on your roadmap, although tickets can now be reserved for their first cruises at the end of the year from Guangzhou. Everything is going as planned and at printing speed too: it was assembled in just nine months. This impressive luxury cruise ship has been built by Shanghai Waigaoqiao Shipbuilding Co. at the city’s shipyard and with Guangzhou Nansha as its home port. It is 341 meters long and 37.2 meters wide and inside there is capacity for 5,232 passengers, distributed in 2,144 cabins. Your design is inspired on the Silk Road and Lingnan culture, with floral motifs throughout the ship in a nod to Guangzhou. However, Huacheng is “City of Flowers” the nickname of Guangzhou. Why is it important. Because building a cruise ship is one of the most complex projects in naval engineering, which demonstrates its scarcity and the seniority of the classic European shipyards, and China has demonstrated both its technical power and its enormous learning capacity. And in what way: China has stepped on the accelerator on its learning curve. From the first to the second cruise it has shortened construction deadlines and reduced its external dependence, with a near date to be completely independent. Aid from the West has been a double-edged sword (for the West): it has helped create a competitor that, based on precedents in other sectors, can change the naval industry drastically. Context. Adora Cruises was born in 2015 as a joint venture between CSSC and Carnival Corporation, the largest cruise operator in the world. China provided shipyards and the market and Carnival provided its experience and the brand. But the pandemic disrupted plans, the relationship cooled and Carnival ended up withdrawing completely. When it was born, its goal was for the ships to be operated by the Asian division of Aida Cruises, a subsidiary of Carnival (hence its name Aida). At the beginning of this year, Adora integrated with other state operators under the China Cruises brand in a movement in which, although Adora maintains its recognizable name, it seeks to optimize its operational performance and consolidate its presence in the Chinese market. It is already an entirely Chinese project. The first cruise. He Love Magic City (Aida Modu) was the first large cruise ship manufactured entirely in China. Among its specifications, a length of 323 meters, capacity to accommodate up to 5,246 passengers on its 14 decks and 2,125 cabins with a style that combines Western with Chinese. In this case, assembling the helmet cost them a little more: 11 months. detaching from Fincantieri. But while for the Adora Magic City intensive technical support from the Italian shipyard Fincantieri, with the Flora City, Chinese engineering is almost on its own. The construction and coordination of work is now entirely Chinese. Ficantieri and the RINA classification society are still in the project, providing licenses, the design platform and some parts, but they are no longer supervising. What’s coming As reported by XinhuaLast Friday, China Tourism Group and CSSC signed a memorandum of understanding for the construction of a new cruise ship. Shanghai Waigaoqiao Shipbuilding plans to accelerate the construction of a cruise ship assembly base and already has in mind the date to deliver the first independent, that is, 100% Chinese, large cruise ship: in 2030. The idea is to pave the way to enter the mass production phase. In Xataka | We believed that the most incredible thing about megacruises is their size. It turns out that the real miracle is their kitchens In Xataka | From trips for honeymooners and retirees to Gen Z phenomenon: this is how cruises are being saved Images | Adora Cruises

A website has collected more than 1,000 speed limitations on Spanish trains. Adif has knocked her down

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They are called Dignitat a les Vies and they say they are “fed up with the mistreatment by Renfe, Cercanías and Adif.” The claim is clear: “we want a decent railway system.” And as a means of protest they had a website with all the speed limitations found on Spanish railways. They had it, because Adif has taken down the website. Cessation of activity. It is the title that heads a writing from Dignitat a les Viesa platform that until last Friday had an active web page in which all the speed limitations of Spanish railways were collected. The text reads that Adif has confirmed that the blocking of the page is derived from a previous complaint on its part, understanding that “the information on Temporary Speed ​​Limits (LTV) is ‘sensitive’ and cannot be known by the general public.” Listening to the road manager, the court has ordered the blocking of the website. What was shown? Simply, all the speed limitations present on Spanish roads. Supported by users and, above all, by machinists according to The Country, The association had a map where more than 1,000 incidents were recorded. The map, which Dignitat a les Vies assures has been replicated by the media (such as its own The Country) and has not been removed, showed public information that Adif refuses to provide in what they describe as “an act of paternalism. According to these users, “Adif is failing to comply with the current legal framework. In accordance with Law 9/2025 on Sustainable Mobility, Regulation (EU) 2017/1926 (MMTIS) – updated by 2024/490 – and Directive (EU) 2019/1024”, which requires them to make public “the data on the infrastructure and its restrictions.” And they emphasize that showing them “helps the user understand chronic delays.” The restrictions. As reflected in the newspaper The CountryIn Spain there are currently more than one mile of temporary speed restrictions active. This means that there are more than 1,000 points where drivers must circulate at a speed lower than the maximum speed permitted at that point in a generic manner. These restrictions are a consequence of actions on the tracks but also the consequence of continuous warnings by train drivers. And it is that, as they have confirmed to Xatakathe workers indicate with a report points that, in their opinion, should be reviewed or do not allow driving at the maximum speed required. Everything indicates that, after the Adamuz accident in Córdobathe zeal with these notices is greater than before. Train drivers also have the power to reduce speed at specific points if they so deem it necessary. These speed reductions must be reflected with a notice to the command post and in a report but, as we said, Adif has the final say on what is reviewed, what point is left for later and where speed restrictions are applied and for how long. Is it important? Yes, because temporary speed restrictions have multiplied high-speed travel time. Right now, Adif has indicated to the operators that Journey times are going to be longer in Madrid-Barcelona due to actions on the tracks and trains have been eliminated. This situation will last for months and as it is an issue that falls on the side of the road manager, the client has no right to compensation. The data of The Country They indicated on March 9 that there are 422 points where trains must run at a maximum of 30 km/h. It is the most repeated speed limitation. If the restrictions at 60 km/h or less are added, there are more than 850 points in Spain where high-speed trains cannot go above this speed. Where are there more limitations? Due to the volume of traffic and passengers, it is logical that the restrictions in Madrid-Barcelona have focused attention. Especially since it has been difficult to travel between both cities during the day without suffering any surprises or being clear about what time you are going to arrive, which complicates the traditional movement between cities. However, the media reports that line 100 Madrid-Hendaya is the most affected with 83 temporary speed limitations that reduce speed by 112 kilometers along the total 641 kilometers, followed far away by line 400 Alcázar de San Juan-Cádiz, which totals 85 limited kilometers spread over 69 restrictions found along 577 kilometers. However, it is the line 240 S. Vicenç Calders-L’Hospitalet that is most affected if the number of kilometers with active speed limitations is taken into account. And of the total 71 kilometers of the line, 56 of them have limitations below normal as a result of 35 conflict points. Photo | José Ignacio Esgarriaga In Xataka | Spain decided to build its social life around the AVE. And now he’s discovering the consequences of failing.

The Government of Spain has insisted that we do not exceed the speed limits. And it has a threat: jail

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At the moment it is a Bill presented in the Congress of Deputies but it is much more than that. It is confirmation that the Government will debate when a driver should go to jail in case of speeding. The PSOE’s proposal is to reduce this margin, which now requires driving through the city at more than the permitted speed of 60 km/h. 10km/h. It’s not much but it would be a substantial difference. Until now, a driver who exceeds the maximum speed allowed within the city by 60 km/h or more faces a prison sentence. Outside the city, the speed must exceed 80 km/h above the maximum permitted limit. With the change in regulations What the Government wants to carry outthe idea is that these limits are lowered by 10 km/h. That is, a driver has to face jail if he exceeds 50 km/h in the city and 70 km/h on roads outside of town. “Excessive permissiveness or laxity”. It’s like the Bill presented in the Congress of Deputies qualifies the current thresholds to determine what is a crime and what is not when we break the speed limits. Currently, the limits are as follows. City: Streets at 20 km/h: prison from 80 km/h Streets at 30 km/h: prison from 90 km/h Streets at 50 km/h: prison from 110 km/h Road outside the town: Road at 90 km/h: jail from 170 km/h Road at 100 km/h: jail from 180 km/h Road at 120 km/h: jail from 200 km/h The arguments. To promote this regulatory change, the Government indicates that the European Union is promoting changes to reduce road accidents. This is how it is understood more restrictive speed limits in much of Europe, although Germany continues to enjoy roads that lack them (up for debate today) and countries that They want to increase them to 150 km/h. But, in addition, the PSOE hides behind the fact that a 1% increase in speed has a 4% impact on its consequences. Therefore, the impact caused by an accident due to excess speed, which according to DGT accounts is present in 22% of accidents, is growing exponentially. Furthermore, the new wording emphasizes the consequences in the city, where excessive speed has more serious consequences on the health of vulnerable people such as pedestrians, cyclists, users of personal mobility vehicles and motorcyclists. Are there reasons? The truth is that excess speed is, behind distractions, the leading cause of accidents in our country. And its consequences are especially serious in the city. According to the DGT5% of pedestrians hit at 30 km/h die. At 50 km/h, the risk increases to 50% and at 80 km/h death is almost certain. And on the road, an impact at 120 km/h is considered to translate into a fall of a fourteenth floor. At 180 km/h the impact is equivalent to falling from a 36 story. What would happen to the drivers? At the moment, speeding Driving at more than 60 km/h in the city and more than 80 km/h outside of it are considered crimes, like those positive for alcohol and drugs. This means that the driver, in addition to the financial penalty, faces a prison sentence of three to six months that does not have to be served on the first occasion. Of course, although the sentence does not exceed two years, a judge has the power to decide whether to send the driver to prison. And also if it imposes a financial fine, which is calculated based on the damage caused or the risk to which it has subjected other drivers and traffic agents if no accident had occurred, from six to twelve months or work for the benefit of the community from thirty-one to 90 days. In addition, he would be deprived of his driving license for one to four years. Will it move forward? That is something that the Congress of Deputies now has to debate. Both the DGT and the Government have recently been promoting more restrictive measures against excessive driving. Under the direction of Pedro Sánchez, the penalties for mobile phone use have worsened and the obligation to have insurance and registration if you have a scooter. In the same way, there has been an attempt to promote a change in alcohol limits that would prevent a person from driving as soon as they had had a beer or a glass of wine. However, this reform is still up in the air. Photo | Max Angelo In Xataka | A town in France has managed to reduce the speed of its cars. Without radars or traffic lights or speed bumps

Japan’s problem is not that it is stopping having babies at a record speed. It’s just that he did it 17 years earlier than he should have.

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If there is a way out of demographic pitJapan still hasn’t found it. And not for lack of effort. Although all your effortsof the imagination and million-dollar investment that has been allocated to birth policies, its balance of births continues to be disastrous. The last one has just been published by the Government and shows that in 2025 they were born in Japan 15,179 fewer babies than in 2024. It is the tenth consecutive year of decline, a new historical low and above all a scenario in which Japan did not expect to find itself until 2042. The question is: Is Tokyo willing to cover this birth rate disaster with a greater migratory flow, the demographic table that keeps afloat other countries? What has happened? that Japan has received a hard bath of demographic reality, something that is beginning to be common. The Ministry of Health has just published the birth rate for 2025, a document that leaves little room for optimism. Throughout last year, 705,809 babies were born in the country, a bad figure no matter how you look at it. It represents the lowest record since statistics began to be compiled in 1899, and above all it confirms that the birth rate has been declining for ten consecutive years… with no prospect of improvement. In annual terms, these 705,809 births represent a decrease of 2.1% compared to 2024. If we look further back, to the last decade, the drop is around 30%. The only good news is that the data improves (slightly) some forecasts launched by the Japanese press a few months ago and that the speed at which the birth rate falls seems to be slowing down little by little. At least it is lower than that of the 2022-2024 period, when it exceeded 5% annually. Is it that bad news? Yes. For several reasons. The main one is that the Japanese demographic crisis is worsening much faster than the Government believed, which years ago prepared for a pessimistic scenario. In 2023 the National Population and Security Research Institute and Social Security (IPSS) published a report in which it calculated that the number of annual births would not decrease to 700,000 until 2042. The reality is that the country has already moved within that range in 2025, 17 years than expected. What’s more, the IPSS estimated that 774,000 babies would be born in 2025. The actual data that we know today (705,809) is closer to its most pessimistic projection (681,000). Why is it a problem? Because Japan is proving that, despite its multiple attempts, it has not managed to close its demographic gap. It is not just that their birth rate is falling, it is that vegetative growth (difference between births and deaths) gives clear alarm signals. Although the deaths have decreased by 0.8%the Japanese population shrank by 899,845 people last year. Media like Nikkei either The Japan Times In recent hours, they have published analyzes that warn of the gradual aging of the country and (above all) the pressure it puts on its social security system and pensions. There will be something positive, right? More or less. The statistics leave some positive readings or that show possible paths to follow, although with nuances. For example, in 2025 marriages increased slightly compared to the previous year (1.1%) to reach 505,656. The question is whether this rebound is the result of the hangover from the pandemic, when many couples postponed their weddings. Another curious fact is that there are territories that seem to have hit the right demographic key: in Tokyo the births increased by about 1.3% last year, reaching 88,518, and it is estimated that its metropolitan area accounts for almost a third (30%) of all births registered in the country. What is the solution? The big question. The difficult thing is to answer it. Japan has tried with economic and labor incentives, programs for pair…Everything to boost your birth rate, a goal to which you have dedicated millions and millions. It has been of little use to him. There are those who believe that in this scenario a possible salvation is to rethink the national immigration policy. “Refusing to accept an adequate flow of migrants is not only ignoring economic reality, but giving up on our collective future,” pointed recently to The World Akito Tanaka, from the Migrant Solidarity Network. “Policies that are increasingly limiting the entry of foreign workers are exacerbating precisely this problem,” Tanaka insists.who warns that Japan faces “an unprecedented demographic crossroads.” The latest data from the Ministry of Health actually leaves an interesting idea: the 705,809 babies registered in Japan in 2025 not only correspond to births to parents of Japanese origin, but also include foreigners. What is Tokyo’s position? It does not seem very willing to bet on foreigners to revive its population. In fact just yesterday transcended that Japan’s immigration agency has tightened the guidelines that applicants for permanent residence must comply with. In practice the changes make it more difficult meet the requirements to obtain the visa, for which it is key to demonstrate good conduct and financial self-sufficiency, among other conditions. It’s not exactly new. It has been known for months that the government of the conservative Sanae Takaichi was planning double the time minimum stay that foreigners must remain in Japan to qualify for citizenship. Can it change? In the midst of an avalanche of international tourism (which has generated multiple tensions between foreign visitors and the native population) the presence of foreigners has become a relevant issue in Japanese politics. In fact, after taking the reins of the Government, Takaichi did not take long to promote an immigration policy that revolves around regulations with an eloquent name: “Law for a society of orderly coexistence with foreigners.” His last results at the polls They show that their position does not upset the electorate. Image | Andrew Leu (Unsplash) In Xataka | If Korea believes it is experiencing a demographic crisis, it is because it does not … Read more

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