speed

China’s biggest problem is not the US. It is a “virus” that advances at an unprecedented speed and threatens to empty its factories

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In September, and in front to a data offered by the United Nations that put the future of the Chinese economy in check, Beijing defended itself with an opportunity for the future: the AI. In between, it remained to be seen who was right. Because the main problem of the economy that pull the strings of the planet are pure mathematics applied to a near and most uncertain future. One that indicates that, sooner rather than later, its population will to plummet. Against oneself. The demographic crisis that shakes China today is, to a large extent, the result of a policy that worked too well: the birth control campaign begun in the seventies and crystallized in the policy of only child 1979. What began as a state intervention to contain population growth that was considered unsustainable ended up shaping behaviors, expectations, and family structures for generations. Sterilizations, fines and forced abortions not only birth numbers reducedbut they inhibited the cultural habit of mass reproduction, and when the State began to relax the rules (allowing two children in 2016 and three in 2021) the social response was no longer the same: the fertility rate fell from 1.77 children per woman in 2016 up to 1.12 in 2021and the timid incentive measures have barely reversed the curve. The real cost of breeding. Behind the numbers there are everyday decisions. The economic calculation of starting a family in China is, as in so many other places, considerable: studies estimate that raising a child from birth to the end of their college education can cost on average about $75,000and in cities like Shanghai that figure shoots up to approximately $140,000. These prices, together with long work daysmarket expensive housing and professional expectations, explain why many young people (especially women) they choose not to have children. Surveys and testimonials collected show that for many people motherhood today is equivalent to a professional and personal resignation that they are not willing to assume: “I don’t want to think about sacrificing my life,” summarizes an executive from Hangzhou in the Washington Postand that plea for time and personal autonomy is one of the reasons why symbolic subsidies from the government (for example, some 500 dollars a year for the first three years) are insufficient to reverse the trend. Without weddings and solutions. we have been counting. Demographic decline is accelerated by fall of marriage: in 2024 just 6.1 million of couples registered their union, compared to 13.5 million in 2013, a data that works as predictor of future births when the rate of births outside of marriage is marginal. The State not only offers economic incentives and university courses about “how to flirt”, but has returned to intrusive behavior: officials pressure newlyweds about your plans of pregnancy and control the conversation public about marriage in the media. It is a gesture of urgency that clashes with the autonomy of generation Z, increasingly individualisticfor which getting married and procreating are no longer social mandates but options (among many). That tension between pronatalist policy and cultural change explains why coercive measures of the past do not seem to translate into higher births today. Accelerated aging. While fewer Chinese are born, the older population continues to grow: Life expectancy rises and the population pyramid inverts, which poses a brutal rebalancing in public accounts. Projections indicate that in the coming decades the proportion of elderly will doublewith colossal pressure on pensions, healthcare and long-term care financed by an increasingly narrow contributor base. Demographers warn that this phenomenon can trigger a vicious circle: more resources allocated to the elderly imply less public support for young families, which further reduces fertility. By 2100, according to calculations by international organizations, there will be more people out of working life than within it, a scenario with economic and political implications of systemic scope. The factory of the world shrinks. The problem is not only quantitative but qualitative: the workforce that made China the factory of the planet (born between 1960 and 1980, with a disposition for industrial jobs) has no substitute culture in later generations that they avoid factory work. At the same time, the proportion of Chinese manufacturing in the world total (today located around 30%) will necessarily be reduced if demographics exhaust the labor supply. The official short-term answer is automationbetting on robots and investment in productivity, but substitution does not work the same in all sectors: services, care and certain labor-intensive branches will continue to demand humans. The consequence is that manufacturing companies already they detect competitive pressure in prices and labor costs, and some observers point out that the industrial replacement could move to India, Southeast Asia, Mexico or Eastern Europe, with a multiplier effect on global supply chains. Politics and resistance to foreigners. They remembered in the post that a lever that in other countries would alleviate the labor force deficit (immigration) crashes in China with taboos of cultural homogeneity and political considerations that make the adoption of broad immigration policies difficult. That forces the government’s options and forces it to rely on internal incentives and in robotization. The strain between the economic need for labor and the preference to maintain cultural cohesion places Beijing in a strategic dilemma: either it embraces broader migrations (with all the integration challenges that this would imply) or it accelerates productive reconversion and the displacement of sectors that depend less on the labor factor. State measures. Faced with the abyss, Beijing has been introducing measures: relaxation of family policysubsidies, public campaigns for promote marriage and birth rate, and tax programs limited. But the experts they underline that late policies rarely reorder behaviors already fixed for decades. Louise Loo and other economists they estimate that reducing the workforce could take away about 0.5 points percentages to annual GDP growth in the next decade, a bite significant for an economy that needs to grow to absorb debts and finance its modernization. The challenge is that demographics act over long periods of time: cohorts born today … Read more

In 1896 a man decided to lead to the reckless speed of 13 km/h. And received the first fine in history

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Speed ​​fines in Spain vary from 100 at 600 euros. The table in which the economic amount is collected also serves if the driver will also be punished with the subtraction of driving card points. In the best case, the sanction It does not entail the subtraction of points, while in the worst you can detract a maximum of six. All this information can be consulted in your own DGT website or in the Traffic LawMotor vehicles and road safety. And it is useful, according to data from Associated European motoriststwo out of three fines that are imposed in Spain are motivated by speeding. But although speeding fines look like something modern, what is necessary to invest most sophisticated media To register the infraction and judicially demonstrate the breakdown of the norms, its history begins before The first car in Spain will enroll. The first fine of history for speeding Fines for committing some kind of Flying infraction They have a lot of history. Some suggest that the first punishment related to a traffic infraction was recorded in Egypt more than 2,800 years ago, after a drunk driver run over a girl and collided with a statue. However, the basis of this information is, at least, doubtful. But what is a general consensus is in the registration of the first penalty for speeding. In fact, those responsible for Guinness Record They make it record as the early infraction of this type. And they put date: January 28, 1896. The fine also has a name, surname and place of origin. Specifically, the offender was Walter Arnold who in the United Kingdom, and fully aware of what was played, promoted one of the first cars built by Karl Benz until the devilish speed of 13 km/h. Arnold exceeded the streets of Paddock Wood at full speed, in Kent Count “Horses without horses”. Arnold had broken four rules in a single moment: Drive a car without horses along a public street Drive a car without horses without the intervention of three people Do not show the name and direction of the vehicle Quadruplica the maximum permitted speed Yes, according to the fine, Arnold was traveling at a speed of 8 mph (about 13 km/h) when the maximum allowed limit was 2 mph. Of the means to calculate this speed, nothing is said. What we do know is that the result was immediate. Put before Justice, Arnold was convicted of each and every one of the accusations that were awarded. What Arnold had in mind is that the payment of 4.7 pounds were just an investment. With his stumbling he showed that the speed limits were completely outdated for those Combustion vehicles And, therefore, shortly after the speed limit was extended to reasonable 14 mph (just over 22 km/h). But this was not here. Arnold, in addition, was known for its handling of vehicles. He got the license to sell in the United Kingdom the vehicles of Karl Benz slightly modified with a local production under the name of Arnold Motor Carriage. A car with which he managed to win in the first race of emancipation in it was linked to London with Brighton (separated by 87 kilometers) and served to multiply car sales. The first fine was, in short, a marketing trick. In Xataka | The Mercedes T80, the car mounted on the engine of a hunt with which Hitler wanted to reach 750 km/h Photo | Clare Black and Knowledge of London

‘Operation Triunfo’ is the prime video tool to grow at full speed. The key is in Latin America

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Although the audience figures did not seem clear until Operation Triunfo 2023 concluded, the program He ended up throwing a very positive balancebecoming the most watched national premiere in the history of prime video in Spain. Therefore, the platform has decided to bet strongly on this new stage, seeking to maximize its scope, and devote itself especially as a cultural reference for generation Z and decisively reaching various Latin American countries. Some figures. Among the things that Prime Video has told is that it reached 3.5 million unique viewers during its 14 weeks of broadcast. A triumph that extended, as Amazon will certainly interest, Beyond the mere audience Of the platform: in its 14 weeks of broadcast, Amazon registered one million visits to the OT thematic store, 720,000 interactions with Alexa and 66 million votes through the app. They are additional business routes that corroborate why OT is so important for the digital store economy. Audience involved. The great triumph of the program (worth the redundancy) has been to earn to very involved spectators with the format: 8.6 million weekly votes and 1.6 million records in the app (the previous record was at 820,000) that add up to those mentioned 66 million; 5,000 million global visualizations and 80,000 publications in Tiktok; a peak of 180,000 users connected simultaneously on YouTube; And more than 27,000 attendees in disc firms, so that everything is not virtual. And in addition, of course, hashtags about the program after in the list of Twitter trends every Monday, on many occasions monopolizing the first ten positions and making the edition of constant conversation during its 14 weeks. For all of Latin America. ‘OT 2025 ‘premieres on September 15 at 10:00 p.m. in Spain with simultaneous live transmission for the first time in its history for six Latin American countries: Mexico, Argentina, Brazil, Colombia, Chile and Peru. It is a Amazon response to the growing demand of the fans of the program and, above all, wants to take ‘OT’ beyond Spain, and that Prime Video impacts more globally. Undoubtedly, an ambitious intention but that if it is possible to give an extraordinary dissemination to the program. To increase this impact will bet on social networkswith 15 weekly minutes with which the contestants to generate content in a “Tiktok Corner” within the Academy, with live reactions on Fridays on social networks at 15. Again, as happened last year, social networks will form a primary part of the Amazon strategy. There will also be new weekly programs: ‘OT connection (Tuesday to Saturday at 8:00 p.m.) and’ Face B ‘(Sunday, also at eight in the afternoon). Technological investment To provide viewers A program at the heightAmazon has put on their feet the greatest scenario in the history of Prime Video, with 358 m² of LED screens, 10 cameras, including the Spderm, and more than 750 lighting devices. It is a considerable technological leap and as Amazon has revealed to the press, it is only the spearhead of a very ambitious project, where everything is integrated more organically than in previous stages. For example, the study where ‘connection ot’ is recorded just below the academy, so that there is immediate access to teachers and contestants. And there will be no post -grooves or videosumeros: everything will be part of the gala. Youth is sought. Therefore, expand borders, more programs and support determined to the possibilities of social networks. All with a very clear intention: to appeal to the interests of generation Z, which is able to make a fan phenomenon germinate that is the one that really gives life to this type of programs. In search of the youngest generations of spectators to get the format, which is already 24 years old, it remains fresh. Header | Amazon In Xataka | How Prime Video Use Chenoa and ‘Operation Triunfo’ to destroy the tired audiences of traditional TV

There is only a great beneficiary at Ryanair’s departure from regional airports. One called “High Speed ​​Train”

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Ryanair threatened and fulfilled. As he turned a few months ago. The company confirmed yesterday, September 3, which removes more than one million places from regional airports. In total, its activity will be reduced by 41 % in this type of aerodromes and 10 % of its activity in the Canary Islands will also be affected. The movement has unleashed an wave of indignation among Spanish institutions that qualify the exit as blackmail or extortion. The company, meanwhile, defends itself by ensuring that the increase in Aena’s rates are incompatible with its operations in this type of airports. But what the movement leaves us is the confirmation that regional airports are less and less competitive. A good part of them have based their operations on a huge dependence on the company. And the Good train health It is making operating in them, more and more complicated. A good example is that the company will increase its operations in larger airports. The controversy As we explained yesterday, with its latest Ryanair movement it will reduce 400,000 places in the Canary Islands in winter, being the autonomous community most punished by volume. In total, 36 connections are canceled. It remains to be seen if the flights to the Canary Islands are held by other companies. A good example is the Binter expansion that in recent times it has begun to increase its routes in the connections between peninsular Spain and the islands. In addition, Ryanair has announced the closure of Santiago de Compostela and the suspension of all flights to Vigo as of January 1, 2026. It maintains the closure at the airports of Valladolid and Jerez de la Frontera. And will reduce its operations in Zaragoza (-45 %), Santander (-38 %), Asturias (-16 %) and Vitoria (-2 %). The company attacks Aena and the Government, to whom it accuses of “failing to the Spanish regions, whose airports are almost 70 % empty.” For its part, the airport manager attacks that “the communication and institutional relations policy of Ryanair is guided by Phariseism, bad education and blackmail”, while trying to “falsify reality.” All these words pick them up eldiario.es from the mouth of Maurici Lucena, president and CEO of Aena. The excuse Ryanair has used to abandon or reduce its operations at these airports is at the rise of Aena rates. Those rates are the ones guarantee basic services of airports such as cleaning or safety, to put only some examples. At the moment, there are substantial discounts than in airports with the lowest volume of passengers make them insignificant. On the contrary, where it is paid the most is in the airports of greater volume. That rate has been frozen in recent years but will rise if the CNMC approves it. From the beginning, the company’s opposition has been found. They defend that in countries such as Italy, Morocco or Croatia have been lowered to attract tourism and that, with these increases, “Spain is closing” to the same. A statement that The data denies. According to Aena, The increase is just 68 euro cents By passenger but they put the company that their rates have increased by 21% in the last year. But this is just the surface. Spain is not the only country in which Ryanair has reduced operations. The Irish have also retired more than 700,000 places from the French regional airports. And it is also not accidental that their operations to Morocco travel almost empty. For a long time, the company has exploited institutional advertising to maintain open paths that would not be profitable without these substantial pluses. In fact, that Ryanair trip to Daklha is only explained since The interest that Morocco has in exploiting that areanear the Sahara, as a holiday destination. Ryanair as a symptom And the train as a disease that hurts regional airports. To all of the above we must add the loss in competitiveness of many of the airports of which Ryanair leaves. The company has closed operations in Santiago and reduces its connections in Vigo. Casually there are two cities to which The arrival of high speed is especially affecting. Until not so long ago, the only way to travel quickly between Madrid and Galicia was by plane. Now, the High speed It allows you to reach the center of the capital more or less the same time as you travel by plane. And without the discomforts of this means of transport. In Asturiashigh speed is not yet working in full performance but the opening of new sections (and others on the horizon)place the region in a position where the train, again, will compete with the plane for faster connections. It will remain faster to travel by plane but its connection with Madrid is already competitive by train. What to say about Zaragoza where in recent years Renfe has joined Ouigo and Iroyo. The corridor maintains a hard competition And although the tickets are not the cheapest on the market, the volume of trains is very high and the latest connections already allow Zaragoza to be linked with Galicia in four hours (making transford in Madrid). In addition, the possibilities to get to Seville or Malaga are multiple with the aforementioned Renfe rivals. Eliminate air connections with the main Spanish cities should result in greater use of this means of transport. And from Aena they are clear that reality is “more prosaic.” “Ryanair moves her planes to airports where can set higher prices In their plane tickets and earn more money, such as Great Spanish airports“, despite being” substantially higher, “they insisted on words collected by RTVE. In Santander, where connections with Madrid are not so advanced, four international destinations have been withdrawn (Rome, Milan, Vienna and Paris) but the flights to Valencia and Malaga are maintained. In Santiago, however, connections with other Spanish cities die. And in Vigo he retires from the line he had with London. Casually when the contract ends Between the City Council and the company … Read more

Spain has been a world reference in high speed. And the doubt is whether we are dying of success

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Saturation. That is, according to the Government, the reason why Spanish high speed does not stop accumulating delays and breakdowns. At least, that’s what is suggested. The increase in frequencies, new competitors and the same ways. Those are, for the government, the reason why Spanish trains have been forgetting a year. 289 trains. In the 90s, “6 trains a day, by direction, today through the Torrejón de Velasco point of the Madrid-Sevilla high speed, 289 trains circulated.” With these words Óscar Puente, Minister of Transportationof those who point out that in the 90s there were no problems of delays that today exist in the high railway speed of our country. “If there was an incidence in the infrastructure or the train, the impact was minimal. The time it took another to pass allowed to solve the problem. Today when there is an incidence you have 25 trains in both ways in a radius of one hour. Therefore the effects are greater. The controversy. The bridge response tweet comes to an interpellation in which a user indicated that In the 90s you could take a train without fear of delays. The answer also coincides with a new fault in the high -speed line of the Andalusian corridor where 261 passengers had to be evicted from a train because a car caught fire Last Saturday, August 30. This caused delays throughout the afternoon. However, the fire was not the only cause of delays. That same morninga breakdown in the infrastructure was also causing delays in the trains because it was showing a false obstacle sign on the road. Although before restoring the service it was already known that this obstacle did not exist, the machinists had to stop to comply with the protocol. A summer to forget in Andalusia. The events of September 30 have been the last of this summer but, much less, the only ones. In early July, A train was stopped 13 hours On the roads and their passengers they did not receive assistance from emergency services throughout the night. Days later, another problem with A catenary in Toledo It caused significant delays in the same high -speed line. He even had to stop passing through one of the tunnels of the Malaga line by leaks in one of the facilitieswhat had caused detachments. And Adif? The first of those incidents It seemed to come from an ouigo train which was disconnected from some security systems. This caused the chain stop of four other trains that circulated in the same area. One of those operated by Renfe, overloaded by the stop, ended up suffering a small fire of his systems, being completely arrested. The problem affected More than 16,000 passengers and From Adif they pointed to the French company as the cause of the problem. Ouigo, meanwhile, returned the accusation saying that Adif did not maintain the facilities correctly. A few days later (and after the adif notice that the critical points of the infrastructure was going to review) that Second problem in La Sagra (Toledo) who stopped the trains again. More traffic volume … The truth is that the volume of traffic in the high Spanish speed has shot in recent years. To give only one example, the day of the fault that left a train for 13 hours 30 trains between Madrid and Andalusia had to circulate. Yes it is true that 30 years ago, that volume of traffic was unthinkable. To the traffic of Renfe we ​​must add the entrance of Ouigo and Iryo into the Spanish railways which, without a doubt, has stressed the tracks. If there are more trains, there are more possibilities of suffering a delay but there are also more possibilities that such delay affects a greater number of trains. To get an idea, in 1992 (with the inauguration of the first high -speed line) 1.3 million passengers traveled between Madrid and Seville. In 2024, that figure was 5 million passengers. Another 5 million passengers were recorded in the corridor to Malaga. And throughout Spain almost 40 million passengers moved in this type of trains, According to CNMC data. … but an insufficient investment. In ELECONOMIST They point out that Adif’s investment in infrastructure is greater than ever. In 2025 just over 681 million euros will be allocated while in 2015 it was 465.5 million euros. However, they point out that taking into account their heritage, Adifs spends 16% less than a decade ago. Keep in mind that in that decade, in addition, the Spanish railways have gone from some 31 million passengers To touch the 40 million and the number of trains has multiplied with the entrance of Ouigo and Iroyo. Everything indicates that the investment in the facilities is insufficient and, above all, it is late if we take into account the increase in the number of travelers. In 2021 investments were guaranteed until 2025 worth 21,000 million euros in Adif But this game It is not dedicated entirely to maintenance of the tracks. That is, it seems that “emergency” maintenance is being carried out in too stressed lines for the expense that had been made in them. Photo | Tim Adams In Xataka | He vibrated so much that “the Water of the Váter came out.” Renfe has a problem in Catalonia and the AVE of Lleida is only the last example

give up the high cheap speed to Ouigo and Iro

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High speed Renfe output Low Cost In Madrid-Barcelona it is the chronicle of an announced death. The company was not obtaining bad results in the corridor with the AVE but the problems with the Avril trains have removed it from the race for the price. The company renounces high speed Low Cost In this corridor. This is all that has happened. Goodbye to Madrid-Barcelona Cheap. It will be from September 8 but the decision is taken, as confirmed by The country. Renfe Saca Avlo, its high price of low price, of the corridor that moves more traffic in Spain. It is a decision that backed by the failure of their Avril trains, which had to be removed a few weeks ago in this line. The company will relocate in birds to those who buy an avlo ticket for the dates after September 7, so they will get a small Upgrade without doing any disbursement. What happened? At the end of July, Renfe paralyzed the sale of tickets of the Avlo trains in Madrid-Barcelona. The decision, which seemed surprising, soon shows its true face: the Avril trains that provided this service had suffered damage during a trip. The information was revealed by The economistwho assured that cracks had been detected in the trains. Then a pull and loosen between the media and renfe. The company began denying what happened, speaking of reorganization. Time later he confirmed that trains had suffered damage and that would circulate at a lower speed. Subsequently, Some leaked photos They demonstrated the seriousness of the damage. Finally, Renfe withdrew the Avril from the line. Because? The causes that have caused the damage to the Avril trains built by Talgo are about to be revealed. In fact, a strip and loosen between both companies have already begun to settle who takes care of the damage. Trains are under guarantee Because they delivered just over a year ago. The Avril trains were sold as a milestone of the engineering of the Spanish trains. Ra take high speed to Galicia. The latter too suffered problems with the change of year and also accumulated delays in their first days In Galicia and Asturias. But, in addition, the Avril trains have also been criticized for their Low quality in interior materials or by the Strong shakes that occur when they are in motion, far from the best European high -speed trains. In the hands of Ouigo and Iro. With the departure of the Avlo, Renfe renounces the high cheap speed. Or, at least, to a good part of it because the company ensures that it will continue to offer “Competitive prices”. However, it is difficult to think that the latter is not a specific strategy, taking into account that the Avlo seat cost an average of 37 euros, for the more than 61 euros on average of the bird, According to CNMC data. In addition, the impact of Avlo was not less on the line. It is true that Renfe had a market share of 60.1% between Madrid and Barcelona in 2024 but 12.2% of the total market share was borrowed by Avlo. That is, most passengers already moved in AVE but the Avril trains allowed them to compete in a market that will now be more complicated, with trains with less available places. The second company that has been taking over Madrid-Barcelona is Iro, which accumulated 23.7% last year, while Ouigo stayed at 16.2%. Renfe, in addition, had managed to remove customers from Ouigo because both Avlo and Iryo grew two percentage points compared to 2023. A clear bias. However, Madrid-Barcelona is a corridor marked by high prices. As we have seen, most of the travelers continue to opt for the bird despite the fact that their tickets are, on average 25 euros more expensive than those of Ouigo, always According to CNMC data. Avlo, in fact, offered cheaper tickets than those of Iro (37.8 euros compared to the 40.3 euros of the Italians). This issue had caused Ouigo itself, which offered the cheapest tickets and yet had the slightest market share, would opt for some time to remove some of its trains and boost the Andalusian corridor, more price sensitive. Now he has a new open door to insist again on the high speed Madrid-Barcelona. Photo | Phil Richards In Xataka | Renfe has joined the “Slow Luxury” with a luxury alternative to visit Andalusia: Al-Andalus with tickets at 14,000 euros

Renfe is choking the liberalization of high speed. With vicinity you have another plan: delay it as much as possible

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Spain has to liberalize the vicinity service. Not because the government wants, because it is a European commandment since the fourth rail package was approved, back in 2016. However, Spain is resisting as much as possible to apply these changes. Now, the CNMC has notified again: it touches liberalization. Obligated. Yes, Spain is obliged to liberalize the vicinity service. In fact, I was obliged that, as afternoon, on December 25, 2023, all services were tendered through public tender. Last year, in 2024, contracts should have been awarded. At least, if the deadlines had been met since In 2016 the fourth rail package will be approved. Last year, in the last part of the year, The CNMC pointed out which had “launched a public consultation to gather information on public traveler transport services on rail (near and medium distance) and their next tender.” The previous deadlines could be extended as long as there is already a contract in force on the previous dates. In secret? That detail about the deadlines is important. According to ABCthe current Renfe contract extended from 2018 to 2027. Arrived 2026, at least 3% of the value of the contract related to the Cercanías service should be taken to public tender. However, they say in the newspaper that the Government and Renfe signed (without making it public) an adend to the current contract to delay this first step of liberalization to 2028. The intention is, therefore, to maintain the service of nearby in possession of Renfe. It calculates this means that the value of that 3% of the contract now exceeds 1,000 million euros. What dates are handled? If everything follows its course and there are no more news, the intention is that the liberalization of the service begins in 2028. First with a pilot test, they explain in The economistwhich would last until 2033. From then on, liberalization should be definitive. To carry out this addendum, it was assured that “it has not been possible to determine the public service obligations that will be bidding before January 1, 2026”. Therefore, this extension was signed in the contract that takes liberalization for a year beyond what was initially planned when it was expected that Cercanías would have been liberalized in 2032. Although the Government was already aware that in 2023 this fourth European rail package began to apply that is committed to liberalization, in 2018 signed the agreement with Renfe that maintains its monopoly until the next decade entry. It is not the first time. The delay in the liberalization of vicinity is not the only case in which the government moves in gray spaces for the liberalization of a rail service. Nor Óscar Puente, Minister of Transportation, has been in favor of this type of interventions. In the Madrid-Galicia line, for example, great results are being achieved for Renfe, to the point they have managed to do Go back the offering of airline tickets. However, the government knows that Renfe will keep the monopoly for a while in the corridor since the particularity of the road jump forces to produce very specific trains that Renfe has monopolized. Now companies like Ouigo have a huge waiting list if they want their own. And as we said, Bridge has been the first to criticize the system. He points out that as Renfe has the obligation to operate as a public service is at a disadvantage because Ouigo or Iryo, the two companies that have entered to work in Spain, can choose the most profitable runners but Renfe is obliged to serve in, for example, the Madrid-Extermadura line that is less profitable. Damage. The arrival of Ouigo and Iro to the Spanish railways has hurt Renfe, especially as far as prices are concerned. Yes it is true that Puente does not lack reason when it points out that, really, the three companies do not operate in exactly the same conditions but also should be remembered other data. The arrival of both companies has punctured the bubble of the High speed prices by train. Never before has it moved so much volume of passengers in this type of lines but we must bear in mind that, since the arrival of the French and Italian company, prices have fallen and have never been so cheap. Are there cases in Europe? Yes, Spain would not be the first country to liberalize its vicinity services although there are important nuances because the prominence of the companies that until they were not so long ago is very strong. In Germany, Berlin S-Bahn that operates 15 lines was awarded in 2021 through public tender … which took a subsidiary of Deutsche Bahn (the German Renfe). However, The Saale-Thüringen-Südharz network (STS) It has 575 kilometers operated by Abellio Rail Mitteldeutschland GmbH, a private operator. In France, Renfe lost the tender in the Nantes-Burdeos and Nantes-Lyon who took SNCF (the French Renfe). In the Italian Piedmont, Renfe has managed partially. However, in the United Kingdom they have had a liberalized system for decades. Now, tired of the bad state of trains and the bad service offered The government is trying to reverse the situation and return to a monopoly to resume public service reins. Photo | Germán Poo-Caamaño and Jornal.cat In Xataka | With high speed in war, the French owner of Ouigo and Renfe are already preparing for the following battle: Cercanías

Less weight, more speed and augmented reality helmets

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China has seen during the essays of its great military parade a new combat car that breaks with the established. It appears to be lighter and mobility oriented. Mainly he has drawn attention for his aesthetics and for visible technological details in the disseminated photographs. American sources As Chinese identify him as ZTZ-201an “middle tank” that aims to combine advanced electronics, active defense and possible hybrid mobility. For now, what is known proceeds exclusively from indirect observation. The alleged ZTZ-201 has been photographed during the essays of the event that will be held on September 3 in Beijing, on the occasion of the 80th anniversary of the end of World War II. Its identification and technical characteristics, from weight to propulsion, come from Osint Fuentes. At the moment, it is a visible armored, not a formally presented system. What changes. Army Recognition points out That the most relevant is not the shape of the armor, but the category to which it points: an average tank with modular design, capable of assuming different configurations according to the operational environment. This flexibility, unusual in armored vehicles, suggests a change in the way of understanding the role of the combat car. Instead of designing a closed system for all scenarios, it is committed to a base platform that can adapt and evolve more quickly. A hybrid vehicle? Defense Blog adds other details. The vehicle would use a diesel-electric train of more than 1,500 horsepower of combined power. Beyond the speed, the relevant of this architecture would be its use in pure electrical mode for covert operations or silent displacements, especially in urban environments. This modality would reduce noise, thermal signature and fuel consumption in specific missions. Ambitious weapons system. We are facing a shielded that would bet on a new generation 105 mm caliber. The initial velocity of certain APFSD projectiles is estimated at 1,706 m/s, a figure that, in theoretical terms, could bring its energy closer to that of largest guns. However, this equivalence is only indicative: there are no public ballistic evidence that supports a real equivalence in penetration or terminal effects. One of the most significant aspects of the armor observed in the trials is its approach to electronic protection. Some images disseminated in Weibo and other networks show Perimeter sensors distributed in the chassis. These devices would probably be connected to an Active GL system, for which there are precedents In public tests of the G-6 intercepting ammunition released from drones. In the upper part there is also a remote weapons station that would be oriented to face aerial threats, including FPV drones. What to look at September 3. The military parade in Beijing could clear several unknowns. Among them, the official name of the vehicle, its technical file, the confirmation of the hybrid system and the armament used. It will also be relevant to know if some increased reality helmets are part of the operational equipment. The sensor configuration, the remote tower and the active defense could offer more clues if the armor occurs in detail. For now, everything indicates that it will be one of the main foci of the event. With or without formal presentation, what China has seen is already significant. The appearance of an average tank with modular architecture and perimeter sensors marks a possible inflection in the evolution of the battleship. In the absence of official data, everything indicates that the ZTZ-201 is not a simple technical exercise, but one more piece in the transformation of the Chinese army. Images | Weibo @恩宇- In Xataka | We have been reading rumors about amazing robotic prototypes in the war in Ukraine for years. Today we know they are real

Ukraine is seeing objects at 500 km/h. Russia has turned its most lethal weapon into a monster at cruise speed

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At this point in the contest it has been clearly clear that, it is not that the war is asymmetric, it is that Russia is attacking Shaheds of thermobárica load and Ukraine with pellets. That reality, in addition, is practically modified every week At a rhythm of updates difficult to continue. The latest: Ukraine radars have begun to see swarins at cruise speed, but they are not missiles. Again the shaheds. Yes, Russia has introduced into its attacks against Ukraine Reaction version of the Kamikaze Shahed drones, model Shahed-238whose benefits (speeds of up to 600 km/haltitudes of almost 10 km and a radar signal similar to that of a cruise missile) make them much more difficult to intercept than the Helix Shahed-136. These drones, with an explosive load of about 50 kg and an estimated range 1,000 to 2,000 km According to the variant, they are practically untouchable for mobile groups with light weapons, cannons or electrical interceptors drones. His deployment in the last mass attack, which left At least 13 dead And more than 130 injured, is a qualitative leap in the Russian capacity to saturate Ukrainian defenses and force the use of expensive Earth-Aire missiles, such as The Nasams either Patriotwhose price can reach Millions of dollars per unit. Tactical impact and adaptation. The introduction of the Shahed-238 seems to be part of A Russian strategy To prove the effectiveness of Ukrainian interceptor drones, developed from high performance FPVs used against recognition aircraft. The Minister of Digital Transformation, Mykhailo Fedorov, recognized that Russia is integrating countermeasures to make fun of these interceptors, which forces Ukraine to adjust tactics daily. Despite the goal of producing A thousand daily interceptorsscalability is limited by Russian attacks on factories, supply problems and the need to constantly relocate production. Ukrainian experts They point That this deployment could seek not so much the direct destruction of strategic objectives such as the wear of the inventory of long -range anti -aircraft missiles, leaving the space open to more destructive weapons. Production limitations. They counted the Twz analysts that, although Russia currently produces some 2,000 Shahed-136 per month And it aspires to reach 5,000, the manufacture of the Shahed-238 is more COmpleja and expensive. Their speeds demand more resistant fuselages, more precise guidance systems and high -cost turbojet engines, which restricts its scalability and diverts resources from the production of simpler models. The dependence of foreign componentsespecially from Chinait could be decisive to sustain or expand production. These limitations suggest that, at least in the short term, Russia will use the Shahed-238 in a combined way with large waves of Shahed-136, creating staggered attacks that saturate defensive systems. Perspectives and threats. The arrival of the Shahed-238 raises a Operational and economic dilemma To Ukraine: neutralize them with Sam missiles long -range is an unsustainable expense, while the most affordable solutions, such as unmanned interceptors, have not yet demonstrated full efficacy against this threat. In the short term, Russia’s most likely tactics aims to combine them with Great Shahed-136 waves To overload the defensive system, forcing to disperse resources and increasing the probability that other more powerful weapons reach their objectives. If Moscow manages to maintain a constant flow, even if it is limited, of these reaction drones, they could become a key element to weaken the Ukrainian defenses and open space to more devastating aerial offensives, thus consolidating a new technological front in the war. Image | PicrylMasoud Shahrestani / Wikimedia In Xataka | Russia’s most advanced nuclear submarine was a secret. Until Ukraine has revealed everything, even his failures In Xataka | It is not that Russia does not find the F-16 of Ukraine, is that kyiv has discovered the perfect hiding place for the future of wars

We have been talking about high speed between Lisbon and Madrid for years. Portugal is looking elsewhere: Galicia

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Galicia and Portugal share cultural, economic ties and a intense very intense cars flow forced to circulate on one of the highways more dangerous from Spain. That last could change in a few years. Portugal has activated His administrative machinery to build the first high speed between Aveiro and Porto, a key piece of the Lisboa-Oporto railway corridor that looks beyond Portugal and aspires to link with Galicia. With the echoes of the debate of whether Lisbon, high speed must be prioritized with Madrid or Galicia, the public body infrastructure of Portugal (IP) is very light: Aspires to link Lisbon with Vigo and A Coruña to leave a population bag of 11 million people only three hours from the Portuguese capital. What happened? That Portugal has just given A key step For the implementation of the Lisbon-Porto high speed line, a railway corridor that will link the two main cities of the country and will continue north to the border with Galicia. A few days ago IP and Advance Norte- Gestão Da Ferrovia de High Speede signed A concession contract of the first high speed between Lisbon and Porto: 71 km between Porto and Oiãin the Aveiro district. What exactly agreed? What they signed is a concession and financing contract, which in turn clears the design, construction and maintenance of the Porto section to Oiã for 30 years. “When it is finished, it will allow the connection between Lisbon and Porto in an hour and 15 minutes, with an expected use of almost ten million passengers a year,” Clarify Carlo Fernandes, from IP. In addition to the 71 kilometers of line, the project will incorporate a station in Vila Nova de Gaia, a bridge over the Duero and an electrical substation in Strare. And what about investment? The signing of the agreement also served to present the financing agreement between Advo Norte and the European Investment Bank (BEI) for 875 million euros, part of the global loan of 3,000 million euros approved in 2024 by the BEI to support the new line. Vigo lighthouse It states that in the first phase the Next Generation funds will also contribute 447 million. “This is a true turning point,” Celebrate Nadia Calviñoformer Minister of Economy and current president of the BEI. And why is it important? Because those 71 km are the first step of a much more ambitious race, the first phase of the new Lisbon-Support line. In total that initial corridor will be extended 143 km Between the Porto-Campanhã and Soubo station, in Coimbra. The high -speed corridor between the two major cities of Portugal, Lisbon and Porto, is divided into several phases that extend to Oiã, from that town to the district of Coimbra and the latter to the Lisbon area. A few months ago, In MayInfrastructure of Portugal also guaranteed that its objective is that the works for the new line between Braga and Valença do Minho, already at the northern end of the country, touching the border with the south of Galicia, start in 2028 and that the infrastructure is completed shortly after, in 2032. But … how does Spain affect? How important is the future high -speed future line between Lisbon and Porto or plans to extend the infrastructure even further north of the country? Simple. Procedures such as that of a few days ago, which seems to have cleared the future of the Porto-Oiã section, gradually shaping the new railway axis that will link the Portuguese capital with the north of the country and, ultimately, will link with the Galician rail service. It is not theory. Although the project takes time on the table and over the last years has taken both steps forward and backwards, the high speed connection with Galicia is linked to the development of the Lisbon-Oporto corridor. It He has made clear Fernandes himself, vice president of IP: “We will get with the Lisbon-Porto-Vigo axis to place A Coruña and about 11 million inhabitants at a distance of three hours from Lisbon.” The objective is not only to connect the lusas (large and intermediate) cities but to extend through the Atlantic strip. Is it the only project? No. The Lisbon-Porto High Speed Line and its connection with Galicia has been on the table, but in the neighboring country they handle another key project: the corridor Between Lisbon and Madrid. What is a priority? Which one is most interested in Spain? And to Portugal? In the past both countries have signs that their answers to those questions do not always coincide. During the summit Hispanic-2004 The Spanish government promised to “boost high speed between Madrid and Lisbon by 2030”. On the section of Porto to Vigo, assured “Share with the Portuguese Executive the commitment of 2032”. For the Portuguese president, Luis Montenegro, things seem to be somewhat different. After the bilateral assembly, he wanted to “make clear” that his “priority” is the Galician connection and that Madrid is actually a “second priority.” Is it the first time that happens? At all. It is not the first time that dissonance is revealed. In 2020, with António Costa in the Portuguese Government, it was even clearer when after the XXXI Hispanic Summit the Minister of Cohesion Territory, Ana Abrunhosa, left black on white Your posture. “Our priority is not the connection between Madrid and Lisbon because from Madrid to Lisbon we go by plane. We already have connection. Our priority is the Lisbon Atlantic Axis, Porto and Vigo”, He stressed Abrunhosablunt. Galicia and Portugal share economic ties and an intense flow of vehicles, which converts the A-55 highway, into Vigo, into The great door for filmed traffic between both countries. The Lisbon-Madrid connection that would limit the three-hour trip is expected a priori by 2034. Images | John Worth (Flickr), Nuno Morão (Flickr) and Infrastruturas of Portugal In Xataka | Renfe has just published his first punctuality report. Result: the bird is not punctual

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