tired

We have a problem with AI. Those who were most enthusiastic at the beginning are starting to get tired of it.

by

The most promising promise surrounding AI at work today It’s not that it’s going to replace us.but it could free ourselves from part of the burden we carry every day. In recent years, much of the technological discourse has insisted on this idea, also driven by the arrival of assistants such as ChatGPT, Gemini or the different co-pilots integrated into everyday software: fewer routine tasks, more time to think, create or decide calmly. However, as these tools begin to be truly used in real environments, a question arises that can no longer be ignored: what happens when that promise of relief is confronted with the daily practice of work. Depletion system. The narrative of relief begins to crack when academic research looks at what happens inside companies. A study published by Harvard Business Review describes that, in the observed case, the AI ​​did not decrease work, but rather tended to intensify it, even without explicit orders to produce more. These findings can be interpreted as a sign of an emerging problem, where increased capacity can push certain organizations towards dynamics close to structural exhaustion, more linked to constant acceleration than to the promised efficiency. Where does the data come from?. The aforementioned work was developed for eight months within an American technology company with about 200 employees, combining in-person observation two days a week, monitoring of internal communication channels and more than 40 in-depth interviews with engineering, product, design, research and operations profiles. The company did not mandate the use of AI or set new performance goals, although it did offer enterprise subscriptions to business tools, which allowed it to analyze what happened when adoption arose on the initiative of workers. The pattern behind the promise. Far from a sudden change, the intensification described by the researchers takes the form of a recognizable process. The magazine summarizes its findings in three mechanisms that, combined, transform the daily work experience: progressive expansion of responsibilities, increasingly blurred boundaries between activity and rest, and simultaneous management of multiple tasks supported by AI. The increased activity began, in many cases, with something that at first glance seemed positive: the feeling of being able to do more on one’s own. It was no secret that AI makes it possible to tackle tasks that previously required external support or specific knowledge, gradually expanding the perimeter of its role. However, this growth did not replace previous responsibilities, but rather added to them and triggered new demands for supervision and adjustment within the teams. When the pause is no longer a pause. The study also shows that this dynamic not only arises from doing more things, but from doing them at different times. By reducing the initial effort required to begin a task, AI made it easier for work to slide into spaces traditionally reserved for rest, such as meals, short intervals, or the end of the day. Over time, this barely perceptible continuity transformed the work experience into something more constant and less delimited, decreasing resilience even without formally increasing hours. Fragmentation of care. Harvard Business Review points out that the possibility of executing several actions at the same time, relying on systems that work in the background, pushed many professionals to maintain an increasing number of tasks open simultaneously. This multiplication of fronts generated a feeling of momentum and support, but also required frequently reviewing the results produced by the AI ​​and continuously changing context. As this behavior became habitual, expectations of speed tended to rise within the organization. A possible way out. The study suggests that the problem does not lie in the technology itself, but in the absence of frameworks that regulate its daily use. Therefore, it proposes developing an “AI practice” based on intentional pauses that allow decisions to be reconsidered, work sequencing that reduces fragmentation, and moments of human connection that counteract isolation. In this scenario, the challenge for companies stops being to adopt more AI and becomes integrating its capacity without eroding the balance of daily work. Images | Vitaly Gariev In Xataka | Google is going to borrow money to pay back in 100 years. You have to believe that in 100 years Google will still be there

Ryanair and the rest of the low-cost airlines have been charging for your carry-on suitcase for years. The European Union is tired of it

by

It is no surprise that the main business of “cheap airlines” is precisely charge you for cabin luggage. A cheap Ryanair or EasyJet ticket can easily be double the price if you include a small suitcase to carry in the cabin. And from Europe I want this to end nowboth by users and legislators. not so fast. In this regard, the European Parliament has voted in favor to allow all passengers to carry one cabin bag of up to 7 kg free of charge, in addition to their personal bag or backpack. The measure has sparked criticism from low-cost airlines, since they rate it ‘existential threat’ to its business model, and that could raise ticket prices by up to 25%, according to EasyJet. The trigger. The European legislative proposal establishes that any passenger may carry at no additional cost one personal item plus one piece of hand luggage of up to 7 kg and with combined dimensions of 100 cm. This would affect all flights to or from EU airports operated by EU airlines. Of course, it should be noted that this bill must still go through the European Council before becoming law. Baggage and margins. Bag fees have become a great source of income for low-cost airlines. Jay Sorensen, airfare expert at consulting firm IdeaWorks, counted to the Financial Times that European airlines raised $16 billion in 2025 just for baggage, of which 60% went to low-cost airlines. Although these fees are not usually broken down individually, Sorensen estimates that they represent almost a fifth of the total revenue of low-cost airlines. Reaction of the industry. Kenton Jarvis, CEO of EasyJet, has qualified the “lunatic idea” proposal and warns that the additional costs “would have to be passed on” to all passengers through higher prices, even for those traveling without luggage. On the other hand, József Váradi, CEO of Wizz Air, account to FT that consumers are “much smarter” and “are able to navigate the current system of optional tariffs.” For its part, Airlines 4 Europe, the industry lobby, has presented a survey according to which half of passengers would prefer to pay lower fares and keep suitcases as an optional extra. Margins. The low cost model is based on eliminating minutes on the ground and fuel costs. Augusto Ponte, European director of the consulting firm Alton Aviation, account FT that if each passenger carried between 2 and 4 additional kg, a plane with 150 people would have 500 kg extra weight, which translates into between 15 and 20 additional euros of fuel per hour of flight. According to Ponte, for an airline like EasyJet, which flies approximately one million hours annually, that would mean more than €28 million extra per year in operating costs, approximately a tenth of its total profit. In addition, the executive says that 150 additional suitcases in the cabin per flight would cause delays of about 10 minutes in each boarding, not counting the time necessary to relocate the excess in the hold. Ponte assures that, in short-haul aircraft that make six flights a day, this would be equivalent to one hour less operation per plane each day. Consumer protection. Beuc, the European consumer association, strongly supports the proposals of Parliament and even proposes raising the permitted weight to 10 kg. Agustín Reyna, its general director, argues that passengers “expect their hand luggage to be included in the price of the ticket” and that forcing them to pay turns luggage into “a luxury item.” For his part, Andrey Novakov, the Bulgarian MEP who is leading the parliamentary negotiation on these rules, has declared that the goal is “to strive for clearer and more predictable rules for airlines and a stronger aviation sector, but never at the expense of passengers.” Cover image | Gabor Koszegi In Xataka | When Ryanair CEO went to a restaurant he was charged for two extras: “priority seating” and “legroom”

Meta has been bragging about LLaMa for years while missing the AI ​​party. And she’s already tired of being the Android of AI

by

Close your eyes and think about AI. It’s easy for the names that come to mind to be ChatGPT either Geminiand it makes perfect sense: OpenAI and Google have focused on pushing solutions for real users. The one that may sound familiar to you, but you don’t even remember, is LLaMa. Meta has focused for years on AI for the sector, forgetting the consumer. And that’s about to change with Mango and Avocado. Because the “new” Meta no longer wants to be the Android of AI: it wants to embrace the Apple model. The ‘meh’ of LLaMa 4. Meta’s approach to artificial intelligence has been, and is being, curious. LLaMa 4 It was a frustrating release, one that hasn’t lived up to expectations. It competed with GPT-4 (let’s go for 5, whose launch also brought controversy), but while OpenAI and Google have struggled to position their AI models as options open to the user thanks to the chatbot, Meta has gone in other directions. They have their Meta AIbut LLaMa was the star product. They have ‘gone’ from the user and have focused on professional options. Meta opted for Open Source (in quotes) seeking to turn LLaMa into the foundation on which everything that has to do with AI is built. To make a simile, Meta wanted LLaMa to be the “Android of AI.” It hasn’t worked out, and now it wants to pivot to an Apple-style model: closed and consumer-oriented. 14.3 billion dollars. That’s the money that Zuckerberg, in full ‘founders mode’ like Florentino Pérez has been left in Scale AI. The startup has established itself in a very short time as the great promise of general AIone of the short-term objectives of the majors in the sector. And, now, it is owned by Meta. It is the Madrid of the galactics. Because even if Scale AI did not develop ChatGPT, Gemini or Claudehas built the infrastructure for proposals of this style. And with the purchase comes Alexandr Wang, who was CEO of Scale AI and now director of AI at Meta. It seems that the relationship is already bearing fruit. Mango and Avocado. As we read in WSJWang has mentioned two new AI models that will go live in early 2026. And the proposal is radical considering where the company came from: Avocado – This will be the brain and successor of Calls. It is scheduled for the first half of next year and is expected to be the one that begins the new era of privatization of the model: it would mark the transition to a closed system. Mango – If Avocado aims to be invisible to the user, Mango will be the complete opposite. It will be an image and video generation model to compete directly against sora, I see either Nano Banana from OpenAI and Google, respectively. Less papers, more chats. Thus, Zuckerberg and Wang will be able to have a model that people associate as synonymous with “artificial intelligence.” Google and OpenAI have come a long way, but if AI has taught us anything, it is that new tools can become popular in a heartbeat if they hit the right button. Midjourney was the grail of generative AIFor example… But of course, neither Google nor OpenAI are going to sit idly by. Both are burning money to continue developing their models and the problem is that, although what they get Meta works like magicthey will arrive years late consumer AI competition. They have dispersed their AI in WhatsApp, Instagram and professionals instead of having a single chatbot; have published studies on how capable your artificial intelligence is. In the middle of all that, they are late to the party. And, precisely, in that They look a lot like Apple. Images | Mark Zuckerberg, Dima Solomin In Xataka | “AI is unstoppable”: the CEO of Freepik talks to us about AI, entrepreneurship and the mistakes of an EU that only focuses on the dangers of AI

Malaysia is tired of its Bitcoin miners ruining its utilities. So he’s chasing them with drones

by

Cryptocurrencies continue to boom, but to get them you have to mine and that has significant energy costs associated with it. For some countries it has become a national problem. Kazakhstan closed the door to Bitcoin For this reason and now, the latest example, valued at more than 1 billion dollars, arrives from Malaysia. Malaysia gets seriousto. Malaysian authorities have begun to deploy an unusual surveillance network with the aim of hunt down an illegal Bitcoin mining network. Although the activity is basically legal in this Asian country, there are those who are carrying it out through unorthodox means, something that in turn is causing millionaire losses to the State. How to buy Bitcoins safely and risk-free The hunt. In Malaysia, Police search the streets in search of the hottest spots. They are those in which the alarms go off of its sensors due to irregular power consumption peaks. There are also reinforcements in the skywith autonomous drones and helicopters searching for where unexpected thermal signals occur. The thieves They are protected with heat shields to avoid being discovered and change location from time to time, prioritizing abandoned places, such as ruined houses or disused shopping centers. Behind this peculiar movement is an operation that has become a large-scale “catch-catch” between Bitcoin miners and the country’s police. A 1 billion dollar network. And, although mining in Malaysia is legal, a recent report has found a large-scale fraud. Since 2020, 14,000 illegal Bitcoin miners have been siphoning more than $1 billion worth of electricity from state-owned energy company Tenaga Nasional (TNB). Far from relaxing with the latest fluctuations of this crypto“business” continues to increase. A challenge for the Malaysian network. Beyond the considerable economic cost that these bands are causing in the State, the leaders’ concern lies in the very survival of the energy network infrastructure. The Deputy Minister of Energy Transition and Water Transformation of Malaysia, Akmal Nashrullah Mohd Nasir, has explained that The greatest risk that these fraudulent activities pose for the country is that “they can even damage our facilities. It becomes a challenge for our system.” A legal activity, with asterisks. Bitcoin mining is legal in Malaysia as long as those involved pay their corresponding taxes and do not make irregular use of energy resources. The authorities are not convinced and the debate on a total ban is already on the table. In fact, Akmal has recently stated that “Even if mining operations are compliant, the extreme volatility of the market in which they operate remains a major issue. I don’t believe there is any mining company that can be considered a ‘legally successful operation’ today.” Meanwhile. With the future of Bitcoin mining in doubt in the Malaysian country, the reality today is that the cunning of cybercriminals has become a very lucrative business. From the colossal ElementX shopping center in Melaka, which became another victim of COVID-19, to huge logging yards In Sarawak, miners are occupying unprecedented spaces and causing excessive consumption in the state electricity grid. To hunt them, autonomous drones that search the ground from the sky looking for thermal signals have become another ally of the authorities in Malaysia. A global problem. The electricity consumption of Bitcoin mining worldwide exceeds the total consumption of countries such as South Africa or Thailand, according to a report from the University of Cambridge. And although three quarters of this consumption occurs in the United States, for countries with a more unstable network it can become a serious problem. In Xataka | The latest buzz among drug traffickers is underwater drones. And they are manufacturing them in Spain In Xataka | The first “drone carrier” ship in the world is the new jewel of the Turkish army (and has been designed in Spain)

There is nothing more French than a baguette. And even the French have gotten tired of them

by

That in France the baguette is a symbol, an icon, an institution (almost), is beyond any doubt. Just three years ago UNESCO included it on its list of intangible cultural heritage and together with the Eiffel Tower, Notre-Dame and a handful of other symbols (not many) it is part of the iconic heritage of Paris. Despite all this, the French seem less and less interested in taking baguettes home, which coincides with a general drop in bread consumption. There are those who already warn that the popular bar is presented with a “uncertain future” or even, going further, he wonders: Can French baguette die? France, less and less panera. France may have turned baguettes into a national symbol, but even that has not prevented bread from facing a complex crisis there. The demand data shows this clearly, as CNN recalled this week in an analysis on the topic. If after the Second World War the French consumed an average of 25 ounces of bread per person per day (about 700 grams), in 2015 that figure had already dropped to four ounces (113 g). The trend does not seem to have reversed in the last decade and today this average consumption indicator is even lower, standing at 3.5 ounces (almost 100 g). In practice, that amounts to less than half a baguette. Is there more data? Yes. And most of them are not what they say are encouraging for the sector. In 2023 the Confederation of French Bakeries and Pastry Shops published a survey which reveals that, of the thousand consumers interviewed, more than a third (36%) acknowledged having reduced their bread consumption during the previous five years. The decline was also especially pronounced among middle-aged people (35 to 49 years old). In his case the ‘puncture’ reached 43%. In the lower cohort, young people between 25 and 34 years old, one in four interviewed (26%) declared that they had increased their consumption of bread, although this trend has some important nuances. Young people are beginning to see bread as part of the meals they eat outside the home and are banishing it from their breakfasts, a time of day when it was previously common to consume baguette bread with butter, jam or chocolate and hazelnut cream. Among those under 24 years of age, 57% maintain this habit. It is a considerable percentage, but it is far from the 83% that reaches among the population group of 55 to 65 years. “Coucou, tu as pris le pain?” The decline of bread in France is nothing new. In 2013 the trend was already clear enough for French bakers to launch a campaign to encourage its consumption. His slogan was “Coucou, tu as pris le pain?” (“Hey, did you pick up the bread?”) and was plastered on billboards, bus shelters and shop windows across the country with a clear purpose: to get French families to buy baguettes on the way home. They didn’t have it easy. The change of scenario facing the sector responds to a cocktail in which both internal factors and changes at a social and cultural level are combined. And what factors are those? To begin with, the offer has changed (a lot). It is not the same bread that the French found in the 50s or 60s as those of 2025. CNN remember how there are new professionals (“neo-bakers”) who are choosing to remove baguettes from their shelves and opt for other products, aromatic sourdough and whole-grain breads, made with cereals, organic flour and sold by weight. The reason, beyond their flavor: they stay fresh longer, an important factor for a generation that has lost the habit (or simply does not have time) of going to the bakery every day. Added to this is the popularity of other competitors, such as processed sliced ​​bread from the US. The data is once again incontestable. A study by the Federation of Bakery Entrepreneurs reveals that nine out of ten French (86%) admit to consuming industrial white plan bought in supermarkets. In May the Sirhafood medium I remembered that the market for packaged industrial sliced ​​bread moves more than 500 million euros annually, which has meant that the format (soft bread) has even aroused the interest of artisan workshops. Beyond the industry. The drop in bread consumption is also linked to something more complex: changes at a social, cultural and demand level. Simply the young they cook less and they eat more outside the home, where they also find a greater gastronomic offer, with alternatives in which bread is not a central piece. It’s not a coincidence. Yes in 2005 88% of French people Respondents saw bread as the basis of a balanced diet, in 2023 that percentage was already 66%. In its day, the baguette also offered a series of advantages (an easy-to-store format, availability, price and flavor) that may be less appreciated in the market today. The bar must be consumed the same day it is purchased, which requires going to the bakery daily. In a society in which time is scarce, this is a handicap and explains the implementation that supermarket bread has achieved. Beyond France. The phenomenon is not in any case exclusive to France. In Spain it happens something similar. Data from the Ministry of Food show that per capita consumption has plummeted in recent decades: from 56.4 kilos per year in 1990 we have gone to 27.4. The most curious thing is that the fall is once again focused on fresh bread, which (although it remains the most popular) is the one that has suffered the greatest ‘puncture’. The consumption of industrial bread has grown, although not enough to compensate for the collapse of traditional loaves. Images | Sergio Arze (Unsplash), Mohamed Jamil Latrach (Unsplash) and Shalev Cohen (Unsplash) In Xataka | We knew that freezing bread was convenient, cheap and fashionable. What we are not clear about is that it is “so good” for health

Barcelona is tired of cars not respecting the bus lane. So it’s installing AI cameras on its buses

by

2,500 violations in one month. That is, Barcelona City Council could have fined more than 80 drivers every day. It has not done so because, at the moment, the project is in the testing phase, but it has served the City Council to confirm its suspicions: the invasion of the city’s bus lanes is a constant and a real problem. To confirm this, Barcelona City Council has launched a pilot test equipping four buses with cameras enhanced with artificial intelligence. They are units of lines H12, which crosses the city on Gran Via de les Corts Catalanes, and D20, which in this case covers the entire route of Avinguda del Paral-lel and a nearby section around the port. The project was already presented last February but it wasn’t until summer when we knew all the results. Four buses and 2,500 violations The data published suggests that something is not working in the Catalan city. They collect in Hybrids and Electrics that just four units collected more than 2,500 violations in just one month. These infractions have not been sanctioned because, as we said, it was a pilot project that will serve to define new strategies and look for solutions. The truth is that it is obvious that the Barcelona transport company has to deal daily with all types of vehicles that illegally occupy a space that should serve to prioritize the passage of public transport. To record these infractions, the cameras recorded the movement and position of the vehicles as the bus moved forward. They specified in the presentation of the project that cameras have not been used in the study to identify people or license plates. The software, they say, only counted if there was an object blocking the road and is capable of discerning illegal occupations, such as a parking lot, from those permitted (taxis, right turns…). With the data they want to propose solutions among which, of course, the possibility of turning buses into real moving radars has not been mentioned. Although buses have highlighted the problem, the truth is that Barcelona already has the so-called “multacar”cars with cameras that record violations of the bus lane and that, these do, issue penalties with the violations found in their path. And the city council also has similar vehicles that They control regulated parking areasinstantly checking if a car has exceeded the allowed time and, in that case, fining it. The big difference is that installing this system on the buses themselves would allow the fleet to become an exercise in constant surveillance throughout the service. And taking into account the data recorded, the volume of sanctions would be expected to be very high in that case. Photo | TMB In Xataka | FlixBus wants to operate international bus lines in Spain. He has encountered two enemies: Alsa and Avanza

tired of living in theme parks

by

the word “tourismphobia”once seen as media exaggeration, began to describe for some time now a real climate: first were the massive marches and denunciations of unaffordable rents, then the jump to another guy of pressure (water guns, symbolic seals, terrace intervention) and then the extension of the unrest to iconic territories such as the Balearic Islands, where the protests in the middle of the high season sought precisely to hurt tourist visibility to signal that quantitative success had become a “non-living situation.” Latest case in Valencia reveals that the situation is far from over. Valencia as a symptom. At this time the video It has gone viral. The altercation between Dutch tourists on bicycles and young people in the historic center of Valencia (insults crossed, bikes on the ground, “tourists go home” versus “fuck you”) illustrates that the conflict has decreased, if possible, a step: It is no longer just political representation or organized protest, but direct friction in the saturated public space. They remembered in Levante newspaper that the video alone does not explain the background. The neighborhood platform contextualized the incident within an act for the eviction of a social space, denouncing that “real violence” is not the shout but the eviction, the noise, the daily saturation and the conversion of basements into tourist monoculture. The reactions in networks (some demonizing the neighbors as barbarians who tarnish the image of reception, others asking that “if they don’t respect, don’t come”) confirm that the phenomenon has entered a more polarizing phase, where each episode serves to reinforce side narratives. When it stopped being local. The demonstrations that occurred throughout Europe This summer they had a new nuance: they were no longer isolated cities in intermittent outbreaks but a coordinated mass that protests on the same day, against the same externalities and with recognizable symbols in circulation. Suitcases dragged to make noise, cardboard boats as an allegory of cruises or posters in English directed at the royal emissary of unrest made visible that for many, tourism stopped being just money and became a structural conflict over the use of land, air, water, sleep and disposable income. Housing as a trigger. The emotional thread that connects Barcelona, ​​Palma, Lisbon, Genoa, Venice or Marseille is not ideological but material: the hard core is the house price and social displacement linked to the monetization of the square meter in terms of tourism. When an apartment converted into a vacation rental doubles the potential income of renting it to a resident, the incentive structure expel population without individual bad intention. This displacement becomes more hurtful in island contexts or of historic centerwhere the supply cannot grow without damaging heritage or landscape, so the pressure It’s arithmetic: each hosted tourist competes with an expelled resident. that the conflict emerge in summer nor does it seem coincidental: the clash between external leisure and internal life It is maximum when the visitor demands speed, noise, density and carelessness, while the neighbor asks for sleep, shade, peace and access to basic goods. Globalization of fed up. What happened this summer of 2025 (the simultaneous protests in Mediterranean cities) proves that the unrest stopped being isolated to become a pattern of functional region in which the South has been reconfigured as North recreational playground. The demands shared in all the demonstrations reveal a common goal: decrease in tourism, limits on cruises, quotas on flights, moratoriums on tourist apartments, taxation of foreign capital and veto of land uses that externalize costs. If you also want, the political force of the phenomenon lies not so much in its radicality but in that is no longer marginal: social sectors that are not anti-system militants assume that tourism is a monoculture erodes civic resilience basics (residential market, mobility, access to services, quality employment) and that the gross profit of GDP does not compensate for erosion of the living conditions in the neighborhoods where the phenomenon is physically established. No cheap solution. And in all cities the underlying equation is similar: tourism is tax revenue, export income and low-entry employment in a country that has not generated equivalent industrial substitutes, but its territorial concentration produces social losses not internalized. The irony is that limiting it implies cut visible GDPbut not modifying it means gradually destroying the raw material of the habitable city. More simply put, success kills its own foundation. The Mediterranean arc went from competing to attract visitors in the 90s and 2000s to coordinating to contain them because the context of reference changed: when the limiting factor was employment, tourism was a solution, but when the limiting factor was land and housingtourism comes to form part of the problem. Uncertain future. Thus, without intervention, the outcome could be the silent consolidation of two parallel cities coexisting in the same place: one for tourists (abundant, prohibitiveephemeral, instagramer) and another for expelled residents to cheaper and worse served peripheral crowns. That pattern, in fact, already exists (Capo in Palermo converted in gastronomic park for visitors, Ciutat Vella in Valencia commercializedconverted Palma neighborhoods in decoration) and its deepening tends to become irreversible: when a street loses its base trade and their rents influence tourism, and as long as a solution is not found in the neighborhoods that absorb said impact, the videos like the one in Valencia They will not be an anomaly, they will be the symptom. Image | Zoetnet (Flickr) In Xataka | Decades ago, the cities of Europe came together to attract tourists. Today they join forces for the opposite: kick them out In Xataka | Spanish tourism faces the real risk of dying of success. There are already guides that advise against three of its great destinations

Scotland has grown tired of tourists on its difficult inland roads. So he put a special plate on them

by

Every year hundreds, thousands, tens of thousands of British tourists travel to the Canary Islands to enjoy a relaxing holiday on their beaches. It was not the case of Robert Marshall. From his visit to Tenerife he came back with a much less pleasant experience, the “horrible” feeling he had when he sat behind the wheel of a car and wanted to drive around the island without being accustomed to its signs, its roads or something as ‘simple’ as drive on the right side. From that trip Marshall returned home with something more than “stress” of the experience: an idea so that the same thing would not happen to any other tourist. Marshall is neither a politician nor an expert on mobility, but he does know about tourism. After all, he is the owner of a hotel located in the Highlands, the Scottish Highlandsa region that has experienced its particular tourist boom in recent years thanks to its mountains, castles and coast. When Marshall traveled to Tenerife some time ago and drove around the island, he understood much better the difficulties that foreign tourists encounter when traveling on the roads of their homeland. Added to the challenge that driving a new vehicle, in a new country, with unknown roads, customs and perhaps even rules, is the change of driving direction: on the left in the United Kingdom, on the right in most countries (including Spain). In his case, the result was a “horrible” experience that left him “completely stressed”. “When I reached the roundabouts, the intersections, as soon as I started the trip, I was going in the opposite direction to the one I usually drive. All the controls and buttons were in a different place. I kept shouting at my partner: ‘I wish these people knew that I was a tourist,’” remember. The sensation was not entirely unknown. He himself had seen how stressed foreigners get when they have to do the opposite and get behind the wheel of a car on the narrow, winding roads of the Highlands. To solve it, Marshall had an idea: What if drivers could actually recognize tourists? What if there was a simple way to identify the cars of travelers who do not know the area or are not used to the way of driving in a certain place? Would it help the rest of the vehicles you share the road with to be more understanding or even more cautious? The result of those reflections is the Tourist Platea registration for tourists. The idea is similar to that of the plate that identifies new drivers: a sign that warns other drivers that whoever is behind the wheel is not used to the area, something that the Tourist Plate achieves with an adhesive rectangle designed for the back of the car. White background, a large green T for “Tourist” and reflective surface to ensure that the plate is visible also at night. “It’s a simple idea, but it has generated conversation about road safety,” celebrates Marshall. And so much. The proposal has aroused the interest of media such as BBC, cnn, The Telegraph either The Timesamong others. And although a priori the plates have not been approved by any authority, Transport Scotland recently suggested to the cnn and BBC that in his opinion there is no problem in showing them. Stickers are sold by £9.99 on the Tourist Plate and Marshall website assures which already has orders from countries like the US, Pakistan or India. That the idea arose right in the Highlands is no coincidence. The region is experiencing a particular tourist boom thanks in part to the success of the route North Coast 500where visitors circulate who (like what happened to Marshall in Tenerife) are not used to Scottish roads, single-lane roads and driving on the left, which has resulted in a higher accident rate. Official figures show accidents in Scotland caused by drivers traveling on the wrong side they shot up 46% in one year: from 24 collisions attributable to “inexperience of the driver on the left” in 2022, the following year it rose to 35. The balance of recent years also leaves victims and accidents caused by Italian, German or American travelers. The Scottish police have even worked with the US embassy to raise awareness tourists about the importance of being cautious behind the wheel. For now, the Tourist Plate seems to have worked for Laura Hanser, activist of A9 Dual Action Groupa group that calls for improvements to road safety in the A9 road. Hanser recently decided to go from theory to practice and tested the ‘tourist license plate’ by adhering the sticker to his own car. “I drove down a single lane road at 80 km/h. I let different vehicles catch up with me. You could clearly see that it took them a couple of seconds to notice and then they slowed down when they recognized that I had that license plate on the car,” Hanser relateswho trusts that the sticker will help foreigners “acclimatize to your environmentthe car and the environment in which they are. “The infrastructure of the Highlands is under great pressure from the influx of tourists. Anything we can do to help, prevent or raise awareness can only be seen as positive,” he concludes. In Xataka | Ibiza is fed up with the waves of tourists every summer. And it has begun to limit them by leaving them without a car Images | Tourist Plate, Robert Bye (Unsplash) and Bo&Ko (Flickr)

Madrid riders have been using municipal bikes for some time despite it being prohibited. The City Council is tired

by

When it was released, more than a decadeBicimad was proposed as a public transport service with shared bikes. His idea was very simple: make it easier (and cheaper) for Madrid residents to get around the city by bike. Over time, its network of vehicles and stations has expanded, but it has also attracted a new type of user: riders interested in their benefits and low cost who rent them, skipping the regulation. Now the City Council has said enough. What has happened? That Madrid has grown tired of the riders use during your deliveries Bicimada public bicycle rental service. The message has been conveyed with crystal clear the delegate of Urban Planning, Environment and Mobility of the City Council, Borja Carabante, who recalled that the system was designed to be used by individuals (such as neighbors or tourists) not so that economic benefit could be taken from it, a possibility clearly banned in its regulations. Is the problem that serious? Yes. And no. The Municipal Transport Company (EMT) recognize that he is not aware that the riders are making “massive use” of Bicimad, although it has detected “some cases.” Much clearer has been Carabante, who assures that it is a practice that “we all see” on the street and seems to be getting worse. In fact, the City Council speaks of “an increase”. What does the regulations say? The issue is not so much that the practice is more or less widespread as that it completely fails to comply with the bases (and spirit) that regulate the service. In its chapter XI the document that sets the conditions of use slips several ideas, including one that closes the doors to riders and other delivery people. “The bicycle will be used exclusively for the transportation of users, and cannot transport other people, animals or merchandise,” collect the text. “Nor can the bicycle, nor the stations, be used for commercial purposes.” Why do they use them then? For its advantages. Bicimad offers more than 7,700 bikes and 630 stations spread across 21 districts of the capital. Those who use the service can enjoy electric bikes with a 250W central motor and 70 kilometers of autonomy for a fee of only 10 euros monthly. The service offers free, unlimited rides of up to 30 minutes. After that time, the second 30-minute fraction costs 0.5 and the subsequent three euros. In addition, its users are insured. A rider Anyone who wanted to buy a similar urban bike to deliver orders would have to pay hundreds of eurosat least. This without taking into account the wear and tear of the vehicle and another of the great advantages of Bicimad: the station network and charging points. Those responsible they calculate The service currently has 450,000 monthly users who make journeys that, on average, last just over 15 minutes. What does the City Council want to do? For now he has made it clear that he is aware that the riders They are misusing bikes and he is not willing to turn a blind eye. How he will respond and how far he is willing to go in his endeavor is another matter. The City Council has stated that it will look for a way to “disincentivize” delivery drivers from taking advantage of Bicimad and to do so, one of the options on the table is to apply extra rates to them. “We will have to see if there is some type of specific rate for this type of activity and we are analyzing possible alternatives so that it does not occur,” Carabante specifiedwho recognizes that what has sparked the interest of riders and has caused the use of Bicimad to increase among the group (according to the data managed by the City Council) it is precisely the “low rates” that the service applies, which “makes its use attractive” by the delivery people. Are you considering anything else? Yeah. Increase controls at street level. The City Council of the capital has recognized The World He plans to pay more attention to who rents the bikes to get a more precise idea of ​​the problem. “To assess whether any measure must be taken to avoid this type of use, the EMTE will soon begin a surveillance campaign to monitor these activities,” keep it up. “According to these results, actions will be applied to discourage use for commercial activities.” They won’t have it easy. The riders They use the same cards as the rest of the users and to confirm that they are using the service for commercial purposes, the police would have to stop them. Hence, for example, at the moment the improper use of bicycles is not being penalized either. The problem is not entirely new, but the City Council seems determined to put an end to a custom that, as the delegate alertsharms individuals who want to use public bicycles. Images | Bicimad In Xataka | There are no more 20 euro tickets: the trains between Madrid and Barcelona have become very expensive again for a reason

The new King of the AI ​​Open Source is Alibaba. And its strategy is simple: to be tired

by

Alibaba qwen3 -omni has become the new jewel of the AI ​​Open Source segment. This model, launched last week by the Chinese giant, manages to compete in various benchmarks with some of the best models of OpenAi or Google. But the important thing is not so much as the fact that it alibba Not stop taking AI models at a frantic pace and almost strenuous. QWEN models succeed. The QWEN3-OMNI-30B-A3B-INSTRUCT model is one of the variants of the QWEN3-OMNI family newly launched by Alibaba. This version has become the most popular model in the Ranking of available models in Hugging Face. Since it appeared there, almost 100,000 times has been downloaded, but it is not alone. The new QWEN3-Max-Thinking manages to match or overcome models such as Grok 4 or GPT-5 Pro. They do not stop launching models. As they point out In SCMPto date Alibaba has published more than 300 Open Source models that have served for other developers and companies to launch their own. In fact, it is estimated that there are more than 170,000 derived models, which seems to have managed to have Alibaba right now the world’s largest ecosystem. The data were shared in The APSARA conference Organized by Alibaba Cloud in Hangzhou last week. Some recent examples of that frantic rhythm: Alibaba Copa the ranking. Although they were released in April, the QWEN3 models have not stopped renewing in recent months with new capacities in the generation of text, images, audio and even video. The improvements in multimodal behavior have helped create this new “OMNI” family – which precisely handles all kinds of entrances and exits – and with it with it returns that yield They even rival with the best proprietary models of firms such as Google and Openai. Models for all tastes. If one looks That rankingfive of the first 10 models are from Alibaba. Tencent has two others, IBM Granite surprises in fourth position and also We have Deepseek-V3.1-terminus Already a voice text model called VoxCPM. Source: The Atom Project. Llama, missing. Meanwhile, the traditional dominator of said scope, The Meta Llama Modelis totally missing from the first positions of this ranking and appears in position 41. OpenAI and its GPT-Oss-20b model It is also quite displaced (position 30). The responsible for The Atom (American Truly Open Models) Project recently revealed A study in which they highlighted how accumulated discharges of Open Source models already come from Chinese models than US models. Llama was the most downloaded open model until recently. Now that position is occupied by the Models of the Qwen family of Alibaba. Source: The Atom Project. Be careful, downloads are something else. It must be said that the ranking focuses on “trending” models, that is, those whose recent popularity is high. The Openai model has in fact downloaded 6.71 million times, while Alibaba’s most downloaded model is QWEN3-Next-80B-A3B-Instruct, with 2.63 million downloads. Llama-3.1-8b-Instruct surpasses both (for now) with 7.18 million. In The Atom Project, yes, they point out that the accumulated discharges of the different flame variants have just fell below those of the Qwen variants. The reason is simple. Alibaba does not stop getting more and more models. Alibaba’s strategy has been overwhelming, and since in April it launched the first QWEN3 models, it has not gone from maintaining a frantic pace of launching of improved and derived versions such as QWEN3-Next, QWEN3-OMNI or QWEN3-MAX, in addition to specific models for generation of images as qwen-image-editordirect competitor of the famous Nano Banana, from Google. In Xataka | There are many “internal” races within the great AI race. And the Open Source is winning Alibaba

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.