The wildest race on the Olympic tracks in Cortina was in 1981. A man launched himself dodging bullets and assassins on a motorcycle

There are places that seem calm until someone decides to take them beyond reason. Scenarios conceived for precision and discipline that end up becoming, through a combination of ambition and audacity, within the framework of feats that border on the impossible and they leave a mark that is difficult to erase. The slopes of Cortina, in Italy, have seen all kinds of sporting feats, but few like the one that occurred in 1981. Return with the aroma of cinema. When the Winter Games They return to Cortina d’Ampezzothe tracks not only recover their sporting history, but also one of the sequences more wild and brutal never shot in the snow. The scene in question turned these mountains into the scene of impossible chases, shootings adrenaline in full descent and suicidal jumps that were etched in the collective memory long before he was once again at the center of the Olympic calendar, or even before Tom Cruise himself will amplify the scene in his Mission Impossible saga. The wildest chase. The story took place in 1981, during the filming of For Your Eyes Only which led to James Bond himself (then played by Roger Moore) to flee skiing of armed killers, motorcycles and even a biathlete who shot him while he was descending at full speed. In fact, the brutal sequence culminated with a maneuver as absurd as it was legendary: sliding down an Olympic bobsleigh track at more than 80 kilometers per hour and be thrown into the void as if it were a ramp. It was an extreme scene even for the saga, which came from sending the agent into spacebut which found in the Italian Alps a new limit for its formula of constant danger. Six weeks on the brink of disaster. The sequence in question required more than a month of filming, expert drivers inherited from The Italian Jobpiano wires, cameras mounted on bobsleighs and snow transported by trucks in the middle of the drought. Not only that. The team continued despite injuries from Roger Moore himselfburning bobsleighs and a level of risk so extreme that it was necessary to check every screw on the cameras before launching across the ice. Bogner and the men who did know how to ski. Behind the camera was Willy Bogner Jr.former Olympian and pioneer of ski filming, who decided roll the action back and designed double-tip skis to survive the challenge. Around them, specialists as John Eavesworld champion freestyle skier, learned to bobsled down the slopes again and again, while some actors struggled simply to stay upright on skis. Curtain, specialists and memory. Another of the key names was in the figure by Giovanni Dibonaa local specialist recruited to test whether it was possible to ski in and out of the ice channel, a feat that defined the entire final sequence. Decades later, The Wall Street Journal said that Dibona barely remembers why they were chasing Bond, but he remembers the titanic effort involved in filming in those conditions, an experience that made him understand that action cinema was not very different from extreme sports. Between glamor and tragedy. Plus: the filming was also marked by death. During a break for the 1981 world bobsleigh championships, an American athlete died in competition and, on the last day of filming, a young Italian stuntman He died when his sleigh overturned. All of this contrasted with the glamorous premiere of the film, a grand premiere attended by the then Prince Charles and Diana of Wales. Bond got off his skis, Cortina didn’t. The truth is that, over the years, the character of James Bond left the snow behind for other purposes such as hanging of trains and helicoptersbut Cortina remained a temple of vertigo, one shared by cinema and sport. There, those who lived through that filming know that the Bond films and the Olympic Games have something essential in common: they both look elegant from the outside, but they hide a hardness that only those who have ever gone downhill understand (or above) without network. Image | United In Xataka | One of the best comedies in history turned this simple scene into the most expensive. 9/11 and a highway were to blame In Xataka | In 1987 a death was filmed so savage that people had to cover themselves. The trick to achieve it turned RoboCop into a cult work

a weld between tracks from 1989 and 2023 in the spotlight of the Adamuz accident

The liberalization of the tracks and the multiplication of the number of trains that have to pass through them is the reason why a track fractured at high speed near Adamuz, Córdoba, causing an accident that has ended with 45 deaths and 22 people in the hospital, five of them in the ICU. That is the position, at least preliminary, of Iñaki Barrón, president of CIAF, entity in charge of the investigation of the biggest railway accident in our country since train derailment in Angrois (Santiago de Compostela) that ended the lives of 80 people. With the first investigations on the table, the indications suggest that the Iryo train derailed due to a fracture in a weld between rails carried out during the renovation last May. The fracture would have left traces on the first carriages of the Italian train and on the trains that circulated on that track that same day. At the time of the derailment, an Alvia train was traveling in the opposite direction and passed in a very short period of time (there was talk of 20 seconds at first but now it is pointed out that it could have been nine seconds) that prevented him from stopping before crashing. The blow caused the second derailment and the Renfe train ended up at the bottom of a four-meter embankment. It was on this train that the majority of the deceased were counted. In an interview with The CountryBarrón defends that the roads have endured slight traffic until the liberalization that put Ouigo and Iryo to compete with Renfe but that the mere multiplication of routes does not explain the breakdown of the tracks. Ensure the following on the affected lane: “For a long time it has had relatively light traffic. Lately, it has endured a little more intensity, but the lines should still give much more being of high capacity. The current traffic is by no means saturation. What was decided was to renew the detours, which are very critical elements and it was clear that it had to be done” In the interview, the president of CIAF explains how the renewal of the tracks is carried out and points out that the use of tracks manufactured in 1989 should not be a cause for alarm. On the contrary, the first bet from the investigative committee It was the welding that joined a section manufactured in 1989 with one manufactured in 2023 that really failed, leading to the breakage of the track and subsequent derailments. How two tracks are welded 34 years apart In recent days, the information regarding the Adamuz railway accident has focused on one fact: one of the split rails was manufactured in 1989. Adif, in the comprehensive renovation of the track, decided that it would not change sections that were more than 30 years old but this should not be a problem in itself, according to the president of CIAF: (On why Adif did not change all the lanes in 1989) “That is what we have asked, why the lanes have not been changed. Maybe it was not planned or should not be done. Many people have interpreted that when we talk about a comprehensive renovation, practically all the material is changed, and that everything that is usable goes to other lines, not high-speed lines. That has been done all our lives. When we realized that the detours had been changed, because that is what It was critical and there had been some incidents in the past, and also some more pieces of rail, but not all of them, we asked Adif about it. The fact that we continue with rails manufactured in 1989 is not particularly serious in itself. It is not something to raise our hands as long as they were in a position to provide service. But we have to carefully analyze the issue of renovation to see exactly what has been done and how it has been done. To questions from Xatakahe General Council of Industrial Engineers They point out that “it makes all the sense in the world” to point to welding as the source of the problem. “The joint is a unique point on the track. First because it is a discontinuity and any millimeter imperfection is amplified as the wheels pass. And second, because the welding process generates a zone that is thermally affected around it and can generate residual stresses.” And they emphasize: “when a rail breaks, the typical hypothesis, and which seems to be being confirmed, is that the break begins in the weld or in its immediate surroundings and from there evolves to the final failure.” Regarding the reason why the welding could have failed, the CIAF and the General Council of Industrial Engineers point to examinations in laboratories to determine what could have happened. The experts consulted by Xataka they point out that the Causes why a weld can fail in their execution they are multiple: Execution problems: such as the creation of a pore due to not reaching the appropriate melting temperature. Geometric finishing problem: a millimeter-sized burr or microstep is generated Problems with alignment: the alignment between lanes is not perfect These same experts point out that the derailment can be caused by various factors and that, by itself, one of the previous causes does not have to explain the entire problem. They point out that the laboratories will have to confirm if there was a previous problem in the material, if a failure occurred during the welding process and to what extent the thermal conditions and the frequency of train passage could have aggravated the problem. All of these are problems that revolve around two issues to take into account. The first points to the different degree of hardness of the steel between the rails. The 1989 track was made up of R260 steel, which is softer than the R350 HT steel that makes up the track produced in 2023. “The base steel is very similar,” they … Read more

Renfe has its AVRIL trains ready to put them back on the tracks. You just have to show that they don’t split

It seems that the soap opera of Renfe’s AVRIL trains is beginning to see the light at the end of the tunnel. The company has already received the completely repaired trains from Talgo, according to The Economistwho claim that the company has confirmed this point to them. The first question is what will be the new destination of these trains. The second is whether they will pass the litmus test: proving that they do not split. Back. Renfe already has the S106 trains affected by the cracks suffered in the Madrid-Barcelona corridor while providing AVLO service. That is what the company itself has confirmed to us, which, when asked by Xataka has confirmed that the replacement of the bogies has now “been successfully completed”. The trains have returned three months after being sent for repairs to the railway company’s facilities. They have done so after having completely replaced the affected bogies. Instead of being repaired, they have been completely changed to avoid greater evils. What happened? At the end of July, Renfe began to receive signals that something was wrong with its AVRIL trains that provided the AVLO service (Renfe’s low cost line) on the Madrid-Barcelona route. Those signs were, directly, cracks in trains. Although first there was talk of one train, we finally know that there were five that ended up affected by cracks of different magnitudes. After a tug of war between The Economist (which advanced the news) and the company itselfRenfe ended up suspending the sale of AVLO tickets on the Madrid-Barcelona route and ended up redistributing the AVE service to customers. Now the company recovers those affected trains but it does not seem that Madrid-Barcelona will be their destination. Whose fault is it? It is one of the great unknowns. Renfe has pointed out Talgo as the culprit of the cracks, reminding him that the trains are under warranty and that, therefore, they were not going to pay for the repairs. Talgo, for its part, blames Adifensuring that the maintenance of the line is insufficient and that this has caused excessive vibrations that have led to the famous cracks. Everything indicates that the problem is in the section between Madrid and Calatayud. In fact, the company even considered that it would continue operating with its AVLO service in the corridor but at a reduced speed which, it is assumed, did not generate the vibrations and therefore should not have an impact on structural damage to the train. Ultimately, this option was discarded. Fire test. The return of the affected AVRIL trains is a litmus test for Renfe… but above all for Talgo. And it is that Renfe has already been looking for trains in Germany to look for an alternative to the S106, known as AVRIL, which only Talgo manufactures. Giving a good image with a unique train in the world is essential to a company that is in financial trouble. The S106 trains were to be a leap forward for the company. They are the only ones who, given the railway peculiarities of Spainthey can “jump” from Iberian gauge to international gauge. For Renfe they are key because this allows them to position themselves ahead of Ouigo and Iryo facing a future opening to competition in the Galician corridor. However, the S106 have arrived late and They have garnered numerous bad reviews. And where are they going? It is another of the doubts that remain to be cleared up. According to Alberto Puivecinoresponsible for infrastructure and mobility at CCOO in Catalonia, it is possible that these trains will be used for AVANT (medium distance high speed) services in the region. A line that joins Lleida, Tarragona, Barcelona, ​​Girona and Figueres. The information was made public after a meeting between CCOO and the Generalitat of Catalonia. In Xataka We have asked Renfe in this regard but they assure that “the service that the currently immobilized units 106 will provide has not yet been determined. In any case, wherever they are finally going to operate they will do so with full safety guarantees.” For now, the fate of these units remains to be revealed. What we do know is that it is a litmus test for Talgo that must demonstrate that its S106 trains are once again reliable and, above all, are safe enough. Photo | Miguel In Xataka | The countries with the most kilometers of high-speed train, displayed in a graph with a brutal dominator: China

Someone has found a satellite for the first time on Google Maps. All tracks point to a Starlink satellite

There are people who spend hours exploring the most remote corners of the planet in the satellite photos of Google Maps, looking for surprising findings. But this time the surprise was not on earth, but in space. It is not a plane, it is a satellite. It is easy to find airplanes on Google Maps or Google Earth. Every day they fly between 100,000 and 120,000 planes worldwide. Not even poachers, such as bomber B-2, are safe from the satellite cameras that nourish Google maps with their images. The B-2 He was hunted in full flight A few years ago. But the bet has just risen with the most recent finding of A REDDIT user In coordinates 33 ° 44’39.0 “N 96 ° 44’46.2” W.: A rural Texas area, north of the city of Dallas. It is a satellite orbiting the land more than 27,000 kilometers per hour, which leaves the military plane at the height of a snail. Five colored spectra. The photo was taken on November 30, 2024 by a Pleiades European observation satellite, developed by Airbus. It is a picture that perhaps would have gone unnoticed if it were not for the five silhouettes of different colors that seem to be ghosts of the same satellite. It is actually the same satellite seen in five spectral bands. The black silhouette, captured first, is the satellite seen in the near infrared. They are followed by the red silhouette, the blue silhouette and the green silhouette, each captured with a different color filter in an instant infinitesimally different. Finally, the most clear silhouette of all, a pancromatic image of the satellite. The five satellite spectra on Google Maps Why do you look like this? It is a visual representation of two different phenomena: how quickly the objects move in the land low orbit, and how the observation satellites take their photos. They do not take a single photo, but several catches in different spectral bands (nearby infrared, red, blue, green and a pancromatic image on gray scale). Next, these images are combine with a Pansharpening algorithm To create a full color photo. Normally from the ground, which is still with respect to the satellite. However, this satellite moved almost eight kilometers per second, which caused the camera to capture it at five different points in the very brief moment in which the capture occurred. A Starlink satellite. Both Reddit users Like astrophysic Jonathan McDowell They believe it is a Spacex Starlink satellite. Unlike the first generation Starlink (which had a single solar panel), the V2 Mini have two large lateral solar panels that give them a wingspan of about 30 meters. According to McDowell, presumably is the Starlink 31147. It is not strange that the first satellite that has been found in Google Maps is a Starlink. Most satellites travel above 500 km so as not to have the atmospheric braking compensate, friction with the air that makes them end up resenting in the atmosphere. But the Starlink are launched at this point to offer a Global Low Latency Internet coverageassuming that will have to be replaced Every five years. 7,200 and up. Today there is about 7,200 Starlink satellites Orbiting the Earth (more than all the other constellations of combined satellites), thanks to Spacex’s ability to land the propellers of their rockets. That is why the investigations pointed from the beginning to Google Maps was a Starlink. Since Spacex has plans for Grow your network to a megaconstellation of 30,000 satellitesmost likely this is not the last Starlink that appears on Google Maps and other satellite photos, in the same way that it is increasingly common to see them in the night sky when we raise the view from below. Images | Google, Airbus Defense and Space In Xataka | Spacex has launched 8,000 Starlink satellites in five years, but they are not enough. And we are beginning to understand why

France has thousands of kilometers of unused train tracks. So you are covering them with solar panels

Solar panels and wind turbines have placed us in a complicated decision: aesthetics or generating electricity? Beyond Impact on living beings of the environment in which these renewable projects are installed, it is undeniable that They have a huge visual impact. That’s why, New transparent solar panels for windows or hide them on roads They sound like a great idea. In Switzerland they have developed a project for Place solar panels on the train tracksand now France has copied the idea. Invisible panels. With the name of ‘Solveig Project’, the French rail operator SNCF It has developed, through its Arep subsidiary, a project to create a solar plant that can be deployed on the roads that the company controls. They explode about 32,000 kilometers of lines, so, if the project is successful, the potential is huge. The idea is simple, but ingenious: take advantage of the rails to install solar panels, while batteries and investors are stored in modular containers. For now, Solveig is a pilot project that has started with the installation of eight solar panels at the Achères Technical Center, where they will be tested for six months. Facilities. Having a storage solution such as containers, which include investors and batteries, it is possible for the company to transport these assets as far as it is needed. It also facilitates their installation. As Comment the Director of Innovation of AREP to PV Magazine, the development of a photovoltaic panel transport system through ISO containersas well as its installation on the roads, “it facilitates both the deployment of the panels and the reversibility of the installation.” The operation does not require a complex installation, since a mechanical arm is responsible for downloading the panels, which are subsequently fixed to the tracks to prevent the wind from moving them. And, being temporary, does not require foundations. In addition, the containers are modular and the rail infrastructure is not compromised. Self -consumption. The idea is that this solar solution feeds the internal consumption needs of SNFC, as well as local uses around the facilities. The potential is gigantic, but, although AREP considers that it is possible to export this solution to both Europe and the rest of the world, we must wait to see the results of the pilot project. In addition, the idea would be to implement this system in out -of -service railways, all to add energy to the network that operates SNCF, since 80% of the national trains of the same work with electricity. In addition, he has the commitment To deploy 1,000 MW for 2030, and fill the panel tracks would be a good support. Next steps. The following steps of the Solveig project will focus on improving system efficiency and reducing costs to make it viable on a large scale. Although there is still no definite calendar for industrialization, the potential is evident: SNCF has more than 113,800 hectares of operational land that could become authentic solar parks over rails. In short, if the project gives good results, it is only a matter of time before more countries are uploaded to this new “train” of renewable energy. And, speaking of Switzerland, they are very committed to not shaving their green fields and, apart from the panels on the train tracks, also They are installing them on road walls. We just hope this experiment Do not leave like the one on the solar roadalso in France. Images | SNCF, Arep In Xataka | The bats of Spain live times of uncertainty. The reason, according to the CSIC: the wind turbines

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