traffic

The United Kingdom put an age verification to access PornHub. Immediately afterwards, its traffic plummeted by 77%

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Since the United Kingdom implemented age verification stricter access to explicit sexual content last July, under the Online Safety Act, traffic to pornographic websites has plummeted. Pornhub, the most visited adult site in the world, ensures that its visits from this country have decreased by 77%. Massive traffic reduction. According to Ofcom, the British communications regulator, visits to sites with pornographic content generally have decreased by almost a third within three months after the law comes into force. Google shows that searches for Pornhub have dropped by about half since then. The regulations require that anyone who accesses this type of website from the United Kingdom prove to be over 18 years old through verifications such as facial identification, email codes or credit card data. It must be taken into account that Pornhub is the nineteenth most visited website on the entire Internet, according to data from Similarweb, which gives dimension to the impact of these figures. The VPN effect complicates measurements. The drop in traffic does not necessarily mean that Brits have stopped consuming pornographic content. And there is a tool that makes actual measurement difficult of traffic from the UK: VPNs. The UK has become one of the fastest growing VPN markets in the world. According to data According to Cybernews, in the first half of 2025, more than 10.7 million downloads of VPN applications were recorded in the country, a figure that is already close to 16.65 million for all of 2024. Ofcom esteem that around a million people use VPN daily, tools that are especially useful for hiding the user’s real location and thus bypassing age controls. After the law came into force, VPN apps topped downloads in the British App Store, with at least one provider reporting an 1,800% increase in downloads. “It is likely that some of Pornhub’s ‘missing’ audience has not actually disappeared, but is being reclassified as non-British traffic,” explains Aras Nazarovas, cybersecurity researcher at Cybernews. cunequal compliance. Alex Kekesi, director of Aylo, parent company of Pornhub, explains BBC that the new rules are “unenforceable” and that many platforms benefit from ignoring them. It notes that Ofcom faces an “insurmountable task” trying to enforce the rules on some 240,000 adult platforms, visited by eight million users a month in the UK, while the regulator has only taken action against fewer than 70 sites for non-compliance. Kekesi assures that there are sites whose traffic “has grown exponentially” due to not complying with age verification, and has expressed concern about the content of some of these platforms, mentioning one that seemed to encourage searching for content with minors. Aylo affirms have shared information about these sites with Ofcom. The defense of the regulator. Ofcom defend that prioritizes the investigation of sites according to their risk and number of users, and that the increase in traffic can be precisely one of the factors that triggers an investigation. The organism holds that the 10 most popular platforms already have verification systems in place, representing 25% of all visits to adult content from the United Kingdom. The regulator also insists that more than three-quarters of the daily traffic to the 100 most visited websites goes to sites with age verification. “Sites that do not comply and put minors at risk can expect to face enforcement action,” he said. declared Ofcom. The regulator has launched investigations against 62 services suspected of ignoring the law. The debate over where to check. Pornhub proposes that age verification be done at the device level instead of web by web, arguing that it would be more effective and better protect privacy. Kekesi, who has traveled to the United Kingdom to meet with Ofcom and government officials, stands out That the British country is an exception, since Pornhub has blocked access in other jurisdictions that required age verification, such as France, its second largest market. The difference is that the United Kingdom allows sites to offer various verification methods, including email checks that do not require biometrics. However, experts such as Chelsea Jarvie, a cybersecurity researcher at the University of Strathclyde, they explain to the BBC that “for someone to be truly safe online we need different layers of controls throughout their browsing,” noting that no single approach is a “silver bullet.” The position of the British government. The authorities they have defended the regulator’s actions and have reaffirmed that protecting minors online is a “top priority” for ministers. “Where evidence shows that greater intervention is needed to protect minors, we will not hesitate to act,” the executive states. Ofcom affirms that the new law is fulfilling its primary purpose of preventing children from being able to “easily stumble upon pornography without searching for it.” “Our new rules end the era of an age-blind internet, when many sites and apps did not carry out any meaningful check to see if minors were using their services,” the regulator says. In Xataka | We already know how to retrieve the exact prompts that people use in AI models. It’s terrifying news

There are so many drones in Ukraine that they have become cars. So the army has created a DGT to regulate its traffic

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In a battle where drones are already they don’t need humans to coordinate and attack, and where these combat devices have taken technological warfare to a new crazy phase where they are knocking themselves downsooner or later it had to happen. Drones and Ukrainian airspace are increasingly similar, for better and worse, to cars and roads around the planet. The congested sky. The Ukrainian front has turned into an airspace so saturated with drones that its operators they must negotiate between them to avoid collisions and, above all, interference from their own electronic warfare systems. In an environment where thousands of devices they fly simultaneouslythe pilots establish “flight corridors” temporary, agreed by group messages or by radio, to cross areas under friendly control without being shot down by the signal jammers of their own army. This exchange, at times chaotic and spontaneous, reflects how modern warfare is fought both in the air and on the electromagnetic spectrum, where waves, rather than bullets, determine who sees, who shoots, and who survives. The invisible war. we have told before. The battle for dominance electromagnetic spectrum is already one of the most decisive of the conflict. each side try to saturate or protect the other’s frequencies through jamming systems that can nullify drones, missiles or radars, but also blind their own. Pilots as Dimko Zhluktenkoof the Ukrainian Unmanned Systems Forces, they explain Insiere that his work includes identifying Russian electronic warfare systems to destroy them before they block the signal of his drones. Other operators, however, they must coordinate with several units simultaneously, seeking a balance between protecting their troops and the need to keep flight routes open. In many cases, the commanders who control the jamming systems are at higher hierarchical levels, so units on the ground can barely request changes, with no real ability to turn them off or adjust them according to their missions. The chaos of the sky. The device density in the air has created an environment almost impossible to manage. Commercial drones modifiedappliances FPV explosives, reconnaissance dronesinterceptors and systems electronic warfare They compete for space and signal, in a landscape where distinguishing between friend and enemy is increasingly difficult. Many soldiers shoot or activate their inhibitors at any approaching drone, unable to identify it precisely. The similarity between the Russian and Ukrainian models aggravates the confusion, and sometimes the Ukrainians themselves Allied aircraft are shot down out of fear or uncertainty. In this scenario, the war resembles a gigantic air traffic jam where each operator must warn, coordinate and wait their turn to cross the front without being blocked or destroyed by their own side. Non-stop race. In the background, Ukraine and Russia compete to develop technologies capable of resisting the electromagnetic lock. New models include drones no dependence on GPScontrolled by fiber optic cableequipped with artificial intelligence or capable of changing frequency to escape enemy “noise.” However, these innovations slowly reach the front lines, where they coexist with outdated equipment that requires improvisation and constant communication. Thus, each flight is a negotiation between units, each mission a bet against the chaos of the spectrum, and each Russian advance forces an immediate Ukrainian response. The new frontier. Ultimately, the conflict in Ukraine has turned the sky into a laboratory where 21st century war is redefined. It is no longer just about tanks or missiles, but about waves, signals and microprocessors. The coordination between drones and interference systems reveals both the maturity and fragility of an army that has made ingenuity its main weapon. And it also shows a limit: the more saturated the spectrum, the more likely it will be that the technology will turn against those who use it. In that invisible space, where every interference can decide the fate of a drone or a life, Ukraine is waging a war as modern as it is paradoxical: a war in which communication It is the only way to prevent the defense from becoming its own enemy. Image | TASS In Xataka | If the question is how to end the war in Ukraine, the US has a disturbing solution: threaten Russia with a missile In Xataka | Russia’s technological superiority over Ukraine is growing every day. And all thanks to a friend: China

We all know that green is to advance traffic lights. Less Japan, defending that green is actually blue

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A long time ago We count A fascinating story that had the traffic lights and China as protagonists. It turns out that Beijing tried to change the color of these key traffic devices because use red to “stop” It was “anti -communist”. Of colors and traffic lights also goes the following story. In Japan they have no problem with red, but with green. The blue traffic light paradox. In most of the world the traffic signal that invites us to advance is unequivocally green, but in Japan that same light It’s called blue And, in some cases, it even seems bluish in the eyes of those who visit the country. This peculiarity He has baffled to generations of foreigners, but for the Japanese it is a convention as natural as saying that the sky is blue. The explanation is not found in lamp technology or in an arbitrary decision of the road authorities, but in a Cultural and linguistic background that sinks its roots in centuries of history. The linguistic origins of “year”. In ancient Japanese, they only existed Four basic words To designate colors: red, white, black and blue. The term AO served to name a much broader spectrum of shades than we associated with blue today, including what we consider green and cyan. This linguistic heritage lasted until the Heian periodwhen the Midori word to specifically refer to vegetation and the vitality of green color. However, the force of custom kept alive The use of AO In situations where, for other languages, green nuance is evident. Thus, it is not strange that a Japanese speaks of blue apples, mountains or blue vegetables, although in the eyes of anyone they are green. The conflict. When Japan introduced traffic lights in the 1930s, the progress light was described as green, following the global convention. But in 1960, with the entry into force of the Road Traffic Lawthe term AO Shingō, the “blue signal” was officially adopted. The clash with international standards was exacerbated after Vienna Convention of 1968which set the green as the reference color. Japan did not ratify that treaty, and with it the right to continue using its own denomination was reserved. In 1973, to reconcile customary and external demands, the government decided that the lights should be of a green With a bluish enough nuance As if I could continue to be called Ao. The result was a curious balance: greenish appearance traffic lights, but culturally blue. Beyond the signals. The persistence of AO It is not limited to traffic lights. Common expressions such as aoringo to designate the green apple, Aonori for the green algae that is sprinkled on dishes such as the okonomiyaki, or Aoba for the young leaves of the trees, show how blue overlaps green in the Japanese tongue. In addition, AO acquired a symbolic value associated withor new and the immature. To say that a person is AOI means that it is still inexperienced, a metaphor equivalent to that in Spanish or English we express calling someone “green.” This crossing of meanings reveals how the language not only names colors, but also organizes cultural perceptions and associations around them. Convention turned into identity. Today, although Japanese traffic lights are in green practice, they continue being called blue by millions of people who have inherited a particular way of seeing and describing the world. What for a foreigner is a rarity or confusion, for a Japanese is a tradition that does not need justification. If you want, the tongue has been imposedwork visual perceptionand the result is an example of how cultural conventions can challenge international standards and become part of national identity. Thus, Japan’s blue traffic light recalls that the way we name things influences how we understand them, and that even a traffic light can tell a story of centuries of history, language and custom. Image | Redoxkun In Xataka | That Japan has 100,000 people over 100 years explains a problem: they are running out of drivers, literally In Xataka | If the question is why there are so many Japanese with umbrella on the street, the answer is simple: for more than the sun

One of the greatest consultants has brought the war against teleworking to the extreme: a “traffic light” to control

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PricewaterhouseCoopers multinational consultant (PWC) decided A little less than a year ago than The 100% Teleworking Era had ended. He joined the decisions that had adopted competitive companies such as EY. The striking of the movement were its conditions: it would geolocate their teleworkors to control that they were going to the office 60% of the day, the minimum amount that it now demanded (after having requested 40% until that moment). Now, thanks to Financial Times We know how they are carrying out control in their offices in the United Kingdom. Traffic lights. PWC measures have not only fallen into broken bag, but have intensified. Since April, the company is registering in a control panel the assistance and if the three days they demand at the week are passed in the office. To control compliance more visually, the company has established an indicator based on traffic light colors. Those employees who meet have a “green” in their state. The profile of those that drops from 60% has an amber, and those that fall from 40% have a red. In addition to the workers themselves, supervisors, heads of business units and directors have access to this traffic light. Thorough control. To verify that the employees go to the offices (OA meetings with customers, outside them), the company is carrying out a monitoring of the location of the wifi connections of the laptops. The data that is collected following this control is intended with the assistance or absence indicated in Workday, the software used for human resources issues, and in the personnel control sheets. In addition to the WiFi, PWC also has control of when employees pass their cards as an signing to enter and leave the offices. Policies against the old trick. The verification of assistance based on the entry and exit signings is something that many companies have carried out. Those employees who wanted to try to skip that control did something simple, according to a study: 58% of the workers employed under a hybrid work system went to the office, signed and then they left. Amazon already ended this picaresque establishing a minimum time to go to the office. Hey also reinforced Its access policies with lathes Checking that 50% of some teams breached the demands for assistance to their facilities. The control based on Wi -Fi connections is the brooch to these policies. Consequences. The question is what happens to employees who have a red or amber in their traffic light. And the internal guide for employees to which the Financial Times has accessed is clear: they face formal sanctions and a reduction of their performance in evaluations, where extra bonuses are played to their base salary. That same guide includes special exceptions or permits for family or disease reasons. Employee reactions. PWC workers are complaining so much about this scrutiny that a high -rank worker has told the Financial Times that he has lost his account of how many complaints he received. Employees are restless about tracking methods, and seek more transparency since the pressure to be fulfilled rose. It goes in the line of the best qualified employees in companies of the S&P 500: Rotation triggered by imposing face -to -face. According to a study by McKinsey, return to the office It is not enough to improve productivity. A company spokesman said that the control panel “guarantees that our people have easy access to their assistance data, so that they can manage and plan their time in a way that works for them, our equipment and our clients.” The paradox. The ‘Big Four’ have been serious with the return to the office, but they have always been in the spotlight of the management of extra hours, and Work fined them in Spain for having lacked time registration (mandatory by law since 2019) and for excess of day. The macro -inspection ended, at least 1.4 million euros that had to pay for different circumstances for social security fees. Image | Flickr (Raul Muñoz) and Carlos Alberto Gómez Iñiguez in Unspash In Xataka | The companies bet on the return to the office. Public administration keeps an ace in the sleeve: Teleworking

It looks like a legitimate traffic with a QR code. But behind there is a false and cybercriminal page

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At first glance, it seems one more traffic fine: official paper, DGT logo and a message that invites you to pay as soon as possible. But it is a trap. Actually, it is a fraudulent impression that is appearing in car windshield in Malaga and that seeks to supplant the General Directorate of Traffic to steal bank data. The Local Police and the City of Malaga have already launched a public warning after detecting the first cases this week. As explainedthe document uses both the shield of the Ministry of Interior and the DGT logo to appear authenticity. Its objective: to make unexpected drivers with false sanctions. A scam to steal bank card data The mechanism is direct. The supposed fine incorporates a QR code That, when scanning with the mobile, redirects to a website that mimics a digital DGT environment. There the user is asked to enter the data of their bank card. Everything is designed to seem legitimate, even a “support chat” headed with the institutional image of traffic. This is how fines that have appeared in Malaga are seen in recent days The objective is evident: to capture the data of the credit or debit card of those who fall into the trap. The fraudulent website: Thus try to steal your data with the DGT appearance However, deception is not perfect. Some details betray falsification: the header says “boss” instead of “headquarters” and “apartadp” instead of “section.” Also Key elements of an authentic fine are missingsuch as the agent number, the vehicle data or the place where the infraction was supposedly committed. Even so, the risk is real. In the middle of the daily routine, and given the pressure to solve the matter as soon as possible, it is not difficult for someone to scan the code and enter their data without thinking too much. Scams through QR codes are not new. In fact, they have their own name: Qrishing. The National Institute of Cybersecurity (INCIBE) and other organisms have not been warning of this type of fraud. What is new is this campaign located in Malaga, which It could extend Easily to other cities if scammers replicate the pattern with slight adjustments. An image of an authentic fine, with all official elements The City Council has made available to citizens the phones 951 926 010 and 010 to consult doubts or verify whether a fine is real. The aspect of an authentic sanction has also been shared to help differentiate it from falsification. Who is behind? At the moment, there is no official information. What we do know is that the fraudulent website is still operational. The domain used, dgtmultamalaga.sbsis lodged under the umbrella Webnica low Asian cost registrar, which makes it difficult to track the person in charge or know if the registration data has also been supplanted. Images | Local Police of Malaga and Malaga City Council | Screen capture (xataka) In Xataka | Our password managers serve much more than passwords. So you can get the most out of them

A strike arrives at its airports to collapse European air traffic

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“Today we had to go home and the first flight available is July 8. We don’t have a floor, we don’t find a hotel, a car, or train. We found nothing.” The comment He is from Mariano Mignola, an Italian tourist who last week suffered in his flesh the effects of the France’s air controllers strike just when he was preparing to take a flight in Orly with his children. Its case is not unique and reflects an alarming reality that has shaken the sector, both in France and in the rest of Europe, including of course Spain: The capacity of Gauling drivers to knock out the traffic European. What happened? That French air controllers have demonstrated their pressure capacity. And big, inside and outside your country. On Thursday 3 and Friday 4, just when thousands of Europeans made their bags to start their vacations, the collective He summoned a break that put the air traffic above the continent. The strike was organized UNSA-ICNA (The USAC-CGT union also added) after two unsuccessful meetings with the General Directorate of Civil Aviation (DGAC) and a clear purpose: improve workers’ conditions. According to Precise I mondeextended to 270 from a total template of 1,400 controllers. Was it affected traffic? Yes. On Thursday the break had already felt in 11 airports From the French network and some of the most relevant in the country were forced to suppress 25% of all its programming. To tackle the problem and adjust the operation to the number of controllers available, on Friday the DGAC even asked to airlines that canceled about 40% of their flights in the three main Paris terminals. Nor for those avoided the intense chorreo of complaints of tourists, Companies And even Professional associations. Can the impact be measured? Yes. The sector has not taken to share figures that give an idea of ​​the impact that the strike in air traffic had, both French and other nations. “The European skies are unnecessarily paralyzing during Le Grand Départone of the most busy weekends for trips “, He denounced Thursday Airlines For Europe (A4E)an association that includes Ryanair, Air France-KKM, Lufthansa, British Airways and Easyjet. To prove it, I shared Some figures: More than 1,500 canceled flights, almost 300,000 affected passengers and more than 500,000 minutes in delays (equivalent to a whole year). And that, he stressed, when the strike had not yet ended. Is there more data? Yes. A4E was not the only one to alert the consequences of the strike for the European sector. In its latest weekly Eurocontrol report Recognize that the network was “significantly affected” by the break and speaks of delays that directly blames what happened in the France control towers. According to your calculationsthe strike accumulated important delay in traffic management, both directly and indirectly. Regarding operations, Your balance It is resounding: “3,343 flights less from/to French airports compared to the previous week and (…), 1,206 less overflows with Gallic airspace.” Was Spain affected? Yes. And clearly. The Association of Airlines (Wing) He took stock Yesterday of what happened and concluded that “one in three flights operated in Spain” on Thursday and Friday was affected by the strike. In traffic that is equivalent to almost 2,000 flights with departure or arrival Spain with delays and thousands of harmed passengers. The collective estimates that during the stop days the average delay of the flights affected in our country was around 42 minutes. “On Thursday 1,082 flights operated in Spain (31% of the flights) suffered delays due to the strike in Gallic air control, with an average of 49 minutes per flight. On Friday, 873 flights were affected (23%) with an average of 33 minutes per flight,” he says. With those figures on the table, ClarifySpain would be the second most affected country, behind France. There he estimates that direct operation (take -off and landings) descended 32% due to protests. What does the sector think? Alert impact on air traffic and tourism. In fact wing claims that are protected with “urgency” the over -uelos in France when the controllers of the country declare themselves on strike to “avoid damage to passengers and airlines.” It would be nothing new, remember: it is already done in Italy, Greece or Spain. “Citizens cannot be captive to the strikers’ strikes in France, whose affectation extends beyond their borders, impacting worryingly in our country,” Crows Its president. Very critical The general director of Ryanair, Michael O’Lery, has also been shown, who recalled that much of the affected passengers did not fly with origin or destination France, but that they crossed the country’s airspace. “It makes no sense and is extremely unfair for passengers and EU families who go on vacation,” emphasize The manager, who has already asked Ursula von der to adopt “urgent measures” to protect the flying. “It is unacceptable that flights that survive France and that could operate without interruptions are unnecessarily canceled, simply because the European Commission does not protect overflow flights or defends the single market.” Images | Charles (Flickr) and Vincent Desjardins (Flickr) In Xataka | We have been binding to the suitcases to identify them at the airport for years. Your employees warn that it is a bad idea

A driver has been arrested for overloading his Seat León with 700 kg. The traffic fine is the slightest of its problems

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The punishment for breaching one of the sections of the Traffic Law in its article number 76 is clear: 200 euros of fine. It is what corresponds to someone who circulates with “vehicles with the poorly conditioned or with a danger of falling.” The relative to article number 77 of the Traffic Lawin which it is stated that “circular with a vehicle that breaches the technical conditions that seriously affect road safety” is a very serious infraction, punishes drivers with 500 euros of a fine. Any of these two articles, we believe, can be applied to those who drive a car loaded with 700 kg of luggage The problem is that this luggage is stolen cable. Or that the car is not even yours. In that case, you are before the youngest of your problems. When you have a much more serious problem than a traffic fine Because this way the driver of a Seat León circulated, arrested by the Civil Guard in Pilas (Sevilla), as he collects ABC. The detainee was intercepted by the Civil Guard by spotting a very loaded vehicle. When they wanted to stop him, the driver fled on foot to try to mislead the agents who finally ended up stopping it. And the driver knew perfectly that the youngest of his problems was overweight inside his car. The car intercepted, the agents discovered that distributed in the trunk and the rear seats carried 700 kg of stolen cable. Obviously, the intention was to resell copper. But, in addition, the car appeared in the records In the name of a deceased personwhich clearly demonstrated the intention of going unnoticed. The subtraction of the telephone wiring was located between Jabugo and Castaño del Robledo (Huelva) so the driver managed to cover a part of his escape. In total, it is estimated that the detainee stole 1,250 meters of telephone wiring that would have tried to move inside the vehicle. To know how much weight we can carry in our car, we must go to the technical file. In it we will find the data of the maximum authorized mass (MMA), which is forbidden to overcome because we will be putting our safety and the performance of our vehicle at risk. There is no concrete figure of how many kg we can load in a car but, yes, the maximum figure that we can find in a MMA is 3,500 kg because above this weight we could not circulate with a driver’s bnea B that this license is designed exclusively for cars. Photo | Civil Guard In Xataka | How to take the luggage without receiving the 200 euros of the DGT fine

lose up to 60% of air traffic

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They threatened and fulfilled. Ryanair has left or reduced its operations in seven Spanish cities, leaving semi -vaiors some airports in our country or, directly, eliminating more than half of the routes that came out from them. Now, the exit and without a company that occupies the hole left by the Low Cost Irish, we already know the impact. I set up. They announced it in January of this year. Ryanair made his bags and sought routes, in his opinion, more profitable than the Spanish. In total, 800,000 places less this summer, the closure of its activity in two Spanish cities and a reduction of its operations in five other cities. Specifically, 12 routes that suppose 18% of the company’s activity in our country. Jerez and Valladolid have fired Of the flights offered by the company and in Vigo, Santiago, Zaragoza, Asturias and Santander the operations between 5% (Santander) and 61% (Vigo) have been reduced. The reasons. “Despite the decision of the Spanish government in 2021 to freeze rates at airports until 2026, Aena has tried to increase rates every year and more accentuated in Spanish regional airports, where traffic is maintained below the levels prior to the Covid crisis,” with these words Ryanair explained its march. The decision also described it as “completely avoidable” and stressed that it would be “devastating for regional connectivity, employment and tourism in Spain.” That is, Ryanair directly pointed to the government and Aena rates that are charged for the maintenance of airports. The reasons? Despite Ryanair’s explanations, other reasons float in the air. The most obvious is that Fine of 107.78 million euros that the government has applied to Ryanair for its regulations regarding hand luggage has been decisive in the succession of events. The company’s own CEO, Michael O’Leary, He came to qualify as “clown” To the Minister of Consumption, Pablo Bustinduy. That fine is controversial because For consumption there is no doubt that a cabin suitcase is “essential” to travel. Ryanair defends himself saying that European regulations do not clearly specify what the measures of the “essential” bulk that must be embarked should be. Therefore, they ensure that the government is financially punishing the company for no reason. And justice does not end up being clear. Even in Spain, Ryanair has received favorable and opposite sentences in litigation related to the hand suitcase and the collection of it when it comes to what is popularly known as a cabin troley. Aena’s rates, therefore, seem only the excuse to break the routes. Its impact. In his march, Ryanair knew where he could hurt. He has left behind airports with very little activity, which means the closure of many routes that had the foreigner. Now, many citizens have to travel to Madrid, Barcelona and other large cities to take flights outside Spain. The most affected airport is Valladolid, where 63.2% of its passengers have vanished, according to data collected by Aena. It is the most affected city of the previous list. Together added 779,226 passengers in April, for the 871,070 passengers of the same month of last year. And that specifies in the economic environment, which Holy Week has been held in that period, which adds extra passengers (last year it was held in March). In total, 92,000 passengers have been lost in the sum of all airports and, according to Expansion75% of these operations correspond to trips offered by Ryanair. Zaragoza grows. Of the cities where Ryanair has reduced its operations, only Zaragoza manages to grow Regarding the month of April 2024. Its traffic grew by 13.6% despite the fact that the company had announced the withdrawal of 20% of the operations on the soil. Contrast with any other city that has reduced its operations to a greater or lesser extent. Jerez has lost 25% of passengers and Santiago 16.8%. In Santander, the decrease in passengers has been minimal with a 0.3% fall and in Asturias it has been contained in 1.7% decrease. In spite of everything, the average in reducing operations has been 10%. And in the future? Who knows. Because Ryanair continues to tension the rope And only a few weeks ago that he threatened to continue withdrawing routes if from Aena they do not yield to his demands regarding airport rates. A declaration of intentions of which Aena defends himself ensuring that these are very low in regional airports, almost testimonial. The truth is that Ryanair has operated, Also in Spainwith regional aid disguised as advertising campaigns which has allowed him to hold routes that were not filled. In his march he has applied that same strategy On routes that, for example, have Morocco as destination And in which nobody is traveling. Photo | Marty Sakin In Xataka | The great secret of Ryanair’s success is that he does not earn money to fly: he does so squeezing you in everything else

Without traffic lights for the blackout, Spain lived a real libertarian experiment of mobility. And it went quite well

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And at 12:32 p.m. on April 28, 2025, Spain went black. We knew almost immediately when connections with our partners were cut of work. Computers with the Black screentrains stopped in the tunnels, frozen elevators between plants and on the street … on the street a normal life. More or less. Because beyond the tails in the Mercadona and the children running and shouting through the courtyard of school at abnormally late hours, traffic more or less flowed. No available trainsthe passengers jumped to shot traffic. In private cars, in public buses and making horsetop. More or less, at greater or lesser speed, Traffic continued flowing. Yes, we have seen that in the center of the big cities such as Madrid or Barcelona, ​​the main roads soon getting stuck. But it is also true that traffic worked with relative calm there in many other parts. It was the confirmation that traffic can flow if we put a little all on our part. And it is the confirmation of why there are those who design cross -free crossings. Traffic lights in Granada on April 28, 2025 during the national blackout A little please On March 17, 1926, almost 100 years ago, Madrid installed the first traffic light in Spain. He arrived to make “a more rational use of private cars and generally favor that of public transport, in addition to making citizen coexistence more pleasant and contributing to a greater and safer use of the street for pedestrians”, as read on municipal sides of the time. Who was going to tell us that almost a century later, the radio would concatenate connections by Spanish cities in which the return of the light to the traffic lights of the street was celebrated. It was enough to hit the ear to the transistor to feel some relief in the voice of the reporters who finally pointed out that the light had returned to the traffic lights. With the traffic lights it seemed to return normality. That red light that prohibits the passage to whoever crosses my path and leaves me free. That amber light that warns me of danger but It seems that it only shouts that accelerates. But what if normality remained without traffic lights? It is what happened in most of the country. Without lights to regulate traffic, cordiality, negotiation was imposed and we did not have to regret serious incidents. The supposed anarchy never became such and putting all on our part took control of the streets. “We install traffic lights to promote fluidity and increase speed, against negotiation and In many cases we do the opposite“The words were expressed by Román Torre, a member of the XIXONÉS OF MOBILITY and author of various articles related to mobility in cities. On your tweetreferred to a crossing in which it is observed how vehicles circulate with total fluidity. Of course, it is not a crossing with the volume of traffic that we can find in the North Zone of Madrid which, everything is said, It usually stuck with and without traffic lights. And, in fact, the tower itself indicates at the end of the thread that it is a solution “that is not worth all sites.” Click on the image to go to the original tweet However, the video does show that on many occasions the fluidity of the traffic is guaranteed without traffic lights. And, the best thing is that it is not only guaranteed, it is also a safer solution. If there are no lights, the driver is obliged to reduce the speed when approaching a crossing because he does not have the traffic light safety network guaranteeing a free track. At lower speed, a possible clash is more unlikely, it would have lower consequences and, in addition, the possibility of an outrage are reduced. The DGT contemplates How to act at intersections without priority of passage But just watch a video recorded yesterday to check how the negotiation It is imposed to give way to each car little by little, Without slowing traffic. It is something that has been studied and applied in the Netherlands. An example is that of Alexanderplein in the center of Amsterdam. There, after various studiesit was decided to eliminate traffic lights and found that despite living cyclists and trams, traffic fluidity is better than without the lights that supposedly manage traffic. The secret is to observe the rest of the traffic agents. Something similar is what is applied in Groningen where the maximum has applied for years “All green” for cyclists at 29 intersections of the city. Fully closing traffic to cars for a few seconds, it was found that if bicycles are allowed to circulate total freedom (a similar experience to do it without traffic lights) traffic is more fluid. One of the reasons is undoubtedly low speed that circulates that facilitates making decisions in very little space and, therefore, fluidity when taking one or another way. That controlled chaos is possible thanks to the fact that we move “As we would behave if we were pedestrians”, In Ford words. The company presented some time ago a solution to take advantage of communication between vehicles to eliminate traffic lights and, with them, unnecessary waiting. Without lights regulating traffic, ensures that autonomous cars They can move with total tranquility Because they reduce speed when they reach intersections and movements are safer. The point is that what humans live yesterday. Torre explains in Migijón That the absence of lights causes drivers to take the initiative when crossing the intersection instead of “obeying” the green or red light. This prevents trumpeting with a stop, an acceleration and a new detention on the next street. Obviously, without traffic lights, the car stops but applying some negotiation between drivers, the arrests are much shorter as it can be seen in their videos. Much of the secret is in that reduction in speed when approaching the intersection. No traffic light, the driver must circulate more slowly and … Read more

Tomtom has studied cities with the worst traffic jams and in Spain there is a surprising own name: Valencia

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In many cities, life is what happens between Atasco and traffic jam. It is an evil with which you have to live in the big cities: a great offer, but also a high car mobility that generates those jams. And the big problem is not that traffic jams stole time, but They take money from us. How long do we lose the Spaniards in traffic jams and what are the most angry cities? The annual ranking elaborated By Tomtom he has the answer and Barcelona does not surprise anyone as the most stuck city in Spain. What is a surprise Optra City of the Mediterranean: Valencia. The analysis. First of all, it must be said that Tomtom, one of GPS navigation specialists, has published his ranking for almost 15 years. In it, we can see worldwide circulation data that includes 500 cities of six continents and more than 737,000 million kilometers traveled by cars are taken into account. Important: the data They correspond to the paths in 2024 of the cars that incorporate their GPS technology in one way or another, so, although it is representative due to the popularity of the brand, the minutes may vary with respect to other analysis. That said, the ranking of Spanish cities with more jams is as follows: Time Lost in Transcos per year Average time to make 10 km Barcelona 87 hours 31 ‘, 13’ ‘ Madrid 64 hours 24 ‘, 44’ ‘ Valencia 62 hours 26 ‘, 18’ ‘ Valladolid 54 hours 20 ‘, 5’ ‘ Seville 54 hours 21 ‘, 46’ ‘ Palma de Mallorca 49 hours 17 ‘, 5’ ‘ Malaga 45 hours 20 ‘, 7’ ‘ Las Palmas 44 hours 18 ‘, 50’ ‘ Vitoria-Gasteiz 44 hours 22 ‘, 54’ ‘ Murcia 43 hours 17 ‘, 16’ ‘ Grenade 43 hours 17 ‘, 49’ ‘ Santa Cruz de Tenerife 42 hours 17 ‘, 5’ ‘ La Coruña 40 hours 19 ‘, 26’ ‘ Pamplona 40 hours 21 ‘, 52’ ‘ Saragossa 37 hours 21 ‘, 5’ ‘ Alicante 37 hours 20 ‘, 16’ ‘ Vigo 37 hours 20 ‘, 53’ ‘ Gijón 36 hours 21 ‘, 53’ ‘ Cartagena 35 hours 19 ‘, 45’ ‘ Santander 35 hours 18 ‘, 44’ ‘ Oviedo 33 hours 16 ‘, 42’ ‘ San Sebastián 28 hours 16 ‘, 10’ ‘ Cordova 27 hours 16 ‘, 54’ ‘ Cádiz 26 hours 17 ‘, 13’ ‘ Bilbao 24 hours 16 ‘, 48’ ‘ Top 3. Something interesting is that, above and we take the indicator we take as a reference, the photo does not change too much. That is, if we apply the medium time filter through a 10 -kilometer route, Barcelona, ​​Valencia and Madrid are the first three, in that order. If we apply the lost hours every year, the thing changes a bit with Barcelona first and, far from the Catalan city, Madrid and Valencia, much more couples among them. vs 2023. There are other indices that we can play with, such as the level of congestion (being, again, Barcelona that rises with first position) and the one that can be more interesting: the change in second time by traveling 10 kilometers between 2023 and 2024. Many cities go that time (30 seconds less in Zaragoza or Valladolid, 10 seconds in Murcia, Granada, Málaga or Madrid), but in others, that time increases. The palm is taken by Barcelona (50 more seconds in the average compared to 2023) and Valencia (40 seconds). In this sense, we might think that Dana I could have a role in statistics. More affected the surrounding areas and municipalities, but also In important roads and Valencian ringings, such as the V-30 surrounding the capital. Kilometers of withholdings were generated that could have negatively affected this ranking and we will have to wait for the 2025 version to see if the times are consolidated or, as we comment, they are the result of an unfortunate event. Not far from neighbors. Ok, but … what happens to the rest of Europe? Well, everything depends on the indicator we take. According to Tomtom, Dublin data with 155 hours, Bucharest with 150 and Brussels with 118 hours are the ones that make their drivers losing the longest. If we apply the average time in traveling 10 kilometers, the thing changes. London is the one that takes the palm with 33 minutes and 17 seconds, Dublin the second with 32 minutes and 45 seconds and Barcelona the third with 31 minutes and 13 seconds on average. Urban tolls. As we say, we must bear in mind that these are data obtained based on the time of devices and Tomtom software, so the photo can vary a bit if other indicators are taken into account. And the big question is … Is there a solution to the traffic jams in the big cities? There are those who think they have the answer. New York was in 2023 a hell, but in two weeks and applying an urban toll for driving through the center, The situation changed radically. With tolls of almost 14 euros for driving, the effects soon made note. According to the City Councilthe average travel in the area affected by the toll were made to an average about 11.4 km/h. They ensure, however, that the speed in the entrance bridges to the city have increased between 30 and 40%. In London this measure It was also applied A while ago, reducing rolled traffic in 30% In some areas, but as demonstrated by Tomtom, the British city remains a monster colossal dominated by traffic. We will see how the photo of the Spanish cities is in 2025 and, above all, what happens to cases such as Barcelona and the Valencian, which is the one that really surprises in the Tomtom table. And, beyond Tomtom’s numbers, as a curiosity for interactive map lovers, the DGT has one in which, in real time, we can see the Status of Spanish Roads. Image | … Read more

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