China aims to break records with the largest ice park in the world. And he has already begun to lift it block by block

At the end of November, in Harbin, the image is repeated every winter, with a scale that has not stopped growing in recent editions: cranes, machinery and workers begin to raise structures on a surface that weeks later will become walls, towers and slides made of ice. According to official dataconstruction is advanced this year thanks to the ice stored during the previous season and preserved for more than ten months. This material allows work to begin even before the river freezes completely again, with the aim of preparing an area that this winter will have 1.2 million square meters. Harbin Ice-Snow World It has grown from a local celebration to a seasonal theme park that rises again each winter. It functions as an enclosure with defined entrances, circulation areas, walkable structures and spaces to stay for hours, especially when it gets dark and the lighting changes the perception of the place. It is not just a setting for photographs, but a park designed to be walked, used and visited for a few weeks, while weather conditions allow it. When ice stops being landscape and becomes infrastructure Upon entering the venue, the experience is more similar to that of a theme park than a temporary exhibition. You can walk between buildings, climb platforms, slide down ramps or access areas prepared for snow activities. The architectural elements are not presented as immobile pieces, but as part of the route. For this edition, those responsible have announced spaces intended for ice fishing, cross-country skiing and collective snow gamesas well as an additional stage that will complement the cultural activities of the already usual Dream Stage. The proposal does not focus solely on showing structures, but on facilitating their use within a planned and temporary environment. Before erecting ice structures, Harbin already celebrated winter through local practices. Hand-carved ice lanterns began to be used in the city in the middle of the last century and gave rise to the first Harbin Ice and Snow Festival, held on January 5, 1985. indicate official pages. The jump to the current format came in 1999, when Harbin Ice-Snow World was created as an independent venue, with specific access and design. Since then, the evolution has been constant: more surface area, greater volume of materials, presence of machinery and planned construction processes. The park, under construction in November 2025 Harbin has turned winter into a source of economic activity. According to data released by Xinhuathe city received 90.36 million visitors during the last season, with estimated income of 137.22 billion yuan (almost 17 million euros), an increase of 16.6% compared to the previous year. Ice-Snow World does not explain these figures on its own, but it acts as one of the main focuses of attraction and as an element that concentrates tourist services, accommodation, restaurants and transportation during the weeks in which it remains open. The construction mobilizes technical profiles, operators and specialists in structure and lighting, while the opening requires personnel for visitor service, security, maintenance and tourist support. Many of these roles are temporary, but require prior coordination and planning. When comparing Harbin to other major winter events, such as the Sapporo Snow Festival in Japan or Quebec Winter Carnival in Canadathe difference is not only in size, but in structure. Sapporo distributes its sculptures in various urban spaces and Quebec combines culture, parades and outdoor activities, but neither of them functions as a theme park concentrated in a single venue, as occurs in Harbin. Harbin uses hundreds of thousands of cubic meters of ice and snow, according to official data, and builds walkable structures that are part of the route and not just the landscape. It is not so much a festival as a temporary recreational facility. Harbin Ice-Snow World has been integrated into the city’s tourism calendar as a seasonal facility. It is built every year, it opens for a few weeks and It is dismantled when temperatures no longer guarantee stability. This temporary nature does not prevent its planning: the prior storage of ice, the mobilization of workers and the associated services indicate that it is an organized activity and not simply a one-off event. The park functions as a generator of temporary employment, concentrates the winter tourism offer and channels activities that are subsequently complemented by the interior ice and snow enclosure, designed to operate all year round as an extension of the exterior park. There is no pretension of permanence, but of repetition adjusted to the climatic conditions. This repetition has allowed the consolidation of technical, logistical and tourist processes linked to winter as a seasonal economic resource. Images | The Harbin International Ice and Snow festival | Harbin Government In Xataka | Someone wants to build a 144 meter high skyscraper in the middle of the port of Malaga. The reason: luxury tourism

the longest railway tunnel in the world

Megastructures have a what-do-I-know-what-do-I-know-what makes us love them. It makes perfect sense: They are colossal works that humanity has been doing for millennia and in which we increasingly use more and more sophisticated machinery. There is also a certain sense of competition, and if a few months ago Europe boasted of longest railway tunnel in the worldtoday we have to talk about an even more difficult one: one twice as long and underwater. It is the Bohai Strait Railway Tunnel. AND will be in Chinaclear. Dalian-Yantai. To the sides of Beijing are the provinces of Liaoning and Shandong. The first has 44 million inhabitants. The second, 101 million. They are two important nerve centers in China, but there is a problem: they are separated by the Sea of Bohai and the only way to get from one to the other is by ferry, which takes about eight hours, or by going around the bay on a 1,500-kilometer trip. Given the importance that the area was gaining, in 1992 the idea of ​​a connection across the strait arose that would link the cities of Dalian and Yantai. Although China has accustomed us to mega constructions in record timein this case the logistics were complicated and it was in 2012 when a research group was established under the supervision of the Chinese Academy of Engineering to see if it was viable and, in 2019, they began to talk seriously about the project. Specs. A structure that combined bridges, islands and tunnels – like the Hong Kong Zhuhai-Macao– those in charge of the project agreed that the best solution would be a single railway tunnel whose characteristics are… colossal: 125 kilometers in total, 90 of them underwater. Designed for trains traveling at a speed of 220 km/h. Built 80 meters below the seabed. Two main tunnels of 10 meters in diameter. The most important thing: of the eight hours by ferry or more than ten by car, the journey would take about 40 minutes. It is a considerable reduction in time that will help not only transport people, but also what is most interesting in the region: goods and commerce. Train>car. The price of the tunnel has varied over long of these years. The estimate a decade ago was 200 billion yuan, about 30 billion euros. Currently, it is closer to 300 billion yuan, about 40 billion euros. Everything to unite two of the most powerful regions of China in terms of trade and more than the colossal Three Gorges Dam. HE esteem that it would take about ten years to recover the public-private investment in the infrastructure, and the reason why the tunnel has been planned as a railway tunnel instead of a mixed one (cars plus trains) is for safety reasons. Bohai’s will be more than twice as long as the Eurotunnelso creating such a long underwater tunnel suitable for cars would be extremely expensive and complex as it would require adequate ventilation. Furthermore, in the event of an accident, emergency response would be more difficult. What there will be are shuttle trains that will allow both cars and trucks to be loaded. This is something that is already being explored in other parts of the world and, recently, we have seen it raised in the American transcontinental. Challenges. Now, it’s not going to be easy. The topography of the bay bottom varies between areas of just 10 meters to others that reach almost 90 meters deep. In addition, there are active faults in the area and it is a region with high seismic activity. In fact, it is close to the Tan-Lu fault, one of the most active in China, which implies a thorough study to adapt the structure to possible earthquakes. Ecology. On the other hand, the ecosystem. Apart from being a sensitive area in terms of earthquakes, the tunnel would pass through ecologically sensitive areas. It is the habitat of the spotted seal, protected in China, and also includes migration routes for both fish and birds. You have to wait seated. And if we speak in the future it is because the works have not started. For now, it is about a projectbut in recent months important steps have been taken. In early 2024, the Bohai Tunnel was included in several national strategic documents, and in May this year incorporated to the Development Plan of the Modern Comprehensive Transportation System of the 14th Five Year Plan. In these 30 years, steps have been taken studying the feasibility of the project and exploratory drilling, and more recently more and more voices have emerged that mention the need to promote this Bohai corridor. When will the works begin? It is not known, but 2026-2030 is consider as the window of opportunity for it. Either way, if it ends up happening, Bohai will not only be – by far – the longest underwater railway tunnel in the world: it will also be one of the largest tunnels, overall. Images | Tambo, Ekem In Xataka | China has built the highest bridge in the world and has done what it must: turn it into a show

Airbus has launched an urgent alert for the A320, the most delivered aircraft in the world: “operational interruptions” are looming

If you are about to take a short or medium-range flight, such as the one that connects Madrid and Barcelona, ​​Paris with Rome or Berlin with Prague, you may want to look carefully at the ticket and check what model of plane you are going to travel on. It’s not about worrying, because air transport remains by far the safest meansbut it is important to understand that a very relevant part of these journeys is made on airplanes Airbus A320. And precisely that model, the most delivered in history, is at the center of a preventive alert that could lead to specific delays, aircraft changes or operational readjustments in the coming days. Airbus has recognized thatafter analyzing a recent event on an A320 family aircraft, detected that intense solar radiation could corrupt data essential for the operation of the flight control system. The company identified that this risk could affect “a significant number of aircraft currently in service.” For this reason, it has asked airlines to apply immediate preventive measures, including software or hardware protections, with the aim of guaranteeing operational security. An unexpected descent in mid-flight. Reuters, citing industry sourcespoints to a JetBlue flight as a possible origin of this technical review. It was a route between Cancún and Newark, on October 30, which recorded a sudden loss of altitude and a flight control problem. Several passengers were injured and the aircraft had to divert and land in Tampa. The case is being investigated by the US authority, although it has not been officially validated as triggering the alert. The response of the authorities. After receiving the results of the analysis from Airbus, the European Aviation Safety Agency has issued an emergency airworthiness directive which establishes that, if an affected flight control system component is identified, the correction must be applied before the next flight, following the manufacturer’s technical instructions. The document also prohibits reinstalling components that have been classified as affected. It does not mean grounding the entire A320 family, but it does force airlines to take immediate action and adjust the scheduling of their operations when necessary. European Aviation Safety Agency Emergency Airworthiness Directive When the Sun affects flight systems. Airbus explained that certain levels of intense solar radiation can alter data essential for the operation of flight control, something rare, but which requires additional protection. In aviation, these situations do not imply a failure of the aircraft, but rather the need to reinforce the systems to prevent external interference from affecting sensitive components. Hence the importance of applying software or hardware updates that ensure that, even in exceptional conditions, the system’s behavior is stable and predictable. European Aviation Safety Agency Emergency Airworthiness Directive The most present plane in airports. The Airbus A320 is not only familiar to passengers, it is also the model with the greatest real presence at airports. According to manufacturer datathere are about 11,300 A320 family aircraft in operation, of which 6,440 correspond to the A320 model. In October, This family surpassed the Boeing 737 as the most delivered aircraft in historywith 12,260 units officially delivered since its entry into service in 1988. In aviation, deliveries do not refer to orders, but to aircraft completed, certified and already in the hands of an operator. Present on the most common routes. The Airbus A320 is not only a very widespread aircraft, it is also the one carried by many passengers without knowing it on common routes. Flightradar24 identifies it as one of the most used models on short and medium range flights within Europe, and also in other parts of the world. Routes such as Madrid–Barcelona, ​​operated by Iberia with Airbus A320, are frequently carried out with this model. This constant presence means that any preventive measure can have visible consequences in daily operations, even on routine journeys. How it can affect you as a passenger. The directive does not imply that Airbus A320 flights will be canceled across the board, but it does mean that airlines must adjust their programming while applying the indicated technical measures. Airbus recognizes that these recommendations “will cause operational interruptions for passengers and customers,” which in practice can translate into aircraft changes, specific rescheduling or delays. Therefore, as we pointed out from the beginning, it is advisable to check the status of the flight until the last moment. Commercial aviation is not the safest means of transportation by chance, but because it operates under a very strict technical and regulatory framework. In this context, instruments such as the emergency airworthiness directive allow us to react quickly when a possible risk is identified, as has happened in this case with the A320. Airbus, the European Aviation Safety Agency and airlines are implementing preventive measures while the fleet continues to operate, in a constant balance between service continuity and enhanced safety. Images | Miguel Angel Sanz | Screenshot In Xataka | The Comac C919 symbolizes China’s aerial dream: the trade war threatens to clip its wings in mid-takeoff

a polar Spain in the middle of a world above average

The climatological autumn has its days numbered and is going to say goodbye in style. After a little rain and mild temperatures, the cold returns to our latitudes. And he is going to do it with force. However, that is not the worrying thing. The worrying thing is what comes next: that in the rain department, we are going to lose a good part of December. “Three days of pure cold.” That’s the summary of the rest of the week. And so says Roberto Granda, one of our greatest temperature experts. As explainedthe cold has already been noticeable in Tuesday’s lows. We have seen “drops of up to 4 and 6 degrees across the board.” Wednesday will be the coldest day of this episode with widespread frost and much of the interior of the country below 10 degrees. However, the coldest night will be Thursday and the minimum temperatures will be below five degrees in most of the peninsular territory. And after? Then we will have a reminder that we are still in autumn. One of those seasons in which the atmosphere casts lots for what is going to happen just before it happens. In this case, despite there being many scenarios on the table, the most likely is that at the end of the week a ridge will settle over Spain to collapse almost immediately, allowing a trough from the north to approach our positions. That would mean more rain: not a lot, but it’s something. Above all, because they may be the last for a long time. The European model has changed its forecast and everything seems to indicate that A NAO+ will be imposed during the first week of December. NAO positive? In general terms, the North Atlantic Oscillation It is the ‘dance’ between the Azores anticyclone and the Icelandic low, the two major atmospheric phenomena that govern the meteorology of the North Atlantic. When the index we use for “measure who is winning” is negative, the Azores anticyclone is weaker than normal and, for this reason, it cannot block the deep Atlantic storms. The direct consequence is that they circulate further south than usual: right at our latitude. yes how everything seems to indicate the NAO becomes positivenot a drop of moisture will enter from the west. The storms will move towards high latitudes (near Iceland and the Nordic countries) and, although stability will not be absolute, the situation will be very dry. Good news for tourism, I guess. Because as explains Samuel Biener“a predominant flow from the west or southwest, the temperatures could be between 1 and 3 ºC above the average in the center, northern third and on the shores of the Mediterranean” during the December long weekend. We do not have any quantification of what will happen in the south and in the Canary Islands, but we can get an idea. Image | TropicalTridBits In Xataka | The last hope of winter in Spain is desperate, but increasingly possible: the breaking of the polar vortex

Roman roads changed the world. And this Google Maps from 2,000 years ago allows you to explore them

What have the Romans given us? It’s not a question I ask myself when I can’t sleep, but the brilliant satire that Monty Python captured in ‘Brian’s life‘. He aqueductsewage, education, irrigation, health, wine, public baths… and roads. At its peak, it is estimated that The empire’s network expanded over 120,000 kilometersbut as excavation has been carried out, more and more remains of Roman roads have been found. On some occasions we have brought some “Google Maps” of the Roman Empirebut what we have in our hands today is the culmination of an anthological work that compiles some of the most important sources of the arteries of the empire and captures those roads is an impressive interactive map with almost 300,000 kilometers of roads. The tool is called itiner-eand it is something that can absorb us for hours and hours. The Google Maps of the Roman Empire If you have already taken a tour of the mapyou should know that it is a living element. As discoveries are made and the location of the tracks is determined, the team will update the map. But what we currently have is the result of more than five years of work carried out by a team with members from both the Autonomous University of Barcelona and the Aarhus University of Denmark. In it study published in Naturedetail that it is “the most detailed and complete digital data set of roads in the entire Roman Empire” published so far. In fact, it exceeds the known length of Roman roads by more than 100,000 km thanks to both greater coverage at the focus and better spatial precision. Previously, the Digital Atlas of Roman and Medieval Civilizations (DARMC) mapped 188,554.7 kilometers. To do this, the researchers identified both the most important routes and the paths of archaeological and historical sources, locating them using both historical and current topographic maps. The main sources have been the Antonine Itinerary and the Tabula Peutingeriana, but the “milestones” and settlements close to each other (for example, limits of the empire, such as those near Hadrian’s Wall) are what have allowed researchers to assume the existence of roads that connected them. Other sources include summaries of the Roman road network in specific regions, maps from the Mapping Past Societies, the Barrington Atlas or the Tabula Imperii Romani, among many others. As a result of this work, the new map includes 299,171 kilometers of roads (to connect a territory of more than four million square kilometers), and they are divided as follows: 103,478 kilometers of main roads, 34.6% of the total. 195,693 kilometers of secondary roads, 65.4% of the total. And it is not that more than 100,000 kilometers have been taken out of the bag, but that roads that previously crossed rivers or were simple straight lines, have now been drawn with greater precision, adapting to the topographical peculiarities of the terrain. Now, although the work is amazing and we can see by playing with the different layers of information that many of the main roads coincide with current roads, the researchers confess that “only” the location of 2.737% of the Roman roads is known with certainty. That is why the vast majority of itiner-e roads show the legend “hypothetical” or “conjecture”, just before detailing the record from which they took the data. This certainty depends on: Certainty: segments well documented in the sources, which have been digitized with high spatial precision. Guess: segments with lower spatial precision due to a lower level of documentation. Hypothetical: paths that are speculated to have existed, but for which there is insufficient evidence to classify them within one of the above groups. For example, roads in desert areas where the infrastructure was less fixed and where several parallel roads have been found. But beyond satisfying our curiosity, something we can do with this map is… play. The team has including a function that is still in beta status and allows you to explore the time these routes took. To do this, we have to select between several points and select between four modes of land transportation: On foot at a speed of 4 km/h. By oxcart at 2 km/2. In an animal like a donkey at 4.5 km/h. And on horseback at 6 km/h. We can also select maritime routes with speeds of 2.5 km/h downstream and 0.6 km/h upstream. In the end, that rebel group from ‘Life of Brian’ was quite right when it came to saying that one of the most important things the Romans had done for them had been the deployment of roads. Because they were fundamental to speed up transportation within the empire’s domains, and that work is noticeable even today. They were the foundations on which we build our roads and urban centers. It is something that becomes clear when we observe that the only place in the empire in which there was not such an important or meticulous deployment, such as Africa and the Middle East, where trade on wheels was abandoned in favor of camel caravans in the 4th-6th centuries, has consequences today. Images | itiner-e In Xataka | Forma Urbis Romae: the gigantic map of Ancient Rome conceived in 1901 and still unsurpassed today

Satya Nadella made the world love Microsoft again. AI is making people hate it again

Microsoft wants to turn Windows into an “agent operating system”. That was one of the great advertisements of the Ingnite conferences that were held these days. The proposal involves filling Windows with AI agents so that they are part of the user experience and do things for us. The intention is good. The result is not. what’s happening. Windows celebrates its 40th anniversary in 2025 (and Microsoft, its 50), and it does so with a total commitment to AI that it now wants to transfer to its Windows operating system. At the Microsoft Ignite event, various new features were presented that were precisely aimed at integrating AI agents into the system from the taskbar, but also at supporting the Model Context Protocol, the de facto standard for connecting AI agents with third-party services and applications. The movement is reasonable. Microsoft’s decision is strategically impeccable. AI is everywhere, and what the company intends is for it to be an integral part of its operating system. And by the way, of course, don’t leave its ecosystem to take advantage of it. The intention is good, but Microsoft’s problem is different. You are being tiresome. It is often the case that companies that try to promote their services do so in a particularly tiresome way. Microsoft is certainly known for this, and you only have to remember how it made numerous attempts to force us to upgrade to Windows 10. Then they came similar attempts with the new versions of Windows 11. With AI, it has already shot itself in the foot from time to time, and the best example is Microsoft Recalla striking option that by its design initial ended up being delayed and now it has been completely relegated to the background. Well I install LinuxPavan Davuluri, president of the Windows and devices division, was talking about this integration of AI in Windows a few days ago, but his tweet ended up provoking a string of criticism. One of the first answers indicated that Windows “is evolving into a product that brings people to the Mac and Linux.” Or for that matter, bring back Windows 7. Others went further and they asked that the Windows 7 operating system would return with its “clean user interface, icons, unified control panel, no junk apps, no ads, just a pure, performing operating system.” Microsoft is growing dwarfs. Davuluri ended up closing comments two days later, but yes responded to a tweet from the well-known software engineer Gergely Orosz, who criticized Windows’ erratic strategy and also Microsoft’s commitment to developers. In his response he indicated that “we know that we must continue working on the user experience, both in day-to-day usability and system dialogues inconsistent with the experiences of advanced users.” Be careful with promoting what doesn’t work. The problem with Copilot is that it still has a clearly worse reputation than other AI models despite being entirely based on ChatGPT. At Microsoft they know itbut still They are hiring influencers to promote Copilot to younger consumers. Nadella started well… The arrival of Satya Nadella to Microsoft it was a breath of fresh air. The company was on its way to becoming the new IBMbut its surprising renewal and spirit of openness —GitHub purchaserenovated love for linux— joined the success of reinforcing Azure and turning its cloud platform into a money making machine. threw great projects and thus regained some of the love (and luster) that he had lost in recent years with Ballmer at the helm. …but things are going wrong. However, this (understandable) obsession with AI is contaminating that entire trajectory a bit, and this is evident in the comments and criticisms of users, who do not seem interested in Windows being full of AI even though that could be interesting in the long run. The practical advantages at the moment do not seem to be notable, and forcing them is never a good idea. And in case Nadella reads us, we propose an idea. Let users decide. It’s as simple as that: Microsoft forces things too much by forcing users to accept these system changes without further ado and offering them as options that are activated by default. Users usually don’t like things being changed for the better, and what Microsoft should do is make everything opt-in (and not opt-out). That is to say: offer these options disabled by default, and let the users decide to activate them. If they are really worth it, it is very likely that these options will end up going viral on their own and people will simply enable them. In Xataka | The unexpected return of Windows 7: it reaches almost 10% of the market when Microsoft prepares to retire Windows 10

Japan is the only country in the world where the green traffic lights are blue. And the reason is called “aoshingō”

Red, amber and green. The three colors of traffic lights around the world. All over the world? No, some particular Japanese traffic lights resist today and forever… the Vienna Convention on Traffic Signs and Signals to which more than 50 States are adhered. Although there are curious absences in it, such as those of the United States or, of course, Japan. This regulatory framework was signed for the first time in 1968promoted by the Economic and Social Council of the United Nations. The text reviewed previous regulations with the aim of homogenizing traffic in as many countries as possible. The last review, in fact, is from 2003 and it addressed the modernization of some signs or the priority rules on roundabouts. The intention is that what we understand in Spain as a Stop is also the same in France or Germany. And so it is, in fact, because all of Europe subscribes to said text. But the most striking absences, such as that of Japan, give rise to curious anecdotes. Like finding traffic lights where the priority of passage is not granted with green, it is applied when the light turns blue. Blue, I love you blue And if you travel to Japan and plan to drive, there is one detail that you should not overlook (beyond the fact that you drive on the left, remember): the green light on some traffic lights is blue. Or turquoise, more accurately. The origin must be found in the language itself. The Japanese did not have a specific word to refer to green. To mention it they referred to the word “Ao”. The problem is that “Ao” It refers to a wide spectrum of colors and among them, as you can imagine, blue or greenish blue or turquoise. Some sources suggest that the word “Midori”, which refers specifically to the color green, became popular during World War II for a purely practical matter when it comes to differentiating both colors. However, a good part of society continued to refer to green as “Ao” and, in fact, it continues to be part of words that are applied exclusively to define green objects, such as aoshingō…which is actually the official word for the green traffic light even though it doesn’t specifically mean green. In 1960, Japan signed its own Traffic Law where this term was collected to talk about the traffic light. This law is, therefore, prior to the aforementioned Vienna Convention and remained intact until 1973 when a ministerial order ended up specifying that the traffic light It had to be as blue as possible within the greenas a compromise measure between maintaining the traffic lights that were already installed and approaching international conventions. The result is that the oldest traffic lights have a more intense blue and the most modern ones have a green tone with slight blue nuances that can remind us of turquoise. However, they are not exactly green because the term “Ao” works, as we said, for both blue and green. Photo | Yuya Sekiguchi and Derch In Xataka | Japan needs solutions to its great demographic drama. He is looking for them on a bus

To enter the best “mental gym” in the world you don’t need a ticket: just language

Learning languages ​​is something that For many it is essential with the aim of opening up new job opportunities or being able to travel without problems. But beyond practical usefulness, in everyday life it can also be good insurance for our brain in the long term by acting as a barrier against cognitive decline. Analyzing data from more than 86,000 people in 27 European countries, a study published in Nature Aging has put figures on something that neuroscience has been suspecting for many years: speaking several languages ​​not only broadens our mind or allows us to watch series in their original version, but also the brain stays younger. An AI model. Behind the study is an artificial intelligence model designed to estimate the so-called “biobehavioral age.” This means that a patient’s real age will be compared with what their body reflects with the results of their analysis, how their brain works or whether they have diabetes or hypertension. This is not an algorithm that has been created by chance, but has been developed by a European consortium of neuroscientists and measures this gap and classifies those who age slower or faster with a higher biological age. When applying this model, the results were clear: multilingualism acts as a powerful protective factor against the deterioration associated with the passage of time. The more language, the better. For researchers, we are facing a phenomenon that is ‘dose-dependent’, and it is something that has been seen after removing different variables such as socioeconomic context, years of education or migratory patterns. In fact, multilingualism emerged as a “cognitive reserve” factor comparable to regular physical exercise or a healthy diet, both considered pillars of brain health. The bilingual brain: a gym that never closes. Jason Rothman, a neuroscientist at Lancaster University and an expert on bilingualism, describes it as a form of permanent training: “Every time the brain selects one language and suppresses another, attention, memory and executive control networks are activated, the same ones that tend to deteriorate with age.” These networks, which are located in specific areas of the brain, are ultimately responsible for cognitive flexibility and decision making. The more they train, such as alternating languages, the more resilient they will become. There are discrepancies. If we look at other studies carried out in the past, the truth is that people do not always think alike. Numerous large-scale analyzes point to the existence of publication biases such as lack of replicability and, especially, that many advantages attributed to bilingualism are diluted or disappear once other factors such as education or socioeconomic status are carefully controlled. An illustrative example is Lehtonen’s work in 2018which reviewed more than 150 studies and concluded that the benefits in memory, inhibitory control or cognitive flexibility are not systematic or universally replicable, and usually depend on the type of cognitive tasks used, cultural and contextual differences or the profile of bilingual speakers. It’s not a miracle. The message that predominates today among the majority of specialists is one of caution and nuance. Learning several languages ​​can be positive for cognitive development, enhance mental flexibility in certain circumstances or delay symptoms of deterioration in certain profiles, but it is not a “universal vaccine” against brain aging. Education, continued intellectual activity, socioeconomic level, physical exercise and a healthy diet maintain a much higher weight, and often, the benefits attributed to bilingualism reflect these concomitant factors more than a direct effect of speaking several languages. Images | zhendong wang Robina Weermeijer In Xataka | That a teenager begins to ‘hate’ his parents is something that is in his brain, and science has already found the pattern

The most expensive coffee in the world is Panamanian, it costs 850 euros and is served in the only place in the world where it makes sense

James Hoffman is one of the top authorities in the coffee world. Best barista in the world in 2007 and coffee popularizerwas surprised to try the exclusive Japanese coffee for 315 euros per cup. let it be expensive or cheap It depends on each one, but It’s like roasted coffee next to the new most expensive coffee in the world: 850 euros per cup. And it is served in Dubai, of course. Julith’s coffee. The Al Quoz neighborhood of the Emirati city has a new pilgrimage point for specialty coffee lovers…as long as they have 3,600 dirhams from those of the United Arab Emirates, not those of Morocco. In exchange, about 850 euros for a cup served at Julith Cafe. Serkan Sagsoz He is one of the founders of this cafeteria that consider that the price is more than justified. It is a coffee with notes of “white flowers such as jasmine, also with citrus flavors such as orange and tangerine and a touch of fruits such as apricot and peach”, comment. The barista got 20 kilos of very specific beans named ‘Nest 7‘. It is a Geisha coffee (now we’ll get into that) and the bidding must have been truly crazy: it lasted 12 hours, registered 549 bids and the final price was exorbitant. 604,080 dollars which translates into 30,204 dollars per kilo. Geisha with note. The price of coffee is something that depends on a huge variety of factors: the economy of a city, the coffee shop, the origins of the coffee and the roasting process. It is not the same robusta coffee with uneven roasting than a specialty arabica. Neither does the coffee excreted by a civet. Whether it is justified is another story, but what is clear is that Geisha is one of the kings when it comes to expensive coffees. It is a Panamanian coffee that comes from Hacienda La Esmeralda. We have already talked about this specific coffeewhich has been establishing some of the records in the sector, and the reason why it is so expensive is summarized in that its cultivation is very complicated and production is low. These are the two factors that, added to the fact that the property is located in a enviable location for coffee cultivationthey make the price break ground every auction. Elitism also enters, since the variety has become one of the favorites in barista competitions. It is not unusual for it to win the “Best of Panama” award, but if in other years the kilo was around 10,000, the more than 30,000 that Julith Cafe has paid mark a new record. To contextualize, a “commercial” price that same day reached six euros per kilo. NASA production. El Geisha de La Esmeralda is not a specialty coffee, it is THE specialty coffee right now. This Nido 7, specifically, was harvested in April 2025 and immediately underwent a cold fermentation process for 48 hours. Subsequently, it was dried in a controlled environment to preserve its flavors and roasted, carefully controlling the process so that it was as homogeneous as possible. Limited. As we say, Judith got 20 kilos and they calculate that it is enough for 400 cups. It is not as quick as arriving with the money and drinking the coffee: you have to be prepared for an experience that they have designed and that includes a guided tasting through the entire production process of this coffee. Once the 20 kilos are gone, it’s over, but there are those who won’t have to worry about this: they have reserved some grains for the wealthiest palates. Sagsoz has commented that it would be “an honor to one day prepare a cup for the sheikh mohammed“With whatever you have loose in your pocket that day, you have something to invite. And…Dubai. Beyond the exclusivity of coffee due to everything that surrounds its production, it is evident that the Dubai factor comes into play. Sagsoz himself, whose cafe did not exist until he bought the Nido 7 cargo a few weeks ago, comments that “it was the perfect place for investment” because the Emirates is known for extravagance. They have some of the most ostentatious buildings in the worldhe Burj Khalifathe island for super millionaires, pharaonic works on the drawing tableand all kinds of extremely exclusive experiences. In fact, in September of this year, another coffee shop in the city had set the record for the most expensive coffee in the world by serving a cup of 2,500 dirhams, about 600 euros. With Julith’s 850, that record has disappeared and the reactions have been diverse: from the “It’s Dubai, what are you waiting for?” until opinions which allude to the fact that it is simply another experience for the richest to boast about. What is evident is that, although coffee is gaining a lot of ground in places where it did not have much prominence before –China, for example-, is also consolidating places like Dubai as part of the luxury coffee scene. And it is something that contrasts greatly with the so unfavorable situation of some farmers and the ambition that is leading to expand Geisha farms through illegal deforestation of protected areas. Images | Julia Coffee, Coffee with Joshua In Xataka | Coffee, tea or Coca-Cola: what is the most popular caffeine consumption in the main countries of the world

This is how the trenches from the First World War are preserved today

The veins of Europe had opened from north to south in 1914. After the outbreak of World War I, both Allied forces and German troops built a sophisticated and unprecedented network of trenches which extended from the coasts of the North Sea to the border with Switzerland. At that time, it was possible to cross the continent from end to end without setting foot on the surface once. One hundred years after the first large-scale modern war, what remains of all that? Bit. But there are still some vestiges that are worth visiting if you want to experience first-hand what the heavy, hellish existence of the soldiers on the Western Front was like. One of the best preserved trenches in Europe is located in Belgium, near the city of Ypres. There, among the still spectral forests of northern Flanders, The trenches on Hill 60 remain almost in their original condition.one of the many strategic fortified points built by British troops throughout their four years of fighting against German troops. A historical vestige. The place is known as Sanctuary Woodthe Sanctuary Forest. Religious reminiscence may make sense today, given that a memorial dedicated to those who fell during the First World War is located here. Between 1914 and 1918, however, Hill 60 was one of the most mundane and earthly, bloody and brutal, places history has known. Ypresdue to its relevant strategic position, was the scene of some of the worst battles of the war. And from these trenches, fierce disputes were fought to gain just a handful of kilometers of front. After the end of the war, farmers in the area recovered the lost land, returning to farming and putting aside the horrible memory of the battle. Not everything, of course: large areas of Belgium and France were constricted inside “the red zone”areas so contaminated by shrapnel and explosives that they were unusable for human life for centuries. Despite this, most of the trenches were dismantled or buried due to renewed farming and livestock activity. Sanctuary Wood It was maintained, however, over the years, and today serves as a living museum of the Great War. They had bunkers to protect soldiers from artillery attacks. (Image: Amanda Slater) Barbed wire was the first line of defense of any trench. (Image: Amanda Slater) Sinuous and complex, the trenches were small, almost underground cities. (Image: Amanda Slater) Mud was another enemy that the soldiers had to deal with almost constantly. In the Belgian plains, low and frequently flooded by rain, mud was everywhere. (Image: Amanda Slater) The trenches could be over two meters high. (Image: Amanda Slater) A conflict that would mark the world as we know it today, and that changed war forever. In Flandersin the north of Belgium, in places like these trenches, the war mutated. From variable fronts we moved to stable fronts, where soldiers lived for months waiting for news from the front. The trenches were unapproachable, but his life was far from peaceful. They were subjected to constant artillery sieges, which undermined morale and were mentally unsettling. One of the most reliable accounts of the time was written by Erich María Remarque, a German author who fought on the front during much of the war. All quiet on the front tells the daily life of soldiers in the trenchoften misunderstood. The soldiers rotated in the different trench lines: they spent a couple of weeks or three on the front line, returned to the rear, where they rested and recovered, and little by little they regained guard or front positions. Its role was cyclical. Meanwhile, they lived in these trenches. They were unhealthy places and subject to constant pressure from artillery, which forced soldiers to crowd into bunkers where rats, canned goods and mud piled up. The constant rains and the destruction of the territory resulting from the loads of artillery They left a muddy, lunatic landscape of demolished trees and small towns reduced to ruins and ashes. The trenches were authentic underground cities. The ones shown in the photos are worse than those the Germans enjoyed. While the British were dirty and poorly built, the German ones were much more comfortable and healthy. The Allied command never thought that the war would last so long, so they never worried about setting them up correctly to accommodate their soldiers. The Germans, however, quickly understood that the front would be static and that the trenches would be key. In Sanctuary Wood, trenches were sandwiched between trees. (Image: Jeremy) Craters are still visible on part of the former western front. (Image: Colorgrind) Another crater caused by heavy German artillery. (Image: Colorgrind) Trenches were often built with poor quality materials. More images of craters. Sanctuary Wood, in the middle of the war. A proof of the immobility of the front: in the battle of the sommeBritish offensive carried out during 1917 on the German northern front, near Ypres and in the heart of Flanders, More than 600,000 allied soldiers died. A gigantic figure for a meager, ridiculous loot: after the operations, the Germans had only retreated nine kilometers. The trenches shown here were easily defendable, and offensives resulted in soldiers running unprotected against large-caliber machine guns that wreaked havoc on enemy lines. Ypres perhaps witnessed the worst fighting. Sanctuary Wood is a perfect example of this. Furthermore, it magnificently illustrates the poor living conditions of the soldiers. An ideal look at the First World War one hundred years after it took place. Image | Image: Jeremy In Xataka | In 1955, the United Kingdom stole the “most isolated” islet in the world from the USSR. Today is a huge headache In Xataka | From horse to tank, from balloon to airplane: this is how the First World War revolutionized the art of killing forever

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