1 TB of cloud storage, VPN and antivirus for 16 euros per year

Nobody likes to run out of storage. The most common solution to this problem is to get a cloud service, such as Google Drive. This one from the American company is, as we say, the most popular, but it has many quality alternatives that are also worth it. One of them is of Spanish origin and is on sale: is called Internxt and we can get your service from 16 euros per year. The price could vary. We earn commission from these links Secure, open source (and now cheaper) cloud storage If we are actively looking for a cloud service, this offer from Internxt is very worth it. Not only because of the price (that too), but because of everything this company offers. One of its key points is the security and privacy it offers, since it uses the encryption known as ‘Zero-Knowledge’.‘. What does this imply? That our files are encrypted before being uploaded to the cloud, so not even Internxt itself can access ityes. Not only that. Our data is fragmented throughout the network, making it virtually impossible for a third party (such as a cybercriminal) to access it. In addition, it is one of the few cloud services that It is open sourceso its transparency is more than guaranteed and any public entity can easily audit it. Internxt is also characterized by being an environmentally conscious company, since its servers use renewable energy. It is also worth noting that it does not follow or use any type of policy for tracking or selling data to third parties, so, once again, it is a matter of a great cloud service if we are concerned about our privacy. Now, let’s talk about the offer itself. Internxt part of 16 euros per year currently on its cheapest plan, called Essential (or 247 euros if we opt for their lifetime plan, whose RRP is 1,900 euros). With it, we will have 1 TB of cloud storage, as well as a VPN and an antivirusso it is a quite attractive package. If we need more cloud storage, we also have a discount right now on the rest of their plans. To make it easier for you to see the price and what each one includes, we leave you the summarized and schematic information below: Premium Plan: 3 TB of storage, VPN, antivirus and cleaner per 31 euros per year (or 377 euros lifelong). Ultimate Plan: 5 TB of storage, VPN, antivirus, cleaner and meet per 47 euros per year (or 507 euros lifelong). Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Images | Internxt In Xataka | Google Drive alternatives: the best cloud storage services for your files In Xataka | Best VPNs 2025: guide with the 17 best services to protect your online privacy

where to look on Renfe, Iryo and Ouigo

Let’s tell you how to know if your train has been canceled or if it has been delayed. So, whether you are curious or if you are going to the station and want to make sure first, you will be able to do this check. Actually, doing this check today is quite simple, although we are going to tell you what each of the operators does so that you can take it into account and know where they communicate to you. How to know if Renfe cancels your train In the event that Renfe cancels one of its trains, whether Cercanías, Media y Larga Distancia or AVLO, the company will notify you of the cancellation via SMS or email. Therefore, you will have to check the email number that you wrote when registering on their page to buy the ticket. You can manually check for cancellations or delays of this operator through its website renfe.com. In it, you have to go to the section My Trips within Manage your ticket. This will take you to a form where you have to write the locator of your routewhich is at the top of the bill. If you have not logged in with your account, you will also have to enter other information about the trip. If you have installed their mobile app and have logged in to ithaving purchased your mobile data with this account, then you will be notified with a notification or you will be able to check more easily if there are delays or cancellations. How to know if Iryo cancels your train In the event that Iryo cancels your trip, will notify you through your email. Therefore, you will have to pay attention to the email you wrote when purchasing your ticket. You can manually check for cancellations or delays of this operator through its website iryo.eu/es. In it, click on Manage your reservationwhere a window will open where you have to write the locator of your route and your last name or the date of travel, depending on which of these details you know. If you have installed their mobile app and have logged in to ithaving purchased your mobile data with this account, then you will be notified with a notification or you will be able to check more easily if there are delays or cancellations. How to know if Ouigo cancels your train In the event that Ouigo cancels your trip, will notify you through your email. Therefore, you will have to pay attention to the email you wrote when purchasing your ticket. You can manually check for cancellations or delays of this operator through its website ouigo.com/es. Inside click on My Reservationsand you will go to a page where you have to write your trip locator and the email you wrote when purchasing the ticket. If you have installed their mobile app and have logged in to ithaving purchased your mobile data with this account, then you will be notified with a notification or you will be able to check more easily if there are delays or cancellations. If you bought your ticket through a third party If you bought your ticket through a third partylike Trainline or similar pages, then you can do two things. First, you can look on the ticket to see which train operator is yours, and then follow the steps we told you before. But if you go to the website of this buying and selling website and go to your reservations or your travel list, they should also inform you there. In Xataka Basics | How to claim money for your Renfe, Ouigo or Iryo tickets if there are delays and cancellations, and how much corresponds to you in each case

They are safer without them

When an accident occurs as terrible as the one experienced this Sunday with the crash between two trains in Adamuz, CórdobaAfter the initial impact, the questions begin. How this could have happened is one of the first, but also how the damage could have been minimized. The normal thing is to apply the logic of everyday life and what we have closest at hand: the car security systems. And that’s where the question arises as to why trains don’t have seat belts. The answer is that the cure would be worse than the disease. what has happened. Occurred On the afternoon of January 18: an Iryo train that left Malaga heading to Madrid derailed near the Cordoba municipality of Adamuz. It happened on a straight line and the last cars of the train were scattered along the track. However, an Alvia was traveling in the opposite direction, which collided with those Iryo cars, causing the derailment of the second train. The victim count is not definitive, but according to emergency serviceswe are talking about 39 deaths, 173 slightly injured and 73 injured who required hospitalization. Click on the image to go to the original tweet Prevent, do not restrain. After the terrible event, a question that is easy to come to mind is why we have a seat belt in any vehicle except on the train. The first thing is that the security philosophy of the railway focuses on avoiding accidents. There are multiple active systems, such as signaling communicated with switchboards to automate some sections and control speed, but also passive ones. In the unlikely event of a collision due to the fact that they are vehicles that circulate on exclusive tracks, or in case they derail, high-speed trains incorporate crash energy management systems. It is a compendium of elements that are designed to minimize the impact force suffered inside the cabin: Highly deformable zones. Cabs and frames designed to absorb impact. Furthermore, since they are so heavy, even if a violent deceleration is caused, the emergency braking system is usually below 1 m/s², which minimizes the risk of being thrown. Theory. It is not all about trusting these prevention systems: studies have been done. A few years ago, the British Rail Safety & Standards Board concluded that, in a longitudinal collision, both two-point (airplane) and three-point (car) seat belts would increase the risk of injury to the passenger. Apart from the systems mentioned, high-speed trains have seats designed to deform. Again: it serves so that, in the event of a crash, the seat is that last line of defense so that the passenger does not absorb the impact. If a belt were fitted, the seat would have to be more rigid, transmitting energy to the passenger’s knees, head and back in the event of an accident. Practice. There is another question: If the carriage overturns or deforms, the passenger can be ‘tied’ with the belt, preventing them from seeking shelter or carrying out a quick evacuation. This aggravates the consequences of the accident and maximizes the difficulty at the time of extraction. But it’s not all theory. In the Rail Safety & Standards Board study, six real accidents were analyzed and the conclusion was terrifying: The belts would have saved 11 lives by preventing expulsions. However, 88 victims would have been claimed by trapping passengers in the crushed areas in the cabin. The conclusion was that it was a system that could do more harm than good. Also, due to the number of passengers who stand up during the journey, it would be difficult for everyone to wear it, aggravating the result in the event of a crash convert some in projectiles against others who are in their seats. In the British study also commented that those who do not use belts, when thrown and colliding with rigid seats that accommodate the belt system, would suffer more serious injuries than if they had collided with a standard deformable seat. And on airplanes? It’s different. It’s okay that they go much faster and that, due to the characteristics of the environment, a seat belt seems more like a placebo than a real safety measure. However, on an airplane the seat belt has more sense if we take into account the type of vehicle movements. In the event of strong turbulence or decompression, the belt would act as it should, holding the passenger in his seat and preventing him from being thrown off or from a ‘boat’, potentially harming himself or those around him. In the case of seat belts on the train, in the end it was a design decision between seat belts or deformable seats, since both are not compatible, relying on the low probability of an accident and the passive measures that the trains themselves incorporate. Unfortunately, there are always exceptions. Images | Robot8A, Daniel Schwen In Xataka | The collapse of the Seville AVE has shown something more serious: how difficult it is to protect copper in a 15,000 km network

everything we know about the collision between an Iryo and Alvia from Renfe in Adamuz (Córdoba)

On January 18, 2026 at 7:40 p.m., a collision occurred between an Iryo train and an Alvia train in Adamuz (Córdoba) in what is the most serious railway accident in Spain since the derailment of a train in Santiago de Compostela in the area known as the A Grandeira curve. The accident is the first to occur since the high-speed lines were released in our country. When we write these lines, 39 deaths have been recorded but rescue efforts continue. What has happened? On January 18, 2026, an Iryo train that had left Malaga heading to Madrid at 6:40 p.m. derails near the town of Adamuz (Córdoba)once you have passed this stop. The derailment occurs on a straight line and leaves the last three cars of the train off the track. At that moment, an Alvia (Renfe) train traveling in the opposite direction and that had left Madrid bound for Huelva collides violently with the Iryo wagons that were occupying its track. The violence of the crash knocks this last train off the track and ends up at the bottom of an embankment. Emergency services are located on both trains at a distance of 800 meters. Click on the image to go to the originalgal tweet The victims. According to the latest count of deaths and injuries provided by the emergency services to EFE There are 39 deaths and 73 injuries that have required hospitalization. Of them, 25 are seriously injured. In addition, 173 people with minor injuries have been recorded. It is estimated that 100 people were traveling on the Alvia train to Huelva and 317 passengers were traveling on the Iryo train. Renfe has set up a telephone number for family members: 900 10 10 20. Both companies have set up spaces for family care at the Atocha, Seville, and Córdoba stations. Renfe has also set up rooms at the Málaga and Huelva stations for this same purpose. In addition to the regional and municipal emergency health services, the Junta de Andalucía has sent 16 forensic experts and the Military Emergency Unit (UME) has mobilized 37 soldiers and 15 vehicles. Click on the image to go to the original tweet What is known about the accident. At the moment, little and it is expected that the investigations will take time. At a midnight hearingTransport Minister Óscar Puente described the accident as “rare and difficult to explain” as well as “tremendously strange.” The circumstances are still unknown but it is necessary to investigate why the Iryo train left the track on a straight line. At the moment, it is believed that at the time of impact, the Iryo train had reduced its speed but the Alvia was traveling at 200 km/h. Puente has also highlighted that the infrastructure had been recently renovated with an investment of 700 million euros and that the renovation work had been completed in May in the area of ​​the accident. As for the Iryo train, it was “relatively new, practically new that I don’t know if it lasts four years.” They have asked to wait for the accident commission to have more information about what happened. The trains. Iryo is an Italian company which has been operating in Spain since 2022 and whose capital is contributed by Air Nostrum (25%), Globalvía ​​(24%) and the Italian public operator Trenitalia (51%). In Spain they use Hitachi ETR1000 trains also known as Frecciarossa 1000 (red arrows). In his search to replace AVE vehicles, Transport Minister Óscar Puente has shown interest in these vehicles, which are considered among the most modern and advanced in the world. They are manufactured by the Japanese Hitachi in Italy and can move 457 people. They have a maximum approved speed of 380 km/h but in commercial services they do not exceed 360 km/h. In Spain, the maximum speed they can reach is 300 km/h. The Alvia train that collided with Iryo’s vehicle is from the 120 series. These trains have variable gauge capacity and are manufactured by CAF and Alstom. On international gauge roads they can reach 250 km/h and on Iberian gauge they reach 220 km/h. It is believed that at the time of impact it was traveling at 200 km/h. Its capacity varies between 238 and 270 seats.. Click on the image to go to the original tweet Cancellations. At the moment, traffic in the southern high-speed corridor is completely suspended. The emergency services have already warned that the corridor will remain closed throughout the day on Monday. Thus, all services between Madrid-Córdoba and the branches to Seville, Málaga and Huelva are suspended. In addition, services to Cádiz, Algeciras and Granada have also been suspended today. Those affected They can claim the return of the ticketssince the service is not provided. Photo | Álvaro Fernandez Heredia in X In Xataka | When Iryo and Ouigo began to compete with Renfe they did so by lowering prices. Those days are not coming back

This is one of the most extreme northern lights hunts in Norway

There are nights when northern Norway does not promise anything, and that is precisely why it is so attractive. Close darkness, sustained cold and a landscape that, for hours, barely offers references beyond mountains, snow and silence. In this context, the idea of ​​going out to search northern lights It stops looking like a conventional tourist plan and becomes something else, a conscious wait in a unique environment with epicenter in Narvik. What is offered here is not a themed train or a rolling observation deck, but rather a nighttime experience organized around a real railway journey. The call Northern Lights Train It uses an existing line to get away from the city and take travelers to areas with very little light pollution, where waiting is a central part of the plan. The train is the means, not the end, and the proposal is structured around moving, getting off, waiting and returning. Everything is designed to increase the chances of seeing auroras. A trip designed to pursue something unique Traveling on the Ofoten line means crossing one of the most unique railway corridors in northern Norway. In the context of this experience, the journey functions as a process of gradual disconnection, Narvik is left behind and, with it, artificial lighting and the feeling of an inhabited environment. The train enters a mountainous landscape where the sky begins to take over. The itinerary has two proper names that organize the experience. The first is Bjørnfjella station located next to the border with Sweden, where the train makes a brief stop before continuing its ascent. The final destination is Katteratabout 374 meters above sea level, a former railway enclave with no road access. That detail is not minor, getting there is only possible by train, and it turns the place into a particularly secluded point. Once in Katterat, the experience shifts from journey to waiting. Travelers get off the train and move on foot through the immediate surroundings, where a meeting point is organized around a bonfire. There is a hot drink and some simple food, not as a gastronomic attraction, but as support against the cold and the waiting time. The pace consciously slows down and the night takes over as the group remains attentive to the sky. Here the guides fulfill a more strategic than spectacular function. They are the ones who interpret forecasts, explain why it is expected at a specific point and adjust the plan if conditions change. They are also those who lower expectations, remembering that the dawn does not light up on demand and that the night can be resolved without major apparitions. This balance between information, prudence and support is an essential part of the product offered. Auroras are not a local or spontaneous phenomenon, but the visible consequence of processes that begin much further away. The origin is in the solar wind, a flow of charged particles ejected by the Sun constantly and It takes around 40 hours to reach Earth. When this material interacts with the Earth’s magnetic field, it is deflected towards the poles and collides with oxygen and nitrogen at high altitudes. If we talk about the price, the train trip, the organization of the wait, the hot drinks, the snack and the guide’s explanations are part of the same package, whose cost starts at 1495 Norwegian crowns (about 127 euros). The model is clear, to shape an unpredictable night within an organized experience, where the value is not in the result, but in the set of elements that make the attempt possible. The journey ends as it began, on rails, with the train returning to Narvik as the group leaves Katerat behind and the mountain once again closes in darkness. Heaven may or may not have answeredbut the experience has already been completed on another level. What remains is the feeling of having participated in something that cannot be forced, where the journey, the wait and the context weigh as much as the result. It should be noted that an image that does not correspond to reality has been built on these types of experiences lately. On social networks and some media circulate images and videospossibly generated or altered with artificial intelligence, showing supposed luxury Norwegian trains with wrap-around glass roofs and perfect views of the sky. Those trains do not exist. The real experience, as we have seen, is very different from those recreations. Images | Norwegian Travel | Visit Narvik | Arctic Train In Xataka | Marbella is no longer the favorite destination of Russian millionaires: it is now a paradise island in China where they are not held accountable

In 1978 Christopher Reeve was chosen to play ‘Superman’. He got so beaten up that he literally couldn’t fit into the suit.

In the mid-seventies, superman He wasn’t just a character: he was DC’s goose that laid the golden eggs and a bet that could make or sink the first great modern superhero blockbuster. Producers Alexander and Ilya Salkind wanted a “serious” and grandiose film, far from the tone camp from the sixties Batmanbut they also knew that any setback would be a historic embarrassment. Too big to fail. In that scenario, DC, suspicious, imposed conditions of the strictest and he monitored the project as if it were a surgical operation, because the underlying problem was not to make a film: it was to make it with a guy in tights and a red cape and get the public to I will look at him with respectnot like a meme. Two years of casting. Thus, the search for superman perfect became the great bottleneck: it began in 1975 and continued until February 1977with hundreds of tests and a growing sense of desperation. There was, as usually happens in any great production, a star wish list that seemed more a festival poster than an audition: Robert Redford, Paul Newman, Warren Beatty, Clint Eastwood, Steve McQueen, Burt Reynolds, Charles Bronson, James Caan, or even Nick Nolte. In fact, there were many more, in addition to proposals that today they sound delirious by pure marketing logic, as think of Muhammad Ali or even in people outside of interpretation. It turns out that each option failed for something (if it wasn’t cost, it was age, image, accent or fit in general) and the message was clear: without Superman, there was no movie. The definitive twist. In the midst of that chaos, Christopher Reeve arrived from the New York theater as an answer that did not fit the cliché of the “big name” that the producers were looking for, but did fit the essence of the character. The casting director was pushing his candidacy against the team’s inertia, until he was finally given a real opportunity. When Richard Donner, the film’s director, saw it, the trial was as clear as it is uncomfortable: Reeve had the height, the face and the aura to be Superman… but he was also too young and too thin (“a stick”were the director’s words) to fill a suit that required visible strength, not just presence. Even so, in that test (between nerves, the heat of the spotlight and a still ungainly appearance) something that no one could copy became evident: the potential to make Clark Kent and Superman credible in the same person. The actor before opting for his role in Superman Stop being a “stick”. Reeve got the role with an unspoken demand which was actually an ultimatum: he had to physically become Superman, and do it quickly. The producers even suggested use fake muscles under the suit to “trick” the camera, a typical solution in the cinema of the time, but he refused, because he understood that credibility was not built with filler, but with transformation. The movie needed the body to say “superhero” before the character even spoke, and Reeve assumed that the job was not just to act well, but to look impossible without falling into excess. Darth Vader as trainer. Here comes the anecdote that seems invented by an advertising department: the man inside the Darth Vader suit, David Prowse, also a bodybuilder and instructor, was the one who was in charge of sculpting to Superman. Donner called it like someone activating a emergency plan: “we have a Superman” and we have to build him against the clock. Prowse trained Reeve for weeks with a routine focused on gain mass and functional strengthsolid enough to withstand flight harnesses, exhausting days and the symbolic weight of the character. And in the process a perfect story was born to sell the film: the most intimidating physical villain of the moment molding the definitive hero of the decade. The “obsessive” transformation. The method was so simple as brutal: eat a lot, train thoroughly and not allow yourself to lose weight even for a single day. Reeve put himself on a high-protein diet, with four meals a day, shakes and vitamins, and with an almost paranoid discipline: skipping a meal meant going backwards, and going back was a disaster. The idea he repeated was very clear: the actor’s inner work is useless if the exterior does not support the fantasy, because Superman cannot “seem” weak, even if he is vulnerable on the inside. And the most interesting thing is that that physical strength also changed him. the psychology of paper: The stronger he became, the more natural the character’s calm authority came to him. Too “handsome”. The result was so extremely effective that it became a continuity problem: Reeve continued to gain muscle during filming and there came a point where It was not the same body of the first scenes. The production had to redo shots already filmed because the superman of one day did not fit with the Superman of weeks later, and the suit, designed for a “before”, began to behave like a shell that was too small. The ironic twist is that at first they wanted to put fake muscles under the uniform and, after the transformation, the opposite happened: They were able to remove the additions to the suit because they were no longer needed, and the film was left with what it had always needed from the beginning, a Superman with real muscle, without tricks or cardboard. The myth that remained. Over time, Reeve’s physique has been compared with the hypertrophied standards of today’s superheroes, but at the time it was quite an event: his change from “tall, skinny actor” to muscular icon It was part of Superman’s own story even before of the premiere. The important thing was not to compete with modern mountains of biceps, but to build an exact illusion: that this guy could be the most powerful on the planet and yet the most human when he looked at Lois … Read more

A comprehensive interactive map to explore all the blood circuses of the Empire

If you are one of those (non-generic masculine) those who are fascinated by the Roman Empire, taking a little getaway to continue discovering ruins and fortifications probably seems like a good idea. Yes, there are classics within the state like Tarragona or Mérida, but if you fancy a more exotic and distant trip, Ephesus or Split are good candidates. The old continent is full of jewels (and even beyond, as long as Rome It covered three continents) Although “all roads lead you to Rome”, surely this Google Maps of the Roman Empire It would be useful for you to plan a route (and the Romans of the time, I won’t even tell you about it) and even better, this evolution. But let’s not fool ourselves, there are cities and cities and remains and remains. If you are going to prepare an excursion and your objective is visit a city of status within the Roman Empirethere is an unmistakable sign: the amphitheatres. Having an amphitheater was a luxury. May it remain in good condition today, even more Amphitheaters were a medal of prestige to a city. They did not build it just anywhere: those provincial capitals had it, such as the previously mentioned Tarraco and Emerita Augusta, as well as those cities founded for the retirement of their veterans (this is the case of Itálica). However, there were also cities that decided to build it as a thank you to the emperor or for the local elites to show off. And pragmatically, to carry out the maxim of “bread and circuses”. The amphitheaters of the Roman Empire. Via:Tataryn. Wikimedia It is estimated that in the Roman Empire there were about 230 amphitheatersof which only about 30 are moderately well preserved. The figure drops to 10 if they also maintain their full structural functionality, among them the Arenas of Nimes and Arles in France, the one in Verona, the one in Pula, The Djem in Tunisia and of course, Pompeii. The map above, courtesy of Wikipedia, is great to take a look at. but there is another interactive map of the Roman Amphitheaters much better. It uses the data of Sebastian Heath, PhD in Classical Art and Archeology from the University of Michigan, a key figure in the modern study of Roman amphitheaters, among other things for his approach to digitization through open data. Thus, it has its Roman Amphitheater dataset which serves as a base, combined in turn with the map of the Roman Empire from the Gothenburg Digital Humanities area. The result is a three in one map published on RAMADDA’s wiki-based open source data and content platform: Interactive map of the Amphitheaters of the Roman Empire. Ramadda The first and largest allows you to view the terrain, roads and main cities of the Roman Empire as you move or play with the zoom. When you tap on a city, you can see details on all three maps. For example, when you click on Segóbriga in Cuenca, information appears such as its name in Latin, when it was built, the capacity, the region… and on the left, its integration into the roads and a satellite view. Given the number of municipalities and places with Amphitheater, it is convenient to use the filters that appear in the upper area. Thus, we can sift based on the region of the time, its capacity or even easier, what state it currently belongs to. When selecting Morocco, several cities appear and one of them marked in blue: “Lixus”, next to Larache. In Xataka | The death of one empire is the birth of another: the graph that reviews the history of civilizations from 4,000 years ago In Xataka | The Google Maps of the Roman Empire: the map that allows you to plan a route at that time

Today it is committed to self-sufficiency as a strategic pillar

We are witnessing in real time how China is becoming an increasingly decisive player in a wide variety of sectors. Some of these changes are very visible from the outside, such as its leadership in the production of electric cars. Others, however, understand themselves better by looking inward. In a new video from Xataka’s YouTube channel We analyze one of those less obvious but strategically key turns: how the Asian giant has gone from being the largest importer of liquefied natural gas on the planet to commit decisively to self-sufficiency. The piece that we bring you today is added to other content that we publish regularly, such as our podcast ‘Science and Apart’, ‘Domotize or die trying’ or different videos focused on China. Among them, the one that addressed the transformation of the country into the first “electrostate” in history. On this occasion, it is Ana Boria who delves into the role of liquefied natural gas, with a detailed and well-contextualized approach that helps understand why this movement goes far beyond the energy level. From the world’s largest importer to the search for self-sufficiency It is no secret that energy is a critical issue in any country, but it takes on an especially sensitive dimension in Europe. Therefore, before getting into the matter, our colleague compares the situation of the Asian country with that of the Old Continent. “The European strategy is based on prevention“Not to produce more gas, but to accumulate supply and diversify suppliers to avoid cuts,” he explains, and from there he offers several keys to understand the profound differences between both models. In the Chinese case, remember that “relatively recently, the Chinese model involved importing LNG from many regions of the world: Australia, Qatar, the United States or Russia, and complementing it with gas via gas pipeline, especially from Central Asia and Siberia.” That approach began to change due to a combination of factors, including the implementation of the plan Made in China 2025made official in 2015 with the objective of turning the country into a global technological power and reducing strategic dependencies. For some time now, China has been seeking to leave behind its role as a major LNG importer to become a self-sufficient player, and the data points in that direction. “Between January and June 2025, China produced 130.8 billion cubic meters of natural gas, 5.8% more than in the same period of the previous year”says our colleague, a figure that illustrates the magnitude of the change that is taking place. Achieving self-sufficiency in a resource as critical as liquefied natural gas is not just an industrial issue. It is also a first-order strategic lever, with economic, geopolitical and energy security implications. “China has invested in new deep drilling techniquesin extraction methods for unconventional gas and in adapting existing technologies to its own geology, which is more complex than that of other large producers,” explains Ana. From there, she outlines the pillars that have allowed the country to advance towards this objective, the advantages it has and the challenges it still must overcome, always relying on figures and context. We invite you to see the full video on our YouTube channel and share your opinion both there and in this article. Images | Xataka In Xataka | China dominates the world of renewable energy, but it has an Achilles heel: it depends on the West more than it admits

The “sweet spot” of exercise according to science is 30 minutes

For many years the goal of taking 10,000 steps per day has been the universal health mantrarepeating itself in medical consultations or being predefined in smart watches that monitor physical activity. But this mantra is evolving thanks to the latest evidence we know, since it is not just about how many steps you take, but how they occur. A sweet spot. For this science has identified the ideal when doing physical activity: 30 minutes of brisk walking (walk at a brisk pace) at a constant speed of 5 km/h. This habit is not only more efficient than taking random walks, but Delivers metabolic benefits previously only attributed to high-intensity gym workouts. An important threshold. The fact of having to exceed a speed of 5 km/h It is crucial when walking with the purpose of improving cardiovascular health. And for a walk to be considered “moderate intensity exercise”, it is not enough to move. Science in this case considers that there is a critical threshold that we must keep in mind when recommending doing the exercise: 100 steps per minute. That is what translates into this approximate speed of 5 km/h. And it is not something random, since it has been seen that at this speed there is a significant reduction in the glycosylated hemoglobin (HbA1c) related to diabetes and systolic blood pressure (known as ‘high’). The secret is continuity. One of the most powerful findings from the studies It is precisely in the amount of time we invest in sport. And there is a big difference between continuous 30-minute sessions, in which we only walk, versus accumulated sessions, where we walk for five minutes and then stop continuing. In this case, the continuous 30-minute session is what has been found to be best for reducing insulin sensitivity, improving resistance, hip circumference, and also exercise adherence. And although it is good to move 5 minutes every hour to avoid a sedentary lifestyle, the reality is that it is best to dedicate only half an hour a day continuously. A shield against aging. For the middle-aged population, walking is literally life insurance. Different studies suggest that walking at 5 km/h for 30 minutes a day, for five days a week, helps reduce the risk of stroke (due to lowering blood pressure). But in addition to this, it also combats anxiety and stress, which is undoubtedly one of the big problems we have in today’s society with the stress hormone triggered and doing a lot of damage to our body. With all this, the increase in life expectancy is quite substantial compared to more sedentary people. Without forgetting strength exercises. Although walking is essential, we must not forget our muscles either. It is very important when you reach middle age do not neglect the development and maintenance of muscle, since there are many studies that suggest that it delays biological aging and even offers cognitive benefits such as protection against neurodegenerative diseases. In this way, in order to reach old age in optimal conditions, we must not forget to be mobile to reduce metabolic syndrome, but also to be attentive to our muscles. Images | Martin Dalsgaard In Xataka | The 11 best apps for exercising at home

We have been using ginger as medicine for 2,500 years. Science has just proven us right

Before pharmacies occupied every corner, ginger already existed. What for more than two millennia was the best kept secret of Asian pharmacies, today is undergoing the most rigorous examination of the microscope. This underground stem—technically a rhizome, not a root—has gone from being a simple cookie seasoning to becoming a protagonist in clinical nutrition. As Dr. Joshua Forman, a gastroenterologist in Maryland, says, in an interview with Washington Postsometimes we become obsessed with expensive and complex drugs while ignoring what is in front of us. “It’s funny how the simplest things go unnoticed,” reflects the expert. From the herbalist to the laboratory. “Popular wisdom” is no longer alone, science has taken over with force. A massive review of 109 clinical trials published in Nutrients confirms that ginger is not a placebo; It works, especially when the digestive system rebels. But the findings go beyond simple stomach relief. In fact, a meta-analysis in Evidence-Based Complementary and Alternative Medicine has brought to the table something unthinkable years ago: its ability to help regulate blood sugar and protect the heart in patients with type 2 diabetes. What does the scientific verdict say? If we look at the evidence, ginger works with almost surgical precision on three fronts. First, in pregnancy; Just 1.5 grams can change a woman’s day with morning sickness. Furthermore, a study in it Taiwanese Journal of Obstetrics & Gynecology even compared its effectiveness against menstrual pain with that of ibuprofen, with astonishing results. However, the most fascinating thing happens at the cellular level. Recent research in JCI Insight They suggest that ginger could “stop” the hyperactivity of certain body defenses, something key for those who suffer from lupus. Even in the brain, the magazine Frontiers in Nutrition points to a shield effect that could delay the progression of diseases such as Alzheimer’s by reducing inflammation of neurons. The chemistry of the rhizome. The secret of ginger resides in its compounds bioactives: gingerols, shogaols and zingerones. These compounds act on nerve receptors (such as 5-HT3 and TRPV1) that regulate pain and nausea signals. Additionally, ginger is a real accelerator. In the teststhe stomachs of those who took it took only 12 minutes to empty, almost half that of the control group. Of course, a warning for sailors: it is a master at relieving nausea, but if vomiting has already started, its effect is much less. It is not a “magic” solution for everything. Despite its rise on social networks like TikTok under tags like #GutHealth, experts warn: Be careful with him Ginger Ale: Dr. Forman warns in the post That most commercial ginger sodas contain corn syrup and artificial flavorings, but almost no real ginger. The ideal is a homemade infusion (grating the root and boiling it for 10 minutes). It is not a miraculous “detox”: there is no conclusive evidence that ginger “shots” on an empty stomach detoxify the body or lose weight on their own without a balanced diet. Dangerous interactions: Because ginger inhibits platelet aggregation, it should not be combined with anticoagulants such as warfarin, as increases the risk of bleeding. Science and nature, hand in hand. Ginger has gone from being a simple home remedy to becoming an “evidence-based supportive complementary option.” While it should not replace medical treatment in severe cases, science confirms that this rhizome is one of the few “superfoods” that truly lives up to its name, offering a low-cost and highly effective solution to improve daily quality of life. Image | Unsplash Xataka | There are people taking a “shot” of apple cider vinegar in the morning. Science has an opinion on this

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