bus

Someone paid for the bus in England with a strange coin in the 50s. It turned out to be a treasure from Cádiz from 2,000 years ago

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In the 1950s, public transportation in the English city of Leeds functioned as that of any other large citywith tickets costing a few pence and collectors checking the change. One day, someone took out a strange coin to pay his ticket and the person responsible for collecting the ticket immediately noticed that it was not a legal British currency. And instead of throwing it away, he decided to keep it. The story. What this cashier who kept the coin did not know, and what it would take his relative seven decades to discover, is that that bus ticket It had been paid with a relic from more than 2,000 years ago and of Spanish origin. From a wooden box to the museum. The story of this peculiar discovery has recently come to light thanks to Leeds Museums and Galleriesnoting that for about 70 years, the coin was forgotten in a small wooden box. The important thing here is that, after the death of James Edwards, who was the one who collected this bus ticket, the piece passed into the hands of his grandson, Peter Edwards, who is now 77 years old. Intrigued by the ancient and worn appearance of the object, Peter decided to investigate its provenance with the help of experts from the University of Leeds, and this is where it was discovered that it was not a piece of scrap metal, but a bronze coin from the 1st century BC. Where it came from. Analysis of the coin revealed that it was not minted in the United Kingdom, but that its origin was thousands of miles away. Specifically in Gadir, present-day Cádiz, in one of the oldest and most prosperous Phoenician settlements in the West. The design of the coin is a classic of Carthaginian and Phoenician-Punic influence in the Iberian Peninsula, with an obverse that shows the profile of Melqart, a deity of the Phoenicians and recognizable for wearing the mythical skin of the Nemean Lion. On its reverse, the coin shows two tunas, the indisputable symbol of the ancient Cádiz fishing industry, accompanied by inscriptions in the Phoenician alphabet. How he came to England. There are many doubts that arise when we talk about a coin from the 1st century BC that ended up being a payment method at a bus station in England. The main hypothesis used by the researchers is the result of the recent historical context, since it is believed that the coin was found in the Mediterranean region by a British soldier during or just after World War II. After taking it to the United Kingdom as a souvenir or amulet, the piece must have ended up mixed with everyday change. From there, it was exchanged as legal tender until it ended up in the box of a curious person who knew that this coin had something unique. Your new home. After unraveling the mystery, Peter Edwards has decided to donate his grandfather’s piece to the local authorities and today, the Gadir coin is part of the Leeds Discovery Centre, an institution that houses thousands of historical coins. And, although it is not a great treasure, it is undoubtedly an artifact that perfectly shows the migrations of everyday objects thousands of years ago. Images | Leeds Museums and Galleries In Xataka | North Africa was off the map in the Bronze Age. A metallic waste has put it at the center of History

Delays and cancellations are putting a hole in Renfe’s accounts. So he’s going to start his own bus company.

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Renfe Viajeros… by bus. That has been one of the usual trends in recent months, with the company plagued by incidents that have prevented it from providing the service normally. The situation has been so complicated that, it is estimated, the impact of alternative services exceeds 10 million euros each year. The solution: create your own bus network. And Renfe is already looking for a partner. Looking for a partner. The information is brought The Countrywhere it is stated that Renfe is looking for a partner to start its own bus company. The idea would be very simple: Renfe would control 49% of the company and 51% would fall on the side of the collaborator. According to the newspaper, the proposal has already passed the board of directors of Renfe and Renfe Viajeros. Now, therefore, it remains to carry out the tender so that those companies that are interested in offering support to Renfe can sign up. The initial idea would be to have dozens of buses (between 50 and 100, according to the newspaper) to provide service in specific contexts. In Xataka We have contacted Renfe but when we wrote these lines we have not received a response. Because? Because Renfe is spending money on offering an alternative on wheels to its customers. When an incident interrupts the service, Renfe has to have a alternative road transport system. Right now, he has to pay an outside company, renting the buses and related expenses, such as staff. Having its own fleet would entail an expense of around 60 million euros, according to the initial accounts that have been raised. However, the newspaper points out that there are savings of between 90 and 130 million after a decade. That is, each year on average you would be saving about 10 million euros or a slightly higher figure. From the media they collect that the model used will be that of “negotiated procedure with advertising”. This means that Renfe will receive proposals but will be able to negotiate the conditions with the companies that have a more solvent offer. It is an exceptional procedure in the public procurement system. Exceptional situation. The premise, therefore, is to have a fixed fleet of buses and drivers, without having to subcontract and pay others to perform exceptional road services. Until now, the company has to search the market for drivers and buses that are available when a line is cut due to an unforeseen event. In recent years, the problem has been especially serious for the company. The DANA of Valenciathe fires in Galicia and León and the recent cutting of the southern corridor as consequence of the Adamuz accident in Córdoba has forced Renfe to maintain active service with buses for weeks. What does Renfe expect? Attract companies that have been seeing their business contract. And since The Country They point out that Renfe believes that there is more than enough business to keep the contracted buses active for at least 10 years. In fact, the contract would be for a decade, extendable to another five years, and they say that demand peaks could multiply current ones by nine. The movement could be interesting for bus companies because, right now, There are route tenders that are half dead and in which work is done with very low demand. Some of these companies would find a new outlet for their vehicles with each Renfe breakdown or incident in the infrastructure. In addition, it must be taken into account that the impact on the accounts may be greater when the incident (such as those described above) is not scheduled because forces Renfe to enter a market with few drivers and with companies that know the urgency of the company. Forced. It must be taken into account that a good part of Renfe’s business continues to be public. Therefore, you have the obligation to provide an alternative service when incidents occur on high speed but also if, for example, there are incidents on Cercanías or Rodalies. Any improvement in facilities that requires the interruption of rail traffic is replaced with buses. Photo | Pablo Nieto Abad and Fabio Romano In Xataka | Spain thought that Spain could manufacture the perfect trains for Spain. The reality: Spain is already looking for trains in Germany

The lack of generational change has opened a job opportunity for thousands of young people in Spain: bus driver

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The driver shortage In Spain and Europe it has generated an opportunity for those looking for a stable and well-paid job. Municipal companies are fighting to hire new talents who want to train as drivers of their city buses. The lack of generational change in passenger transportation is a problem that affects many local companies, which cannot fill the vacancies left by retiring drivers. The shortage of drivers in Spain and Europe. According to published data According to the European employment body EURES, in 2023 there were 105,000 vacancies for bus and coach drivers in Europe, which represents 10% of all positions in the sector and an increase in vacancies of 54% compared to the previous year. In Spain the situation is not better. The driver shortage already an officially recognized structural problem. The deficit affects both the freight and passenger transport sectors, and contrasts with the surplus in other professions such as administrative or technical personnel. The forecasts of the transport sector is that, by 2026, 37,000 new bus drivers and about 126,000 truck drivers will be needed. Why are there drivers missing? Among the structural factors that aggravate the shortage of drivers, the absence of a generational change. According to a report According to the Spanish Bus Transport Confederation (CONFEBUS), the aging of the workforce is one of the main reasons for this shortage. Data recorded by the International Road Transport Union (IRU) included in the EURES report indicated that, in many European countries, less than 5% of drivers are under 25 years old. Furthermore, the incorporation of women to the sector is very low, since only 12% of drivers in the EU are women. He sector It estimates that it will need about 24,000 new drivers per year to compensate for the rate of retirement of current staff. CONFEBUS also recognizes that working conditions in the sector Nor have they helped to attract young people: long hours, irregular shifts, temporary contracts and poor family conciliation. Access to training and certification is another obstacle, since the obtaining the CAP or the D permit entails a high cost, especially for young people or migrants who do not have sufficient economic resources and find there a barrier to accessing these jobs. Government aid for training. Precisely to alleviate this economic obstacle when obtaining permission to transport goods and passengers, the Government has promoted a Royal Decree which gives the green light to the Reconduce Plan, which offers aid of up to 3,000 euros to cover the costs of training and obtaining a bus or truck driver’s license. This helps is directed to people who want to train in the road transport sector and is available to cover the costs of the necessary courses and exams. The conditions to access this aid include being registered in the National Youth Guarantee System and meeting the age and training requirements demanded by the Ministry of Transport. Driverless buses. Faced with a prospect of constant staff shortages due to the progressive aging of the population, more and more city councils are deciding to start pilot tests with autonomous buses on their streets, not without some reluctance among the current driver templates. For example, in August the first test of this style was launched in Barcelona, ​​allowing a driverless bus to cover a short 10-minute stretch in open traffic. Our colleague Iván Linares tried it in first person. Madrid has just started a similar test autonomous bus, although in this case its scope of circulation is limited to Mercamadrid. These projects seek to modernize urban transportation and guarantee mobility, although they are still in the experimental phase, so they do not represent a short-term solution to the problem of driver shortages. In Xataka | Barcelona has grown tired of fining 80 cars a day for invading the bus lane. So he’s going to start monitoring them with AI Image | Wikimedia Commons (KingValid04)

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

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

There are foreign bus companies trying to compete with Alsa and Avanza. And Spain is making it impossible

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The Spanish bus map is in the process of changing. Routes that do not make money, corridors that no one wants to access, companies that want to completely liberalize the sector and the doubt of, to what extent, foreign companies can enter to play in a foreign country. And Spain is trying by all means to ensure that the latter does not happen. What’s happening? If we adhere to Spanish regulations, right now a company dedicated to the transport of passengers by bus You cannot make international trips with stops to drop off and pick up travelers within Spain. Not, at least, permanently. The rule only allows this service to be carried out temporarily, in order to protect national routes. That is, this prevents a company from opening a route, for example, between Lisbon and Paris and from picking up and dropping off passengers within Spanish territory at its stops within Spain (in Madrid and Barcelona, ​​for example). It is understood that if this is possible it would be a direct competition to those who have been awarded those corridors. How do buses work in Spain? Spain uses a concessional model for its bus lines. This means that a broker goes out to tender and companies present their proposals playing with the price. The best offer is the one takes the concession and the one that begins to operate during the agreed years. The system has its advantages and disadvantages. Confebús, an association that defends this model, points out that it gives security to the client because transportation is guaranteed during the agreed years and a route cannot be abandoned. Companies like FlixBus are contrary because they understand that competition is limited and that they prevent the company from adapting to new circumstances. These circumstances, for example, leave some expired concessions or concessions that have never been put out to tender. It is especially serious on bus lines where a high-speed railway operates in parallel, since the train is much more competitive in price and time. Of course, the main people affected by the abandonment of these lines are the residents of towns with intermediate stops. And what about international travel? For some time now, Europe has wanted to liberalize the sector, as it has done with trains. Despite this, Spain is resisting and although at first it was proposed to jump to the direct competition model, finally we want to maintain the concessional system but with profound changes in the current map. With this system, services through cabotage are prevented. That is, the company picks up and delivers passengers within the same country along an international route. This is the argument of Avanza and Alsa to defend the latest ruling of the Court of Justice of the European Union that has ruled in favor of Denmark before the opening of a file from the European Commission. However, the case that both companies put forward is not very representative of the open debate in Spain. What has happened in Denmark? Denmark has regulated the occasional bus service that operates through cabotage in the country to a maximum of seven calendar days in a month. The formula is also applied at other times in France, as both companies use in a statement collected by 20Minutes. Understanding that this contravened community rules, the European Commission has opened a file against Denmark but the Court of Justice of the European Union closes it, understanding that Denmark does not prevent the service, it only regulates it. That is, a company can act with a discretionary service through cabotage but within the regulations established by the country. But… what is discretionary? Here is a big part of the issue. European bodies have been discussing Whether or not Denmark allows cabotage service through discretionary routes but not regular routes. Discretionary routes are those that do not have a fixed route or established times. That is, they do not always leave on the same day of the week and at the same time from a specific city, for example. They are the typical routes for trips by tourists or supporters who go to watch a soccer match in another country. The limitation of those seven consecutive days within the same month that Denmark applies is designed so that foreign companies do not compete unfairly with their national companies, offering a regulated service camouflaged as discretionary. Implications in Spain? None. This is what FlixBus defends. The travel company maintains that this regulation, contrary to what Avanza and Alsa points out, has nothing to do with the regular and international routes that companies like them propose for our country. Routes in which they would use cabotage to make the line more efficient. They give as an example the route between Trier (Germany) and Madrid that FlixBus has requested with intermediate stops in Zaragoza and Barcelona that passengers could use to move within the national territory. The line has not been authorized and FlixBus appeals to the resolution of the European Commission of April 16 that forces Spain to open its lines to this service. Spain filed an appeal against this decision was dismissed by the Court of Justice of the European Union. What is Spain doing? Place all obstacles to the entry of new actors or the liberalization of bus lines, as demanded by Europe. The approval of the Sustainable Mobility Law On October 8, 2025, article 50 was eliminated, which allowed certain routes to be authorized in free competition. That is, for now, the battle to open new international routes that allow the transfer of travelers within the same country continues. Spain has the obligation to comply, if we adhere to what is required by the European Commission, but, for the moment, it still has not given the green light to this possibility. Photo | FlixBus and Eleazer Glez In Xataka | Until a few years ago, the towns between Madrid and Valencia had trains and buses. Now they only have one problem: the AVE

The competition in the AVE has killed its bus line

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Something is moving on the Spanish bus map. That something is the government’s intentions to reform the concessions that make up current photography. On the way there has been talk of reforming the entire system but also how many concessions already where they should be delivered. And that directly attacks very specific lines. In coma. Among all the concessions that Spain has awarded for bus service, The Madrid-Valencia line is one of those that agonizes. In fact, nobody wants to get that concession because with the high -speed line next to him does not come out profitable. After the concession, Alsa (the company that was exploiting this line) resigned to continue with it given its null profitability. Then a contest was convened to exploit a line that crosses all the Spanish width, from Badajoz to Valencia, passing through Madrid. That contest was completely deserted. Concessions? Yes, concessions. Bus lines In Spain they compete for concessions that are then exploited exclusively. These concessions last for years and, obviously, the company has to face the possible changes in the flows of movements that can occur between its passengers. In the system, therefore, it is competed before putting the buses on the road. A line is taken to competition and awarded the best bidder. In high railway speed, companies that demonstrate that they can technically operate on the road come to compete directly. On buses, that does not happen because the chosen company has exclusivity for a certain time. A deep change. What the government raises is that Spain needs a deep change in the concession system. In recent years, the market has been completely opened and that it is the companies that rival on the road at a price. However, the final intention is to take out a great contest maintaining the current concession system. Of course, given the large number of lines whose competitions are empty or companies that do not want to maintain their concessions, from the government advocate drastically reducing the number of runners. The intention is to pass Of the current 77 concessions to a total of 22. From the government they point out that this decision goes through the difficulty of placing these concessions but also because the way of moving of the Spaniards has changed in recent years. The cities have atomized (even more) the exits and arrivals but, in addition, the high -speed train and the competition have completely transformed the panorama. It is not competitive. What happens? When high speed has affordable prices, the bus is not competitive. In the Galician corridor The train has managed to eliminate travelerseven to the plane that is faster. In the case of the bus, the situation is even more complicated because, in addition, it is slower and uncomfortable. That leaves lines like that Badajoz-Madrid-Valencia without interested companies. With such a low volume of customers and a faster and more cheap alternative, prices have to be much more expensive to compensate. It is obviously the worst option. Whenever you travel to Badajoz, Madrid, Valencia or any of the stops where the train stops. What about us? All this directly impacts the paths of those who do not live in those cities or larger populations where there is a high -speed rail stop. The bus is in charge of generating a capillary network of paths among small populations where the only alternative is private transport. This is what they defend from Travel more by busan association that defends a competitive alternative so that this means of transport can survive. They bet on a complete liberalization in these lines that have to fight with high -speed lines. They point out that with the rates raised, The bus trip between Madrid and Valencia would entail an expense of between 40 and 50 euros for the client and a duration of more than four hours. With Renfe, Iryo and Ouigo fighting on the train, it is possible to make that same trip in the middle of time in half of the money. According to the CNMCthe average price of traveling with these companies in a Madrid-Valencia is 27.46 euros. What solution is there? According to this platform in defense of these less profitable bus lines, open them to direct competition. They point out that with the current layout, it is contemplated that the rates for operating will be recalculated with inflation and that, therefore, in 2035 the average price of the ticket will return to around 50 euros despite the fact that at the time of the new award a price of about 40 euros is established. In the other side of the currency we find associations like Confebus They point out that these concessions allow companies to better study the market and their profitability but, they defend, the traveler is protected because once the service has been awarded, the company has not to leave the line overnight. Photo | Artem Makarov and Xataka In Xataka | This Barcelona bus has been working with a fuel that we all produce: our excrements

A neutron core of the size of a bus

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In the Ukraine War, nuclear It is not a purely arms issue. Among the most devastating scenarios that beat about the contest is the possibility of an error that leads to an unprecedented environmental disaster. We already knew that the Chernobil plant He had a hole And continue Without being able to repairbut the reach is much broader than the sadly famous plant. Under constant threat. The truth is that the Russian invasion of Ukraine has not only transformed the military map of Europe, but has put at risk an extensive network of nuclear facilities that were never designed to resist bombings. Although international attention has focused on Zaporiyia Centralthe largest in Europe and in Russian hands since 2022the country houses multiple reactors, research laboratories and spent fuel deposits that make up a delicate risk mosaic. Among them stands out Institute of Physics and Technology from Járkov, where is the known device as Neutron Sourcewhich contains several tens of kilos of enriched uranium capable of polluting vast areas if they were dispersed. Located just 14 kilometers from the front, the building has suffered More than 70 impacts Russian ammunition confirmed, which fears that Moscow’s goal is not accidental, but deliberate. Járkov, military white. The Institute, which in Soviet times contributed to the design of The first atomic bomb From Moscow, he agreed in 2010 withdrawing his uranium suitable for armament and sending it to Russia under pressure from the United States, in a non -proliferation effort. However, still custody materials of enormous danger, such as high radiation uranium contained in Neutron Source, built with US financing in exchange for that resignation. The installation combines a core of the size of a school bus with a particle accelerator about 30 meters, surrounded by metal shields, but the building that houses it It lacks protection in front of attacks. The bombings have left cracks, have dropped plaster of the walls and reached destroy a transformer In 2022, plunging the complex in blackout months and forcing scientists to improvise heating systems to avoid irreversible damage to fuel bars. Ukraine accuses Russia of echocideclaiming that a direct impact could release radiation on an area inhabited by 640,000 people. The nuclear installation of Neutron Source in Járkov on April 4 Chernobil’s spectrum. We have gone counting. Since the beginning of the invasion, the nuclear catastrophe scenarios have been present. In February 2025, A Russian drone pierced The steel structure covered by the reactor 4 of Chernobil, the most contaminated area of ​​the planet, breaking its hermetic seal, although without immediate leaks. In Zaporiyia, repeated attacks have put the cooling of the six reactorsespecially after destruction in 2023 on a dam that forced to depend on an emergency pond and two electric lines vulnerable to artillery. Each incident envives the fear of a radiological accident that, even without being of the Magnitude of 1986could disperse contaminating materials by large areas of Eastern Europe. The mere synchronization of certain attacks, such as Chernobil’s On the eve of the Munich Security Conference, it is played by kyiv and its allies as strategic messages of the Kremlin, which uses nuclear risk as a weapon of political intimidation. Collateral effects Plus: Not only Ukrainian facilities are in danger. At the end of August, remains of an intercepted Ukrainian drone They damaged a station Transformer in the immediate vicinity of the Kursk Central, in Russian territory, forcing to reduce its production. The episode illustrated how war turns civil nuclear infrastructures into collateral damage to a military confrontation in which drones, missiles and artillery operate increasingly closest to high -risk objectives. The experts Remember That no central or research laboratory in Ukraine was built to withstand direct impacts of modern ammunition, so the prolongation of the conflict multiplies the probabilities of an accident. Between resilience and constant threat. Had the New York Times In a wide report that, despite the daily danger, the Ukrainian scientists of the Járkov Institute They continue with projects of nuclear fusion and experiments with radioactive hydrogen, collecting data that they expect to present in international conferences. The paradox of continuing to investigate under bombing reflects both the resilience of the personnel and the fragility of a country that, in addition to resisting militarily, must guard materials whose release would have devastating consequences. In the words of one of the center engineers to the TimesRussian attacks seem to lack logic, but their repetition suggests a pressure strategy through radiological risk. Until now the catastrophe has been avoided fortune and technical contingenciesbut every day of war prolongs a pulse in which radiation could become involuntary or deliberate weapon, with effects that would overflow the borders of Ukraine. Image | Ministry of Defense of UkraineEnergoatom.com.ua In Xataka | The US has spent so much time developing its F-35 that has lost the career of the future: that of combat drones In Xataka | Ukraine has found the antidote to the Russian Kamikaze drones in World War

This Barcelona bus has been working with a fuel that we all produce: our excrements

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A bus of line V3 has been circulating through the streets of Barcelona that has been operating exclusively with a renewable fuel generated from what we least imagine: human waste. And best of all, the experiment has been considered a success. A project that has managed to evolve. This project was baptized as’Nimbus‘, and is the result of a collaboration agreement between The local water management company VeoliaMetropolitan Transport of Barcelona (TMB) and the Autonomous University of Barcelona (UAB). Together they have turned the concept of circular economy into something very tangible: transform the sludge of wastewater into biomethane for public transport. Five years later, and with good results in the hand, the project is ready to move on to the next level and start with large -scale production thanks to European funds. The ultimate goal is to make the production of this fuel based on the solid waste of the city to end in the deposits of the buses themselves in the future that is not very distant. This creates this fuel. The heart of this innovation It is found in the purification of Baix Llobregatone of the largest in Europe. Every day, this plant processes about 400,000 cubic meters of wastewater. While 95% of the water is regenerated for agricultural or urban uses, the remaining solid waste, known as sludge, usually end as dry material for agriculture. The Nimbus project has given it a new purpose. Using an innovative process, researchers have managed to transform four cubic meters of mud per hour into high purity biomethane. This gas is pure enough to be used in vehicles with natural gas engines without any modification. The secret is to refine the initial biogas. Initially, gas contains 65% methane and 35% carbon dioxide. Instead of separating gases, Veolia’s team Combine carbon dioxide with hydrogen that is obtained in renewable sources. In this way, almost all the biomás becomes biomethane, making the resulting fuel emit so much carbon dioxide. A fuel responsible with the environment. The figures that result from this first phase have shown that this biomethane works very well. It emits 80% less carbon dioxide than traditional natural gas and complies with strict regulations of EU euro VI emissionsalthough it produces nitrogen oxide to very small amounts. An alternative to electric buses. Right now, Barcelona’s periphery routes need a bus that has a high passenger capacity and greater autonomy. This is something that electric buses cannot offer today, but biomethane, maintaining the reduction in the emission of carbon dioxide. The future: more buses and production at an industrial scale. After five years of success, the Nimbus experiment gave way to a new phase: the project Sempre-Bio. The objective is now climbing production, going from generating biomethane for a bus line to do it for two. For this they have a budget of more than eleven million dollars, with financing from the European Union. As detailed in the project, with this budget they will “reduce the investment and exploitation costs of biomethane production plants and expand the biomethane production potential through new routes of waste valorization.” Many projects to find the ideal fuel. Synthetic fuel It is one of the great research results for finding an alternative to natural oil. One of the examples is The e-diéselwhich is based on “water and air” for conventional engines, or even Toyota He already works with hydrogen to turn it into an alternative To keep the combustion engine. But the reality is that right now combustion cars are in danger of extinction. Electric cars They don’t stop growingand the Chinese market Not stop driving this sector on other continents Like Europe. Images | Wang Xiong In Xataka | Aid of the Moves III 2025 Plan to buy an electric car: money to receive, since when you can ask for and how to request it

What do you need and step by step for bonds of up to 90% by train and bus

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Let’s tell you How to request your discount to travel of the program Young summer 2025allocated to people between 18 and 30 years. The page you can request your code to obtain discounts of up to 90% on your train or bus trips has opened today, and we will tell you how. Information about detail discounts You have it in this article. Here, you should know that the sales apply to both simple and round trips in trains and state -owned buses, as well as interrail. These discounts are for travel tickets Between July 1 and September 30 of 2025, therefore, only for the summer. Other requirements to make this request are to have Spanish nationality and have born between January 1, 1995 and December 31, 2007both inclusive. Foreigners of this age can also access legal residence in Spain. In addition, you have to have registered at least 24 hours before making your first purchase to verify that you meet the requirements. How to request a young summer 2025ç discount The first thing you have to do is enter the website of this program, in the address summerjoven.transportes.gob.es. Once inside, You have to identify. For this you have two methods, you can use the CL@VE System or fill in a form with your data. The first of the methods allows you to identify with a Digital certificate like him FNMT certificate either DNIEthe PIN key or mobile key, or you Permanent key. Meanwhile, if you have to write your data by hand you will go to a three -step form where to write them. In the end, you choose the method that you choose, you will be the same process for the application, only that using an identification method there will already be self -fulfilled data in the first step. In the second, You will have to write your contact information Like mail and telephone, and then you will have to confirm the application. And that’s it, now you will only have to wait for your data to be verified, and when you complete it you will receive an email or SMS telling you if you have been accepted or accepted, and where you are told the personal code to be used. Cover image | Chatgpt In Xataka Basics | How to use Trainline to get the best and most train tickets in Spain

Requirements, dates and how to ask for your discounts for train and bus

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Let’s give you All program information Young summer 2025which will be approved today in the Council of Ministers. It is a program that will offer discounts to travel PRO Spain and Europe to people between 18 and 30 years. We are going to start this article telling you what are the discounts of this program, and then we will tell you the requirements to access it. Then we will remind you of the dates on which it will be in force and all the details with respect to them, and we will end up summarizing the process to request them. Young Summer Discounts 2025 The discounts of the New Summer of 2025 will initially be the same as in the previous year. Are discounts that vary depending on how you travelbecause the discount amount depends on each means of transport: Railway services of conventional medium distance and metric width: 90% discount of the price of simple and round -round tickets. Avant: 50% discount on simple and round trips. Commercial or high speed services of all rail operators: 50% reduction of the ticket price, with a maximum of 30 euros per ticket. Regular State Competition Bus Services: 90% discount of the price of the simple ticket and the round trip. 50% discount of the flexible interrail global 10 days in 2 months, when it is marketed through Renfe. Dates and requirements for the young summer 2025 To be able to opt for these aid, you need to meet A series of requirementssince they are not addressed to everyone, but only part of the population. Besides, Discounts are for very specific dates. Here are the list with the requirements: Have between 18 and 30 years: Only those born between January 1, 1994 and December 31, 2006 can be benefited. Only for summer: You can only apply discounts to buy round -trip travel tickets that will be between July 1 and September 30, 2025. Spanish nationality: Only those who have Spanish nationality can benefit. Legal residence: In the case of being foreigners, only those who have a legal residence in Spain can opt. How to request discounts To request the discount, you have to go to the program website, which will be activated within a few days. The address is summerjoven.transportes.gob.es. On this website, You have to register and request a personal code. You can register using a personal data form or simply with the system Cl@go. Once you register, you will send a request and wait for it to be verified. Making the process with the cl@see everything will be faster. When verifying, An email will come to you with the code associated with your DNI. And now, simply see the website to book tickets that are attached to the program, and buy a ticket that meets the campaign dates requirements. And now, Use the code they have given you in the purchase processeither before or during payment, something that will depend on each company. This is a discount code that you will apply to see the price reduced. Cover image | Yúbal Fernández In Xataka Basics | How to use Trainline to get the best and most train tickets in Spain

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