painful rules cost billions in productivity

Although in Asian countries like Japan, South Korea or Taiwan the cancellations due to painful rules They have been around for a few yearsthey are still rare bird. Without going any further, Spain is a pioneer in the EU (Italy tried it in 2017but it did not come to fruition) and the measure came not without controversy before and after approval. Because periods and pain are managed privately, but they have a profound impact on people’s health… and also on the economy. How much does a period cost at work?. A recent study published in the Australian Journal of Social Issues How the rule affects Australia’s economy makes its importance clear: 14 billion Australian dollars a year alone in lost productivity (about 8.54 billion euros at the exchange rate). And the calculations are conservative in that they do not include health or treatment costs. The rule, in figures. The first menstruation arrives at approximately 12 years of age and since then it occurs more or less regularly every 21 – 34 days until menopause arrives, around the age of 45 – 55. We are talking about between 400 and 600 periods throughout life (except interruptions in the form of hormonal contraceptives or pregnancy). The rule, in discomfort. And if we leave the quantitative and go to the qualitative, for the majority it means a period of discomfort in the form of menstrual pain and bleeding. in the studio They speak of 90% of women under 25 years of age with dysmenorrhea, more intense pain during the first two days. Likewise, it is also quite common to experience fatigue, dizziness, lower back pain and headaches. He heavy menstrual bleeding It results in blood loss that causes a feeling of tiredness or fatigue (among other things, due to loss of iron). The study quantifies between 20 and 25% of those surveyed. The study. To carry out the research, they interviewed 1,796 Australian women with paid jobs of different age ranges (from 18 years old) to find out how common menstrual pain and other symptoms are and what the impact was on their work productivity in terms of presenteeism and absenteeism. Or what is the same: go to work but be at half speed or directly miss work. It hurts me. They came to a conclusion: those with periods between the ages of 35 and 44 suffered a noticeably greater loss of productivity than the younger ones. However, 97% had suffered menstrual pain in the last three months and 1 in 4 said they always had pain. Worldwide, menstrual pain is around 71% and only in Spainthe Spanish Contraception Society reports that almost half have to take medication for pain. From here, they calculated the range of economic impact: 7,176 Australian dollars per person per year, for a total of 14,005 million dollars. Why is it important. Because it provides economic data that is sufficiently impactful so that the management of menstrual symptoms at work is not managed individually and in isolation, falling on those affected, but rather from a collective and institutional level. As resume The research team itself “highlights the strong economic case for governments and companies to adopt policies that help people manage menstrual symptoms.” That is, with laws and policies that standardize and regulate to homogenize and streamline individual procedures in companies, but also with dialogues within the company to introduce changes in working conditions aimed at improving the productivity, health and well-being of the workforce. Among the measures proposed by the team, the modalities of teleworking or hybrid work or the schedule flexibility. In Xataka | The majority of medical discharges that are investigated are fraud. The nuance is that they are only investigated if there are signs of fraud In Xataka | Period pain in adolescence is not “normal”: massive study links it to increased risk of chronic pain in adulthood Cover | Annika Gordon

In 1970, the train to my town in Extremadura took 20 minutes longer than it does today. It’s a painful reminder about “high speed”

For eight days, Cáceres and Badajoz have been linked by train. To be exact, they are united by a train typical of the 21st century and, more specifically, of 2025. Since last December 1the two largest cities in Extremadura are linked by a journey of just 50 minutes. A trip with four frequencies daily that makes the lives of thousands of Extremadurans easier. By the middle of next year, in 2026, the Government says that trains will finally be able to reach 300 km/h. If fulfilled, it will be a milestone for the region and a first step to make that Madrid-Lisbon a reality, of which been talking for more than 20 years. Europe seems to have gotten serious in that sense. The intention is to have a connection between capitals in 2030 and that four years later, the journey will only take a little more than 180 minutes. Three hours that now seem little more than a chimera. Especially if we take into account that the first promise to connect both cities dates back to 2003. So he was aiming for 2010 as a final date to have the high-speed connection ready. Today, from Madrid to Badajoz, the only section that operates at “high speed” is the one that separates Badajoz from Cáceres… and a little further, up to the Monfragüe station and its connection with Plasencia. The problem is that the Plasencia-Badajoz section is only one of the three sections that make up the connection between Madrid and the Portuguese border. Yes, it began to act as an electrified connection of iberian width in December 2023. Now, almost two years later, passengers can move between Cáceres and Badajoz in less than an hour. But traveling between Madrid and Badajoz still requires you to use almost five hours of travel. And it is not something that is going to change in the short term. Because it took us almost the same time to get to Extremadura as it did 50 years ago. 20 minutes Browsing the net and trying to understand how we have evolved, I came across the seventh number of the Renfe guide in which the schedules of all the trains available in Spain between December 1970 and March 1971 are collected. In addition to having a good time diving and finding some curiosities such as that the traveler had a Madrid-Paris available that only required worrying about the change in gauge at the border, I found something that caught my attention. Since I was a child, I move frequently between Madrid and Extremadura. Specifically, a town near the Monfragüe Natural Park, an enclave that is located a few kilometers from Plasencia. As long as I’ve had a car, I’ve always traveled in it, but when I didn’t have a driving license I used to opt for the bus. First because there were more frequencies available. Then because delays and breakdowns became part of normality. A shame because the train trip is much more comfortable than the bus and should be faster. Ought. Because while diving I found a detail that caught my attention. Trains leaving from Madrid and arriving in Extremadura in 1970. Click on the image to see more schedules There it was. Train leaving Madrid at 10:40. Arrival at Palazuelo-Empalme (current Monfragüe station) at 13:41 minutes. 181 minutes to cover the 253 kilometers of the journey. Today, luckily, Renfe offers a faster connection. Specifically, 20 minutes faster. As you can see in the following image, the trains between this Extremaduran station (the first electrified) and Madrid are still more than two and a half hours away to travel just over 250 kilometers. Let us remember that Madrid and Barcelona aspire to be united in less time. Or that in less than 10 years we should see a Madrid-Lisbon in less than three hours. The problem, as we said, is that the connection between Madrid and Extremadura is progressing at an extremely slow pace. The first step has been to electrify the Iberian gauge track between Badajoz and this Extremaduran stop. Now, in addition, it is double, which prevents a failure in one direction from immediately affecting the other and, at least, one of the two from continuing to function. The second and biggest problem is that the connection in its La Mancha section is especially slow. The line is divided as follows: Plasencia-Cáceres-Mérida-Badajoz section Talayuela-Plasencia section Madrid-Oropesa section At the moment, the section between Talayuela and Plasencia (on the Extremadura side) is in the construction phase but as indicated in Levantthe works are still in an initial phase. In fact, of the seven subsections into which it is divided, only two of them have been completed, as collected by Adif. Despite everything, the deadlines should not be extended much longer and the section should be active in 2028. But the most problematic thing is in Castilla-La Mancha. The Madrid-Oropesa section is still in the information project phase. In it, the biggest obstacle is the passage through Toledo. The intention of the Ministry of Transport and the city council is to bring the AVE as close as possible to the municipality, using the current station that is located just two kilometers away in a straight line from the urban area. This forces us to design a new viaduct to solve the passage through the Tagus… and there is the conflict. The Autonomous Community and platforms in defense of the city’s heritage believe that it damages its image and propose an alternative station in an industrial estate further away from the urban area, reducing the visual impact and discarding the need for the viaduct. They show in an exhaustive analysis in Geotrain how one day, if all goes well, in 2030 we will have a connection between Madrid and Badajoz in 151 minutes. That is, in two and a half hours. Until then, it will still be 10 minutes less than it currently takes to the station closest to my town, located long before reaching … Read more

a new and painful explosion

The great hope for the next generation of Starship flights has gotten off to a bad start. SpaceX has suffered a new setback at Starbase, and only its rapid ability to iterate can save the furniture. An ephemeral life. The Super Heavy Booster 18, the first booster of the new version 3 of Starship, burst during the early hours of November 21 while SpaceX engineers validated their structural improvements. The prototype, which was due to launch during flight 12 in early 2026, lasted just 14 days after its assembly was completed. 48 hours after being moved to the Masseys test bench at Starbase, a pressure test of the gas system caused the liquid oxygen tank to burst. Redesigned systems. SpaceX’s objective was to test the rocket propellant systemswhich were redesigned for version 3. Fortunately, Booster 18 did not contain methane or liquid oxygen, which would have caused a large explosion like the one that Masseys destroyed in a fuel load from Starship 36 last June. With the area cleared and the Raptor engines not yet installed, Booster 18 has only caused one victim: its own structure, which has been rendered useless. The usual suspect. Although an official investigation is underway, the analysis of NASASpaceFlight points to the same component that caused the Starship 36 explosion: the rupture of one of the COPV tanks that store high-pressure nitrogen or oxygen gas in the rocket. These tanks are responsible for operating the valves and engine starting systems. The explosion of one of them could have caused a chain reaction in the adjacent COPVs strong enough to burst the wall of the rocket. And now what. The loss of Booster 18 is painful not only for being the first version 3 booster, but for being the prototype assigned to test the new Pad 2 launch pad at Starbase. Without a physical rocket to place at the base, SpaceX will not yet be able to fully test ground systems, such as the new platform’s tanks. As if it wasn’t already aggressive enough, SpaceX’s schedule is becoming even more tense. And the company maintains flight 12 scheduled during the first quarter of 2026. SpaceX has very ambitious goals in the short term, including the in-orbit fuel transfer tests that it will need to take astronauts to the Moon with Artemis III. a mission in which he now competes with Blue Origin and Lockheed Martin. Image | SpaceX In Xataka | A genius named Tom Mueller designed the engines for the Falcon 9. And now that genius wants to beat SpaceX on its own turf

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