train

We thought that the price of World Cup tickets in the US was going to be the biggest nonsense. Wait to travel by train

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The World Cup is a universal spectacle, but its prices during the tournament that will be held this summer in North America (United States, Mexico and Canada) will not exactly be within reach of all budgets. Especially if you want to enjoy the final, which will be played July 19 in it MetLife Stadium from New Jersey. And not just because their tickets are sold at exorbitant prices. The region’s public transportation operator has revealed that round-trip tickets between Manhattan and MetLife will cost 150 dollars. That decision has already generated a intense controversy. What has happened? That the celebration of the World Cup in the US is being marred by the enormous cost what it will mean for the fans. Until now we knew that those privileged who want to follow the matches directly in the stadiums will have to pay stratospheric sums for the tickets, especially if we talk about the final which will be played at the end of July at MetLife Stadium. That was relatively predictable. Now we know something else: even tickets to go to the stadium on public transport will be priced at the price of gold. Are they that expensive? Yes. A week ago The New York Times has already advanced that round-trip tickets to MetLife from New York’s Pennsylvania Station would cost more than $100, although the public transportation operator, New York Transit (NJT), was reluctant to confirm the information. The mystery did not last long. On Friday, when announcing the mobility plan for the World Cup, the company revealed (almost in passing) that the filtration of Times had fallen short. “Non-transferable, non-refundable, round-trip train tickets will be on sale exclusively to ticket holders on May 13 through NJ Transit for $150,” keep it up the operator when informing of the transportation services that will connect MetLife Stadium, renamed temporarily as New York New Jersey Stadium to conform to FIFA’s sponsorship policy. In the same statement NJT explains that round-trip bus tickets (also non-transferable and non-refundable) will be sold for $80. Is it more expensive than normal? A lot more. NBC News I remembered These days a round-trip ticket to MetLife Stadium usually costs $12.9, so the fare that those who want to use the train on the day of the final will have to pay will be 11 times higher than normal. The price will be very superior This is what fans who travel between Penn Station (New York) and MetLife pay to enjoy NFL Jets or Giants games. Although the price of bus tickets will also quadruple in Boston, where they will be disputed four gamesthere has been international competitions in which fans with tickets could freely use public transport. In the case of the USA, The Wall Street Journal remember that the original 2018 pact between host cities and FIFA included free transportation, but the requirement was relaxed a few years ago. Now fans must pay $150 for a trip that is covered in less than half an hour by car. Click on the image to go to the tweet. Has it generated controversy? Yes. Because of the amount itself (150), but also because the NJT plan does not contemplate Reduced rates, which means that children and seniors will have to pay the same amount as everyone else. It is important because MetLife Stadium will host a total of eight games of the World Cup in which the teams of Brazil, France, Germany and England (among others) will compete. Among those events also includes the most significant of all: the final. Those who want to skip the train or bus and go by car to MetLife will not have it easy either. The celebration of the World Cup will cut considerably the availability of parking in the area, which explains, among other things, that passes are being offered to park in the parking lot of a shopping center in the area for $225, such as has revealed NCB News. Why does it go up so much? That question connects directly with the political debate that has broken out in New Jersey around the World Cup, its costs for the public coffers and the return it will have for the region. Governor Mikie Sherrill (Democratic Party) assures having “inherited” an agreement by which FIFA “does not contribute a single dollar” for transportation and warned that NJ Transit will be forced to pay “a bill of 48 million dollars” to mobilize the tens of thousands of fans who will come to watch the games. MetLife Stadium seats more than 80,000 spectators and Sherrill’s message, just like the one NJT has transferred to the New York Times is clear: “The cost of the eight matches will not be borne by our regular users of public transport.” That is to say, the first step is for the fans (if not FIFA itself) to pay for the transportation required by the competition. Sherrill’s position has caused tensions with the federation, which warns of “deterrent” effect What will the train fares have and remember that MetLife has hosted other macro events without the organizers having to pay for transportation. During the debate, there was also talk of the income that FIFA will receive thanks to the tournament and the return for the USA. Is it just transportation? The truth is that no. The transport controversy is added to another that already goes back a long way: that of the price of tickets to enjoy the World Cup matches. A few weeks ago, FIFA already made headlines because tickets for the final were selling for up to $10,990. Not only are they astronomical figures that threaten to become “the most expensive in history”, as warns the BBC. They also far exceed those of a few months ago. In March, after the president of FIFA recognize that prices could “go up or down according to demand,” the OCU denounced the use of “dynamic pricing”. The rates already they have put on guard to Euroconsumers. Images | … Read more

is renovating its bullet train with 5G-enabled windows and noise-cancelling cabins

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High-speed rail is going through a phase of maturity where the differential is no longer so much speed, but rather productivity and comfort. In short: it wants to become a fully fledged alternative to flying in the business segment. While Spain is consolidated as the second country in the world in high-speed network and leader in technological interoperability, Japan (which was a pioneer with the Shinkansen in 1964) wants to regain its hegemony with deep digitalization. JR Central, the rail operator of the Tokaido Shinkansen, has announced which will equip the next premium suites of its famous bullet trains with windows with integrated 5G antennas and active ambient noise cancellation without the need for headphones. The news. The improvements are not cosmetic, but a serious commitment to transform the premium car into a work or rest environment comparable to a private office. 5G antennas on the glass. The technology is provided by AGCa Japanese company that weaves conductive microfibers into the glass to form an antenna that is connected to the on-board Wi-Fi router. While conventional systems bounce the 5G signal inside the train before reaching the router, antennas integrated into the glass keep direct line of sight with outside base stations. That is, a more stable Wi-Fi with a stronger signal. Integrated ANC. The system is called Personalized Sound Zone (PSZ) and has been developed by NTT. Its operation is like that of headphones with active cancellation: it detects the waveform of the ambient sound and from there, projects its inversion to cancel it. The main difference is that you don’t need to cover your ear: it uses a combination of microphones, speakers and spatially optimized low-latency processing. Why is it important. JR Central’s bullet train reaches speeds of up to 285 km/h, meaning it passes mobile network base stations so quickly that it often needs to reconnect to another radio. This phenomenon is known as handover and degrades the quality of the connection: it is the Achilles heel of connectivity in high-speed trains around the world. Yes, those internet outages also happen on the AVE. Finding a solution in windows is technically elegant and scalable. From the point of view of the premium segment, the robust connectivity and acoustic isolation without headphones places it in direct competition with the business class flight on routes within the country. Of course, in the absence of the price. For now, JR Central has only confirmed which will be more expensive than tickets for first-class Shinkansen Green Car seats, which already cost 40% more than a standard unreserved ticket. An example: standard ticket from Tokyo station to Kyoto (2 hours and 15 minutes) costs 13,320 yen and 18,840 yen for the Green Car, that is, 71 and 100 euros respectively. Context. The Tokaido Shinkansen is the busiest high-speed line in the world. Private compartments disappeared from the line in 2003 with the withdrawal of the Series 100 double-decker trains, which included private cabins. This new initiative means the return to the format in style two decades later. Regarding glass antenna technology, the collaboration between AGC, NTT Docomo and Ericsson has been going on since 2018. In fact, in 2019 this conglomerate of companies reached the world’s first 5G communication using an integrated fused silica glass antenna to transmit and receive 28 GHz signals, with average download speeds of 1.3 Gbps and maximum download speeds of 3.8 Gbps in a range of 100 meters. What JR Central is now announcing is the first commercial application in high-speed trains. And in Spain? In connectivity, there is a technological and approach gap. The AVE has Wi-Fi since December 2016 thanks to a system of outdoor 4G-LTE antennas combined with satellite, routers, servers and access points. That is, like what JR Central has just overcome: capturing the signal from outside and redistributing it inside. AGC’s solution for the Shinkansen eliminates this weak point by maintaining direct line of sight with the base stations, something especially critical at high speed. Of course, while PlayRenfe is universal for all travelers, the Shinkansen Wi-Fi will be in the luxury suites. Yes, but. The deployment is very limited: in the initial phase only a couple of suites will be installed in six trains, so coverage is residual against the park of operational units total and JR Central has not made public a roadmap for the expansion of these technologies. On the other hand, NTT’s noise cancellation technology applied to a train poses its own structural challenges, ranging from noise variations at 285 km/h to pressure changes in tunnels. It will be necessary to check the real effectiveness of the system under these conditions. In Xataka | There was a day when Japan was the leading high-speed country. It has been surpassed by China, a victim of its own country In Xataka | In 2015, Japan showed the world a train capable of reaching 600 km/h. Ten years later we still don’t know anything about him Cover | Fikri Rasyid

I spent 8 hours a day watching porn to train the AI. Today he leads the workers union that fights against that

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Spend a workday tagging porn there’s nothing fun about it. Content moderators They have been denouncing terrible working conditions for years and now The same thing is happening with data labeling to train AI. In 404media They tell the story of Michael Geoffrey, a Kenyan who spent months working for two AI companies, until they completely destroyed his mental health. The jobs. Michael stayed in front of his computer for eight hours watching porn, describing what was happening in the images in great detail. It was no affiliation, but rather he worked for a data labeling company that then used all those descriptions to train AI models. When the day was over, his second job awaited him at a sexual AI chatbot company. In this job, Michael had to maintain sexual conversations with users, adopting whatever role was necessary each time; I had to pretend to be a man, a woman, straight, homosexual… and of course adapt to the context in each conversation. Behind the AI. Although they have the last name IA, in reality These sexbots have a lot of human work behind them. That is, when someone talks to their girlfriend or boyfriend AIyou may be talking to a real person. Michael wrote his testimony and said that he had to fake intimate connections with anonymous users. Their interactions were then used to train the AI. In the case of data labeling, workers are exposed to all types of content, some extremely violent. For example, for AI to be able to detect content of sexual abuse and violence, these workers must see thousands of images of abuse and extreme violence, and all for ridiculous salaries. In a Time reportthey said that one of these companies paid between 1.3 and 2 dollars net per hour. The consequences. After several months on the job, Michael suffered from insomnia, stress and began to have problems having sexual relations. He tells 404media that “there came a point where my body no longer responded. When I saw someone naked, I didn’t even feel anything.” Endless hours, exposure to very unpleasant content and very low salaries. Some claim that it is like a form of modern slavery. The companies behind. One of them is Sama, a San Francisco-based company that defines itself as “the perfect example of ethical AI.” It’s the company that paid 2 dollars an hour. Another company that has also been at the center of the controversy is Remotasks, a Scale AI subsidiaryone of the largest labeling companies. It was founded by Alexandr Wang, current head of AI at Meta. By Remotasks it is said that he pays late and often not the amount that was originally promised. These and other similar companies They are outsourced by OpenAIGoogle, Meta and more to train your AI models. The workers organize. Currently, Michael is the secretary of the Data Labelers Association of Kenyaan organization that wants to give voice and make visible the work of these underpaid and invisible workers. Other organizations have also been created such as African Content Moderators and Tech Workers who demand better working conditions and resources to care for the mental health of workers. In Xataka | People Blaming ChatGPT for Causing Delusions and Suicides: What’s Really Happening with AI and Mental Health Image | Data Labelers Association

How to know where any Renfe train is in Spain in real time, and know if it has any delays

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Let’s tell you how to know where any Renfe train is high speed, or long and medium distance. You will be able to do this with a website created by Renfe itself, where you can see all the Spanish railway traffic in real time. This is a particularly useful website when you want know where a specific train isso you can know the estimated time of arrival and if there are any delays. That’s why we are going to teach you how to use it. Watch Renfe trains in real time The first thing you have to know is that the website only monitors high-speed trains, or long and medium distance trains. This means that you will not find the Cercaníasbut the rest of the trains do, from the regional ones to the Euromed or the Ave. You can see them in motionand thus know where they are or if they have stopped. To access this website you have to go to the address real-time.longdistance.renfe.com. Inside you will see a map, where you will be able to see the railway network from all over the country, and zoom and navigate to see the area you want. When you zoom in you will be able to see the trains with different colors in the position they are in at all times. If you click on a train you will see all its information in a pop-up window. You will see your previous stop and next stop, your route and your identification number. You will also see the type of train it is and, most importantly, the expected time of your arrival. Next to this scheduled time you will see the time variation, which will show you the minutes of delay that the train is in, and the minutes of anticipation with respect to its initially scheduled arrival. You can also search for trains by their identification number. This way, if a family member is traveling to see you and gives you their train number, you will be able to monitor it in real time. When you search for a train, a column will also open on the right where you will see all its stops. In Xataka Basics | How to know if your train has canceled: where to look on Renfe, Iryo and Ouigo

Meta’s glasses record everything we see. Some gentlemen in Kenya are also looking at it to train AI

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Meta is competing in two races. On the one hand, that of the artificial intelligence. On the other hand, finding the “new smartphone.” In this sense, your total bet is on glasses with AI. Devices like Ray-Ban Meta 2 They have the potential to record everything we see. And within that “everything” is getting naked in a fitting room, having sexual relations or entering the bank password into our cell phone. And someone in Kenya is watching all of this with one goal: training artificial intelligence. In short. Before we delve deeper, let’s get the context. The Swedish media Svenska Dagbladet has published a report in which they explain how Meta’s artificial intelligence is being trained. At least, to the AI ​​that gives life to your smart glasses. For this training, Meta collects our data such as conversations, photos and videos, which are sent in massive packets to companies that break them down and then ‘shot’ the information into the training software. One of those companies is Sama. It is located in Kenya and some of its employees have revealed to Swedish journalists what type of information they see every day, recounting some cases that are still everyday actions that we all do. The problem is that we do them in privacy. That said, we are going little by little because there is a lot. Ray-Ban Meta. The glasses need no introduction and, in fact, we tested the second generation a few weeks ago. In our analysis of the Ray-Ban Meta 2 We already said that they were part of that post-smartphone vision thanks to a very decent camera and sound, but with disappointing AI. That is precisely the point on which Meta had to work more and it does so thanks to the images it collects from each user. What we give up. In the investigation of the Swedish environment, and it is something that we can see in the terms of use of Meta AI services, details a situation where it appears that we have significant control over data such as images or voice recordings. The document notes that certain data can be saved and used to improve Meta products if the user gives their consent, but there is a side B: for the AI ​​assistant to work, voice, text, image and video must be provided. According to these conditions, “in some cases, Meta will review interactions with the AI, including the content of conversations or messages to the AI. This review may be automated or manual.” In addition, it is also established that the user should not share information that they do not want the AI ​​to use or retain, such as “information on sensitive topics.” The problem is that, if you do not accept, you cannot use Meta AI. Training AI manually. When the data review is manual, that is when the problem begins. The article states that one of the analysis centers is located in Kenya. It is called Sama and it is a company hired by Meta to carry out a task known as “labeling.” The data leaving the device goes through a cleaning process that blurs faces and private data, but then workers perform some manual actions on the images. An example of labeling For example, selecting outlines of people, naming objects such as “lamp”, “car”, “book”, “computer”, registering traffic signs and, in short, everything we see. Then all that correctly labeled is organized into data packets that are ‘launched’ to the artificial intelligence training systems. Because if an AI “knows” that a ‘STOP’ sign is a ‘STOP’ sign, it is because it has been taught before with real images. The goal is to improve, precisely, what we criticized in our analysis: artificial intelligence and its connection with the world. When the system fails. For the analysis, they have contacted former Meta employees in labeling centers in the United States. They assure that the system automatically anonymizes faces and sensitive data, but “the algorithms sometimes get lost. Especially in difficult lighting conditions, certain faces and bodies are perfectly visible.” And that’s where the problem begins. The workers at the labeling center that has been put under the microscope are not there watching what I will detail below for pleasure or voyeurism, but because they are labeling to train the AI. The problem is… what you supposedly see in the images. nothing is private. An employee at the Kenyan data center explains that “in some videos you can see someone going to the bathroom or taking off their clothes. I don’t think they know, because if they didn’t, they wouldn’t record.” But going to the bathroom is not the only thing they have seen at that labeling center. Everyday scenes in a Western room followed by others in which sexual relations take place. Recording another person naked by mistake (when your partner gets out of the shower, for example), or leaving your glasses on a surface in the room to record how your wife changes without her knowing. Transcripts about protests, “very dark things” crimes or topics such as the description of a woman by a man who argues that he would like to have relations with her are also analyzed. “We see everything and Meta has that type of content in its database. People can record themselves in the wrong way and not know they are doing it,” says one of the workers who assures that, if the clips are leaked, it would be a “huge scandal.” “I think that if they knew the extent of the data collection, no one would dare to wear the glasses” What if I don’t record? Svenska Dagbladet has not done this report for two days. They point out that they have been working on the information for months, meeting with the parties and asking both the opticians where the glasses can be purchased and Meta itself. Regarding retailers, they claim that they have no idea where the data goes. Others point out that “everything is … Read more

Mexico has made an extremely ambitious bet on the Mayan Train. And now a judge has suspended her

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“It is a magnum opus, we are not exaggerating if we say that there is no one like it in the world today.” The phrase It was pronounced at the end of 2023 by former Mexican president Manuel López Obrador, and although in politics (no matter the nation) the use of superlatives is common, the truth is that it was not misguided. What López Obrador was referring to was the Mayan Trainan ambitious railway circuit of more than 1,500 kilometers that started more than two years ago between Campeche and Cancun and continues to take shape become a priority of the Government. Mexico needs it to be a success, but not at any price. What has happened? That the Mexican justice system has just reminded the country’s administration that, no matter how important and strategic it may be, the Mayan Train cannot advance with its back to the regulations. That is why it has issued a suspension order that will mark the works of one of its most controversial sections. For the project to continue advancing, from now on the authorities will have to put more effort into protecting natural resources in one of the most sensitive areas through which the railway must circulate: the region located between Cancún and Tulum, right where it passes. Section 5 of the Mayan Train. What has justice done? Dictate a final suspension order focused on that specific section. That does not mean that it has condemned the project or that the Mayan Train should give up its Cancún-Tulum stretch, although it does represent a wake-up call for those responsible for the project and a reminder that the work must advance while respecting its environment. Basically what the magistrate has done is demand that the environmental authorities of Mexico confirm that the project complies with the regulations and are responsible for monitoring it. The court order obliges the Federal Environmental Protection Agency (Profepa) to carry out direct and permanent inspections in the Cancún-Tulum section. No revisions on paper or reports signed from the offices in Mexico City, miles from where the works are being carried out. The ruling was issued thanks to the mediation of the organization ‘Save me’ and is addressed to Profepa and the General Directorate of Crimes, Commutations, Complaints and Complaints. Is it so important? Yes. According to precise The Chroniclerthe order places several duties on the competent agencies that, in practice, will force them to reinforce their surveillance. To begin with, they will have to carry out direct, field supervision of the project. They must also verify the effects on protected species, the protection of cenotes and control underground rivers. Finally, the ruling points out the need to prepare detailed reports. If these demands are not met, those responsible could face sanctions. What do environmentalists say? Sélvame has valued the judge’s decision as “a significant achievement” in the defense of the media. “It is an important step towards the protection of natural resources and guarantees that verification, inspection, conservation and protection actions will be carried out in the event of pertinent public complaints,” celebrate. The groups that have been warning for some time about alleged irregularities, such as tree felling or unsupervised work that affects wetlands, they advance that they will be attentive so that the order is carried out. What area does it affect? That is one of the keys. The Mayan Train is a wide railway circuit, more than 1,500 kmbut the focus has been placed on a very specific point: Section 5, which is in turn divided into various segments (north and south) between Tulum and Cancun. In total, according to the Mayan Train Guidemeasures just over 100 km. Beyond its length, shorter than other sections, the local press stands out which is one of the most sensitive. The reason: the presence of vulnerable ecosystems, caves and underground rivers and the threat to their biodiversity. In August 2024 the Verified platform assured that the construction of the Mayan Train had affected approximately 7.3 million trees, a good part (3.5 million) in Section 5. In 2024 A court has already ordered work to stop until geological, geophysical and hydrological studies are delivered. Why is it important? To begin with and as López Obrador himself recognized in December 2023, when he presided over the inaugural tour of the Mayan Train, because the railway circuit is not just any project. And not only because of its impact on the environment, its dimensions, its costs or enormous ambition. With it, the Mexican authorities aspire to promote the development of the southeastern region, articulating a new communications backbone that favors tourism. The problem is that its implementation is not being easy. Its premiere has not had the expected success (at least in passenger traffic) and its management has just change handsmoving to the Secretary of Defense. Images | Mayan Train In Xataka | In case Machu Picchu had not already become a tourist theme park, Peru has had an idea: add an airport

Anthropic wanted to secretly scan and then destroy millions of books to train its AI. It hasn’t been so secret

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A language model for AI needs input if it is to be trained to be more accurate and effective. The issue is how the information is obtained and whether there is an ethical way to do it that is profitable for the technology company in power. There is no doubt that the preferred option for companies has been to use all possible physical and digital content without anyone’s permission. There is also evidence. A judicial leak reveals that Anthropic invested tens of millions of dollars in acquiring and digitizing literary works without permission from the authors. According to account Washington Post, the project, internally called “Panama”, was part of a frenetic race among big technology companies to accumulate massive data to train their artificial intelligence models. How it all started. The Panama Project was launched by Anthropic in early 2024. According to internal documents revealed per the Washington Post, the goal was to “destructively scan every book in the world.” Furthermore, these documents also explicitly state that the company did not want anyone to know that they were working on it. In about a year, the company spent tens of millions of dollars buying millions of books, cutting their spines with hydraulic machines and scanning their pages to feed the AI ​​models that power Claudeits star chatbot. According to the media, the books, once digitized, ended up being recycled. Because has come to light. The details of the project have been revealed in a lawsuit for infringement of rights copyright filed by literary authors against Anthropic. Although the company agreed to pay $1.5 billion to close the case in August 2025, a district judge decided to make more than 4,000 pages of internal documents public last week, exposing the entire operation. They are not the only ones. Court documents reveal that other technology companies such as Meta, Google and OpenAI had also participated in this race to obtain massive information to train their models. According to revealed According to the documents, an Anthropic co-founder theorized in January 2023 that training AI models with books could teach them “how to write well” instead of imitating “low-quality internet slang.” On the other hand, an internal Meta email from 2024 described access to a digital library of books as “essential” to be competitive with rivals in the race to dominate AI. However, the documents revealed by the media also show how Meta employees expressed concern on several occasions about the legality of downloading millions of books without permission. An internal email from December 2023 indicates that the practice had been approved after being “escalated to MZ,” apparently referring to CEO Mark Zuckerberg. According to court records to which the media has had access, the companies did not consider it “practical” to obtain direct permission from publishers and authors. Instead, they found ways to mass-acquire books without the writers’ knowledge, including downloading unauthorized copies from third-party sites. Chat logs from April 2024 show an employee asking why they were using servers rented from Amazon to download torrents instead of Facebook’s own. The answer: “Avoid the risk of tracing” the activity back to the company. Data torrent. The documents to which the Washington Post has had access also they test that Ben Mann, co-founder of Anthropic, personally downloaded over 11 days in June 2021 a collection of books from LibGen, a gigantic library of copyrighted content. The outlet further revealed that, a year later, in July 2022, Mann celebrated the launch of the ‘Pirate Library Mirror’ website, which boasts a massive database of books and openly claims to violate copyright laws. “Just in time!!!” Mann wrote to other Anthropic employees, according to the outlet. Anthropic stated in legal documents that it never trained a revenue-generating business model using LibGen data nor did it use Pirate Library Mirror to train any full model. Anthropic’s legal solution. According to point the medium in its article, faced with the legal risk, Anthropic changed its strategy. The company hired Tom Turvey, a Silicon Valley veteran who had helped create the project Google Books two decades earlier. Under his direction, Anthropic considered purchasing books from libraries or secondhand bookstores, including New York’s iconic Strand bookstore. The company ultimately ended up buying millions of books and stacking them in a giant warehouse, often in batches of tens of thousands, according to court filings. The Washington Post assures In addition, the company worked with used book sellers in the United Kingdom. A project proposal mentions that Anthropic sought to “convert between 500,000 and two million books in a six-month period.” What the law says. Most legal cases against AI companies are still ongoing, but the media mention two court rulings that have considered that the use of books to train AI models without permission from the author or publisher may be legal under the “fair use” doctrine of copyright. In June 2025, District Judge William Alsup determined that Anthropic had the right to use books to train AI models because they process them in a “transformative” way. He compared the process to teachers “teaching schoolchildren to write well.” That same month, Judge Vince Chhabria ruled in the Meta case that the authors had not shown that the company’s AI models could harm the sales of their books. In the Anthropic case, the physical book scanning project was considered legal, but the judge determined that the company may have infringed copyright by downloading millions of books without authorization before launching Project Panama. The final agreement. Instead of facing a trial, Anthropic agreed to pay $1.5 billion to publishers and authors without admitting guilt. According to point According to the media, authors whose books were downloaded can claim their share of the settlement, estimated at about $3,000 per title. Cover image | Emil Widlund and Anthropic In Xataka | If AI is going to leave us without jobs, in the United Kingdom they are already seriously discussing the solution: a universal basic income

Mexico needs the Mayan Train to work. And they are so desperate that they have put it in military hands

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There are many ambitious trains, but like the Mayan Train there are not as many. And it’s not because this train stands out for its speedby go through impossible tunnels either for luxurybut because few trains in the world must support a load as heavy as this one: being the backbone of the tourism in Mexico. Born with tremendous ambition, he started his engines with promises of wealth. AND is crashing resoundingly. So much so that Mexico has completed the transfer of control of the train to the Secretariat of National Defense. Army, to manage. FONATUR Tren Maya was the organization attached to the Ministry of Tourism that, since 2018was responsible for leading and managing the project. However, things did not work out, the plans were not fulfilled and, already in September 2023, when Obrador saw the arrival of the deadline to launch the train, he began to take steps for the Secretariat of National Defense to take control. After a series of steps, and as we read in Chroniclerit was at the end of 2025 when the process was finalized for Tourism to stop operating the train and Defense to take charge of it. Goals. The program has the following goals: Consolidate responsible transportation with the environment and society. Offer a safe and innovative transportation system. Ensure profitability through efficient management. That last point sounds like an ax to the previous management, but they are going to have a difficult time. Indifference. It was a few weeks ago when, in an article published by El País, the figure was revealed: the Mayan Train moved 5% of the expected demand. Neither tourists nor locals seem to have the slightest interest in a vehicle that was born to unite the different regions of the Yucatan Peninsula. Just because, It is the tourist jewel of Mexicobut also a tremendously unequal region in which Chichén Itzá brings together the majority of archaeological tourism, to the detriment of the others. And it seems that the train is not solving this. The report states that, during the first year, it transported about 3,200 passengers daily. Do we contextualize? The forecasts were for 74,000 passengers per day. Billionaire failure. It is a hard blow for a project that was already born on the wrong foot. It was the most ambitious project of the previous president, Andrés Manuel López Obrador, one without private or foreign capital, 100% Mexican, which caused headaches practically from the beginning. Obrador took advantage of that public investment, but from an initial budget My dear between 120,000 and 150,000 million Mexican pesos -about 7,400 million euros-, it ended up costing more than 500,000 million pesos -about 24,500 million euros- for 1,500 kilometers of roads. Current itinerary Expansion. The change in management is not symbolic: a series of actions have been proposed to expand services. On the one hand, passing under military control implies that seeks to operate with greater security for passengers, especially in areas where conflicts with drug traffickers are a problem. Greater professionalization of management is also sought through an administration under military command, but in the background there is an expansion plan. The aim is to transport cargo such as food for isolated indigenous communities or medical goods. Also that the train serves as a humanitarian corridor in the face of misfortunes, and for this they will create more than 3,000 additional kilometerswith an extension to Puerto Progreso. Will anything change? It’s the million dollar question. On the one hand, the Sheinbaum Government has made it clear on more than one occasion that they want the railway to be the backbone of the country not only for the transportation of people, but also as a freight corridor. The goal By 2030, four million passengers per year and 4.7 million goods per year will be moved thanks to the integration with the Interoceanic Corridor of the Isthmus of Thuantepec. Come on, turn the train into something that can compete against the Panama Canal. But of course, it can become a way to move goods, but we have to see if passengers use it to move. In statements to El País, it is more profitable for locals, and it is also more practical, to get around by bus. And tourists usually arrive in Yucatán with already established itineraries that do not require train services. And, on the other hand, there are the controversies associated with the military and the construction sections that they were in charge of in the past. Sections 5, 6 and 7 were commissioned directly to SEDENA, and there are not few cases of environmental violations, social conflictsviolation of human rights against indigenous Mayan communities and extra costs associated with those sections under military control. Images | Mayan Train, ProtoplasmaKid In Xataka | Urban transportation in Mexico City hangs by a thread. Literally: they will have the longest cable car in the world

If your Madrid-Barcelona train now takes five hours, Renfe and Iryo have a message: there is no compensation

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What used to be two and a half hours has become recurring trips of more than four hours. The Madrid-Barcelona line lives between speed limitations that are multiplying travel times. Adif is working hard to correct the alleged defects on the road. And, in the middle, some passengers who bought a ticket that promised a 150-minute trip that is now impossible to fulfill and who are not going to receive a single euro in compensation. The Madrid-Barcelona line. Since the occurrence of fateful train accident in Adamuz (Córdoba)the Madrid-Barcelona line is in focus. After months of complaints from train drivers, and self-imposed speed limitations, as they have confirmed to XatakaAdif strives to review all avenues to verify that there are no defects or, if there are, fix them. The company in charge of managing and maintaining the roads began applying temporary speed restrictions in the most controversial sections. These limitations they rose and applied punctually in the days following the Andalusian accident, with the vibrations being the focus of controversy. More, many more. As the days go by, the controversy has grown. To the reviews of Adif facilities a storm has joined which has complicated the service even more. The result: trains that were supposed to take 150 minutes between Madrid and Barcelona have been arriving regularly after four and a half hours. The latest news is that Adif has asked Renfe, Ouigo and Iryo to eliminate the last services of each day in order to be able to work for a greater number of hours and reduce the planned days of track inspection. These works will study the complaints reported by the train drivers and, if necessary, fix the damage on the tracks if the technicians consider that intervention is necessary, they point out in The World. No compensation. These warnings from the train drivers and the subsequent reviews by Adif are what are causing the continuous delays in the journeys. Delays that, however, will not be compensated by Renfe and Iryo, companies that already report on their websites that this situation does not fall within the reasons for returning a ticket partially or in its entirety. So much Renfe as Iryo They emphasize that these delays are unrelated to the service provided by the operators and, therefore, will not be reimbursed. In the case of the Italian company, this decision affects tickets purchased after January 28, while in the case of Renfe it will not be a reason for refunds for tickets purchased after January 31. An exception. What travelers from these companies do have the right to be relocated to another shift by the operator if their trains have been canceled as a result of Adif’s latest request. In the case of Renfe, which has issued its decision in statements that it has collected The Countrythe trains to relocate those affected will be of double composition to double the number of seats and the possibility of canceling the trip has been opened at no cost to the traveler. A new controversy. These delays and the decision not to compensate travelers, understanding that they are due to reasons unrelated to their services, deepen the controversies that have been surrounding railway compensation for months. And Renfe, by order of Congresshas the obligation to compensate again for delays of more than 15 minutes and return the money if the train arrives 30 minutes above the scheduled time. These deadlines were extended to 60 and 90 minutes respectively. in 2024 and They should have returned to their original deadlines in 2026 but this has not happened yet. Photo | trenduck and Renfe In Xataka | Spain has put so many passengers on the train that the Government is already toying with an idea: that we travel standing

China urgently needed a train station, so it was built in nine hours with 1,500 workers and 23 excavators.

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Anyone who has done a work at home will have already experienced firsthand that they know when it starts but not when it ends, something that happens in domestic works and that we also see from time to time with public works. And large infrastructures take time, although we have seen real records such as this 10-story building in just 29 hours. Of course, in China. Precisely there, in the city of Longyan in the southeast of the country, is where they have made a train station overnight. Literal. And although the work is a milestone in 2026, the reality is that this reform in record time took place in January 2018 and that left Elon Musk with his mouth openwhich had no qualms in stating that “China’s progress in advanced infrastructure is more than 100 times faster than that of the United States.” As China Central Television narratedat 6:05 p.m. the station closed and only 17 minutes later the remodeling kicked off in an action that more than a construction seems like a synchronized swimming number until 3:30 in the morning, the time of the end. A kind of “open heart operation” in public works Only nine hours for a project that, although it is true that it was not a new station from scratch, was not exactly small: it consisted of a remodeling and connection of roads between a new high-speed line between Longyan and Nanping and three existing railway lines. Furthermore, they decided to do it at night so as not to interrupt daily rail traffic. Because at 6:22 p.m., 1,500 workers grouped in seven units were executing seven different simultaneous tasks, such as Zhan Daosong tolddeputy manager of China Tiesiju Civil Engineering Group, China’s leading railway construction company. To carry it out, they relied on seven trains and 23 excavators. Thus, while one group installed monitoring and signage equipment, another paved the land. The millimeter precision and rapport is such that Reminiscent of open heart surgery but transferred to public works: with workers distributed over a range of 1.5 kilometers in their assigned places and 23 coordination teams to ensure compliance with deadlines and processes. Something like this is not done overnight, but before the day of truth They did six large-scale drills to prepare. The decision to do it at night has an explanation: not to interrupt the day’s rail traffic because in fact, at 1:56 in the morning they already had the first test train accessing the new station. Because they had also estimated a verification period of three and a half hours in which three other trains accessed the facilities. At 5:53 in the morning the rehearsals were over: K297, a normal passenger train, arrived at the station. As impressive as the speed of the project, which involves enormous planning work and prior studies, was the achievement achieved: reducing the travel time between both cities from seven hours to just an hour and a half thanks to the high-speed train that travels along the track at 200 km/h. In Xataka | 100% autonomous factories where it is not necessary to turn on the light: China is already considering manufacturing cars only with robots in 2030 In Xataka | Tesla’s dwarfs continue to grow: the Model 3 is no longer the premium electric that sells the most in China Cover | CGNT

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