train

Anthropic was accused of stealing books to train its AI models. Their solution has been simple: pay

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A federal judge in San Francisco has given the final green light to the $1.5 billion agreement between Anthropic and a group of authors and publishers that They reported her for using her books without permission to train Claude. And after extracting millions of books from digital libraries without authorization, and from physical bookstores to scan and destroy en masse, everything has ended up being settled with money. What has happened? Judge Araceli Martinez-Olguin definitively approved this Monday the agreement that Anthropic reached with the plaintiffs, as collect Reuters. The figure was already known since last year, when Judge William Alsup gave his preliminary approval, but this last step was missing for the money to begin to be distributed. How we got here. A group of writers sued Anthropic in 2024 accusing her of using copies of her books to train Claude without her consent. Judge Alsup ruled in June 2025 that training AI with copyrighted books falls under “fair use,” a decision that set an important precedent for the entire industry. The judge also clarified that, although training with those books was legal, Anthropic had broken the law by downloading more than 7 million copies from digital portals without authorization and storing them in a kind of internal library that was not necessarily intended for training, according to explains Reuters. That specific point was going to be decided in a separate trial, with compensation that could skyrocket to hundreds of billions of dollars. So to avoid this, Anthropic preferred to make an agreement. Between the lines. As we explained some time ago, the court documents that came to light revealed the real scope of the project, baptized “Panama”, and with which the company came to physically buy and scan millions of bookscutting their loins to digitize them and then recycling them. Before going this route, Anthropic employees, including its co-founder Ben Mann, had downloaded books directly from unauthorized repositories such as LibGen. The company has always maintained that this content was never used to train a business model, but it was precisely that part of the process that took it to court. How much and to whom. The distribution is made at a rate of about 3,000 dollars per work, out of an estimated total of 500,000 titles between authors and publishers, according to details TechCrunch. Aparna Sridhar, deputy general counsel at Anthropic, said in a statement that the company reached this agreement in 2025 after the ruling that recognized training with books as fair use, and added that more than 91% of the affected authors and publishers have already claimed their share of the payment. For his part, Justin Nelson, lead attorney for the plaintiffs, has called the settlement “historic” and has stated that it represents the largest copyright recovery ever achieved, according to collect also Reuters. Not everyone is satisfied. Some authors have raised objections, arguing that the amount was insufficient, benefiting plaintiff’s lawyers too much or unfairly leaving out certain rights holders. Judge Martinez-Olguin has rejected these arguments, considering that they did not realistically reflect the risks of having gone to trial, and approved fees of more than $101 million for the lawyers, below the $187.5 million they had requested. according to Reuters. Some authors and publishers directly opted out of the agreement and have their own lawsuits against Anthropic that are still ongoing. Why it is important. This closure does not resolve the underlying legal debate for the rest of the sector. And since it is an agreement and not an appealed ruling, Alsup’s decision on “legitimate use” will never reach an appeal court, so it does not constitute binding jurisprudence, as underlines TechCrunch. Each judge is free to interpret similar cases in their own way, and that is just what is happening with the lawsuits opened against Google, Meta, Midjourney and OpenAI for similar reasons. Cover image | Anthropic, edited by Xataka In Xataka | It took 15 years for computers to improve the productivity of companies. AI may take longer for one reason: sabotage

“The citizen wants a train that passes on time and does not break down”

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With the Government trying to boost train travel, Cercanías, conventional medium-distance and high-speed long-distance services lost travelers. That is what the CNMC report tells us, which has its annual report available on how our trains are doing. Downwards. That’s what the CNMC data says in whose report Some details are specified about the use of the train throughout the year 2025. According to these data, the number of travelers fell last year compared to 2024 in all types of connections and types of trips offered by Renfe as a public service operator: Cercanías: decrease of 0.4%. Technical tie. Conventional medium and long distance: drop of 10.8% compared to 2024. Decrease in occupancy from 67.9% in 2024 to 60.2%. High-speed medium distance: decrease of 0.7% but with an occupancy of 77.5% compared to the 79.3% occupancy in 2024. Competence. If we stick to the data where there is competition, train use has increased. And on the high-speed long distance where the roads are liberalized, the number of travelers grew by 12.2%. Madrid-Seville (+18.7%) and Madrid-Málaga (+14.1%) were the corridors that saw the most passengers board the train compared to 2024. These figures make sense if we take into account that Ouigo has been dedicating more resources to Andalusia in the second half of the year. It also, in fact, explains that passengers on the Madrid-Barcelona route fell by 1.7%, the only corridor that reduced the number of travelers in 2024. Punctual and reliable. The data confirms that, without competition, whether or not to get on the train depends largely on how reliable and punctual the train is. César Franco, engineer and former president of the General Council of Industrial Engineers, he pointed us out a few days ago that “the citizen prefers a conventional train that passes on time and does not break down, rather than a half-empty monumental station (…) If the answer is that we are going to spend hundreds of millions to run three trains a day, we are making an economic mistake” Last year, Renfe published its first punctuality report. According to the data collected then, the medium distance accumulated average delays of 15.4 minutes. At the end of the year, the portal where Renfe offers its data on punctuality stated that only 59.4% of medium-distance trains arrive on time or with a delay of less than five minutes. 19.4% of trains suffered delays of more than 10 minutes. And 2026? In 2026 we will most likely see much worse data than in 2025. It must be taken into account that the Adamuz accident (in which a Renfe Avant train derailed and collided with an Iryo train traveling in the opposite direction) closed part of the Andalusian corridor for weeks and led to a cascade of delays on all linessubjected to intense scrutiny and the decision of some drivers to reduce speed. In fact, according to data from the Renfe portal28.8% of Renfe’s long-distance and high-speed trains have arrived late in the first five months of the year (May is the last month with consolidated data) and 11.7% have been delayed by more than 30 minutes. an opportunity. Losing reliability in the Spanish train network is also losing the opportunity to prioritize a more efficient and less polluting transport system. In fact, it allows reducing pressure in large cities, as is happening with the Madrid workers living in Valladolid. Salvador Galve, president of the Railway Commission of the Council of Colleges of Industrial Engineers, said a few days ago in the Senate that “when I go to Barcelona from Zaragoza and have a meeting, I go by car. When I go to Madrid I try to go by train because it usually arrives, but the majority of managers who go from Zaragoza go by car because they don’t know when they will arrive.” And it is necessary to have the necessary frequencies and the minimum reliability required in medium and long distance trains with conventional track and high speed. It is key for thousands of people who need to take the train to, for example, go to the doctor in a big city and return to their place of residence on the same day, with the peace of mind that they will arrive and return at the expected time. Without surprises. Photo | Nelson Silva In Xataka | Spain has 7.5 million dogs, so Renfe has changed its rules for traveling with large pets by train

Renfe changes its rules for traveling with large dogs on the train

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When I met my beloved Lola, an 18kg French Pointer, 13 years ago, I ended up buying a second-hand car because traveling with her by train or bus was simply an impossible mission. Many years have passed, Lola is no longer here, but the difficulty of getting around with a dog if you don’t have your own vehicle is still the order of the day. The options are scarce and expensive. And be careful, it is not because there are few dogs: there are 7,562,893 specimens in the state, according to the Ministry of Social Rights, Consumption and Agenda 2030 of Spain. Well then, Renfe has just changed its rules to make life easier for those of us who have dogs and they can now sit with you on the seat next to the train. What changes. From July 21, dogs weighing up to 40 kg will be able to travel with their owners throughout the state on all trains, that is, Renfe commercial services (AVE, Avlo, Alvia, Euromed and Intercity) and Public Service services (Avant and Media Distancia). Note: Pets were already allowed nearby without a weight limit and without a ticket. With this measure, Renfe will become the first operator that allows the transport of large dogs. Starting Tuesday, which is World Dog Day, your pet will be able to travel at your side. As explained in a Renfe statement“The dogs will occupy the interior space next to the window, next to their owners, who must lead them with a 1.5-meter non-extendable leash and with the muzzle on both at the station and at the time of boarding and disembarking.” A travel kit consisting of a seat cover and mat is delivered with the purchase. Why it is important. Because the expansion and generalization of the dog service to almost the entire network eliminates a historical mobility barrier for those of us who have medium and large dogs, until now limited to the car or specialized transport. On the other hand, for Renfe this service constitutes a new line of business (that 40 euro surcharge), reaching new potential users and also differentiating itself from the rest of the railway operators that compete in the liberalized Spanish market. Context. The usual regulations for transporting Renfe pets It allowed the transfer of pets (they can be dogs, cats, ferrets, etc.) of up to 10 kg in a carrier without occupying a space and up to 10 euros extra cost. This service is the expansion of the “Large Pet Project”, limited to railway corridors and some AVE lines on the Madrid-Barcelona, ​​Madrid-Málaga, Madrid-Alicante, Madrid-València, Madrid-Zaragoza, Madrid-Granada and Madrid-Seville lines to transport large dogs. According to Renfehas already transported more than 800 dogs on its AVE trains. According to data from the Ministry of Social Rights, Consumption and Agenda 2030 of Spain There are 15 million pets, of which approximately 50% of the total are dogs. Under what conditions. The ticket can be purchased on the website, the Renfe app or at in-person and virtual agencies and when purchasing it, we will have to add a dog accessory of up to 40 kilos and the system will automatically assign you two adjacent seats. A novelty is that you can access the train with your dog from any intermediate stop and not only from the origin of the journey. For people who do not like dogs, are allergic to them or simply do not want to share their space with animals, it is worth remembering that each train has a maximum of two dogs of up to 40 kg, located in the “pet friendly” car enabled for this purpose. Pet owners must bring and present official documentation in order and a cleaning kit with wipes, soaker, bags. In any case, 24 hours before the trip, Renfe will send an email with conditions and recommendations. Limitations. In addition to dogs that exceed 40 kg in weight, puppies less than one year old, potentially dangerous breeds or bitches in heat are excluded from the service. Even if your dog meets all the requirements, you cannot use the service on connecting trains, on trains with alternative scheduled transportation plans or synergized seats. In Xataka | The experts agree: “There are legal grounds that justify Renfe returning the money if you travel without air conditioning” In Xataka | Asturias has been fighting for years to have a decent train connection. And now he is also fighting to include his dogs Cover | Oscar Puente

Europe wants to put an end to the particular Iberian exception of the Spanish train. And Spain has a clear answer: no.

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There are investments and investments. More or less necessary. More or less large. But there are also more or less viable ones. And, of course, the Ministry of Transport considers that the European Commission’s proposal to change all roads from Iberian gauge to international gauge is anything but viable. And they have a good reason: 30,000 million euros. What does Europe want? In October 2025, The European Commission presented its project to cement, once and for all, the connection between Madrid and Lisbon with high-speed trains. After many delays, if the plans are fulfilled and both cities end up being united in 2030 with a single train, high speed will arrive on this line 20 years late. In the writing The bases that the routes must follow are reflected and there is an important paragraph in them: With the ambition to fully integrate the Lisbon–Madrid high-speed rail connection into the broader high-speed network in Spain and France, adopting the European standard nominal gauge of 1,435 mm is a key step. In this way, the competitiveness of long-distance passenger traffic will be strengthened. By connecting Portugal and Spain, and extending to France, the Lisbon–Madrid high-speed rail connection has a clear cross-border and Union dimension In it it is clear that we are talking about the Madrid-Lisbon line but on the occasion of this text, public entities must study the economic viability of migrating the railway network to the international gauge and definitively abandoning the Iberian gauge. The answer. No. Simple and concise. According to The Countrya medium that claims to have had access to internal documents of the Ministry of Transportation, the Government’s response to this migration is a resounding “no.” The reasons are as simple as that it would take 30 years of works and an investment of 30,000 million euros to reverse the Iberian exceptionalism of the Spanish and Portuguese train. In the documents that Spain will present to Brussels, it is specified that the matter is not viable in its entirety or in part since the possibility of installing “third threads or lanes to achieve mixed widths” was contemplated, they explain in the medium. No, no and no. They explain in The Country that the Ministry of Transportation rejects all the options that have been put on the table: Changing exclusively the lines of the European corridors: it would leave, according to Transport, more than 5,000 km of the network isolated. Implement a mixed width with third rails or threads: discarded due to the complexity of the work and the high maintenance cost Change all Iberian gauge roads: Transport considers it unapproachable although it has been the most studied option because it is ideal. What is this track width? Spain, since the 19th century it has lived in an Iberian exceptionality next to Portugal. Throughout this century, the railway was gaining followers all over the world. During its expansion, the lines were built with different track widths, taking into account the particularities of the terrain. In Europe, the number of tracks built with a width of 1,435 mm multiplied and ended up becoming established. Everything above it is considered “wide gauge” and below it as “narrow gauge” because those 1,435 mm were accepted as the standard. This is how the international gauge was born. In Spain, however, we chose to build our railway network on a track gauge of 1,672 millimeters, defended by three engineers who were entrusted with the task of projecting the future of the Spanish train. They argued that a wider track width allowed the use of more powerful locomotives and that this was essential in a mountainous country like ours. And the consequences? The consequences were immediate. Already in the middle of the 19th century From Portugal they asked Spain by letter to desist from building their roads with this new gauge because they would be isolated from Europe. And the problem, evidently, was greater for Portugal, which was dragged along by the Spanish decision. Spain, as you imagine, did not give up and now lives between three gauges of road: the international one (for about 4,000 km of high speed), the Iberian one (for 13,000 km of Cercanías) and the metric width (1,210 km for especially mountainous terrain). This is a problem for connectivity between tracks because trains cannot jump from one to another, except for the Talgo Avril. And it’s an advantage. At least for Renfe. And Renfe can take advantage of this particularity in some very specific points on the Peninsula. For example, in Madrid-Galicia, international gauge and Iberian gauge are used, already in the Galician part. Only Renfe has trains that can jump from one track gauge to another, so competition is eliminated. And the same will happen in Portugal. The connection between Madrid and Lisbon is being built on an international gauge but the Portuguese high-speed line between Lisbon and Porto will operate on an Iberian gauge. This leaves Renfe as the only company that could operate a Madrid-Porto train passing through Lisbon without the need to transfer. Now it is better understood why Renfe will invest in converting the Avrils fixed gauge on variable gauge trains and why Transportes believes that Portugal is a great market opportunity. Photo | Falk2 In Xataka | Renfe offers its juiciest contract: 4,000 million euros to buy trains. And everything indicates that he will not stay in Spain

put a hydrogen train on a narrow track

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Stadler and ARST have presented in Erlen (Switzerland) what both companies describe as the first hydrogen train designed specifically to run on narrow gauge tracks. The idea is that the convoy will begin transporting passengers in 2028 on three lines in northern Sardinia. Below these lines we tell you all the information. What has happened? The Swiss manufacturer and ARST have closed a project that started with a framework agreement signed in 2023 and that contemplates the supply of ten hydrogen trains for the Sardinian network. According to the press release, these vehicles will replace the current diesel units and will allow, according to the company, to save more than 2,100 tons of CO₂ per year, a figure that Stadler compare with avoiding about 450 car trips around the planet. Why is it a technical novelty? Until now, the hydrogen trains that circulate in Europe, like Alstom’s Coradia iLint in Lower Saxony or Siemens’ Mireo Plus H in Bavaria, have been developed for the standard gauge gauge of 1,435 millimeters. Sardinia, Calabria and Sicily, on the other hand, preserve a network inherited from the 19th century with a width of only 950 millimeters, which imposes much stricter axle load limits. Stadler had to design a completely new lightweight aluminum body to fit into that tight space. It is worth clarifying, however, that this is not the first time that something similar has been proposed. And just as they point From Trenvista, in 2011 the Spanish operator FEVE converted a retired 3400 series unit, the so-called Fabiolo, to hydrogen, although that project was later abandoned. What is certain is that it is the first narrow gauge hydrogen train conceived from the beginning to enter commercial service. In detail. The propulsion system is based on fuel cells and hydrogen tanks, but with a peculiarity, because instead of distributing the components across the roof of the train, as other manufacturers do, Stadler has concentrated all the equipment in a central car, named Power Pack. This module acts as a kind of rolling charger that transforms hydrogen into electricity to power the traction batteries, freeing up space in passenger cars for air conditioning, panoramic windows and access to the lower floor for people with reduced mobility. With its own hydrogen. Most hydrogen trains in service are refueled at conventional stations. ARST has opted for a model designed to produce its own hydrogen through electrolysis powered 100% by solar energy, integrating the production plant within the transport network itself. As explained by Carlo Poledrini, central director of ARST, in Stadler’s notethese vehicles are “a central element of the decarbonization strategy of the narrow gauge network” and represent “the first step in the evolution of ARST from a transport operator to an energy company capable of powering its own service network.” Expansion. The project is part of a broader initiative by the Italian Government and its Ministry of Infrastructure and Transport to decarbonise the narrow gauge lines in the south of the country. Stadler affirms which already builds nine similar trains for Ferrovie della Calabria and two more units for Ferrovia Circumetnea, in Sicily, the latter adapted for the slopes around Etna. And now what. Before receiving passengers, the ten Sardinian trains must complete a battery of safety and operational tests. If everything progresses as planned, the first unit should be circulating with travelers in 2028, and from there we will see if the idea ends up gaining traction. Cover image | Stadler In Xataka | Switzerland installed the first railway solar plant in the world: a year later, it has been such a success that its neighbors are already asking about it

The greatest Japanese railway dream is a train that would connect Madrid and Barcelona in 75 minutes at 600 km/h. It’s also your biggest nightmare

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Year 2027, Japan prepares for the first trip of its new Maglev. The train that works by magnetic levitation runs at a speed of 505 km/h and has exceeded 600 km/h in its testing phase. It will barely take 40 minutes to travel between Tokyo and Nagoya, cities that are currently separated by more than an hour and a half of travel. If we move it to Spanish soil, the new Maglev that is about to leave Tokyo station would link Madrid and Barcelona in 75 minutes. Today, the fastest train takes 182 minutes and work is being done to reduce travel time to less than two hours. But all this is a dream. A nightmare, more like. And it is that Japan has been dreaming for years with once again taking the initiative in high-speed rail worldwide. Despite being the pioneers in offering trips on what are known as “bullet trains” and demonstrating to the world in 1964 that they were decades ahead of any competitor, China has surpassed them. A project aims to return them to the top. It is the Chuo Shinkansen line operated by a Maglev. But that project is taking hold and, at the moment, things are not looking too good. A decade of delay and shovelfuls of money When in 2015 the Maglev exceeded 600 km/h We thought that today we would travel by train much faster than we do. Japan then presented a seven-car prototype known as the L0 Series. It was one of the first steps to connect Tokyo and Nagoya in just 40 minutes. He calendar projected the dream described above. In 2027, Japan would have a line operated by trains capable of reaching 505 km/h. It would be a punch on the table on a board, that of high speed, which China dominates right now. The neighboring country and great rival has managed to establish itself as the place where the trains travel the fastest, move more people and They have more kilometers of roads available. But all these plans have been delayed and the new date points to 2036. They explain in the specialized media Japanism that the Chuo Shinkansen was designed as a fast route to link the large cities located on the Pacific coast. Currently, Tokyo, Nagoya and Osaka are already linked by the Tokaido Shinkansen, but this new line would serve to decongest roads that circulate at their limits and, at the same time, offer the fastest route possible. So much so that Tokyo and Osaka, today separated by a trip of at least 202 minutes, would become connected in just 75 minutes. That is, an hour and a quarter. This alternative obviously requires the construction of an entire railway infrastructure that is encountering a multitude of problems. One of the big secrets why trains in Japan are so fast and punctual is that they use different infrastructure for their high-speed trains and conventional ones. With the Chuo Shinkansen it would be even more necessary since the train works by magnetic levitation. The Maglev is an old Japanese railway dream that has its roots in the 70s when research began on whether a train could operate using magnetic levitation. The idea is that the train “floats” on the tracks traveling at a very high speed, held by powerful magnets. This way friction against the tracks is eliminated and the ride should be smoother and quieter. Obviously, this prevents the current roads from being reused. To carry out this new infrastructure, Japan has proposed launching its trains underground for about 250 kilometers. Tokyo and Nagoya are separated by 286 kilometers and the project involves burying 90% of the route. And to reduce travel times, the train would go underground in the interior of the country, instead of continuing near the coast like the current Tokaido Shinkansen. High-speed trains have a problem: tunnels. The speed of trains in Japan is limited by the numerous holes that the country has had to make in its mountains to carry out its high-speed lines. With each entry into a tunnel there is a change in pressure that generates discomfort for passengers and enormous noise outside, as well as challenges for the movement of the train itself. The idea with Maglev is to eliminate these entrances and exits with a train that almost always runs underground. In this way, it can also work in vacuum conditions, which reduces the energy needed to reach speeds of more than 500 km/h. This idea has faced countless problems, they explain in Japanism. The project began to take shape in 2011 but has experienced constant delays and setbacks. First there was an important political struggle to decide what the final itinerary of the line was and it was not until 2015 when the ground began to be excavated. The problem is that the new tracks circulate, in some sections, next to current high-speed tracks. They explain in the middle that in the Shinagawa area the conventional train tracks are being replaced by magnetic levitation sections but that they can only advance 12 meters a day because there are only four hours of work left free, which is the interval between the last train of the day and the first of the next day. All this, added to the fights with the land owners and the technical difficulties, has increased the cost of the project. It was estimated that the line between Tokyo and Osaka would cost 9 billion Japanese yen, of which 5.52 billion yen would have to be spent between Tokyo and Nagoya. However, cost overruns have skyrocketed the final figure and in 2025 JR Central, in charge of the project, already estimated the cost of this last section in 11 trillion yen. All these cost overruns and technical problems (barely 2% of traffic will move on land, 86% of the time will travel underground and the rest on viaducts and bridges) have caused interruptions in construction and, as we have seen, an increase … Read more

“It’s like being on a train that you can’t get off.”

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In 1992, Princess Diana of Wales broke one of the great taboos of her time by revealing her bulimia in the book Diana: Her True Story. That confession provoked what many specialists later called the “Diana Effect”: Thousands of women began to ask for help for the first time when they saw themselves reflected in someone who seemed to have it all. It was one of the first times the world understood that pregnancy, the body, and food could wage invisible wars. The perfect storm has a name. Pregnancy is usually presented as a time of fulfillment, but for some women it can become the perfect scenario to reactivate or trigger an eating disorder. This phenomenon, popularly known like pregorexiais not an official diagnosis, but it does describe an increasingly visible reality: the obsession with controlling weight at a time when the body inevitably changes. Experts warn that around one in twenty Women suffer from it during pregnancy, often in silence. The psychiatrist Megan Galbally it summed up on the BBC with a devastating image: “It’s like being on a train that you can’t get off.” That is the essence of the problem: the body advances and the mind tries to stop it. The body changes and the mind goes to war. For women with a history of anorexia, bulimia, or binge eating disorders, pregnancy can reopen wounds that seemed closed. In that regard, Elizabeth Claydonnow a public health researcher, describes how her recovery was broken when her body began to transform. “I felt like there was a battle between my pregnancy and my eating disorder,” explains. And the hardest phrase comes later: “It was like waking up in a body that wasn’t mine,” counted. This bodily disconnection is the psychological core of this crisis. What for some is growth, for others can feel like an absolute loss of control. The invisible pressure to gain weight. Because pregnancy forces something that an eating disorder has been fighting for years: gain weight. And there’s the bomb. The clinical psychologist Gemma Sharp calls him bluntly “the perfect storm for an eating disorder.” Hormones, insomnia, metabolic changes, raw emotions and an accelerated physical transformation concentrate in a few months what in other stages occurs for years. More than 70% of pregnant women or postpartum They say they feel uncomfortable with their body image. The problem is that when that discomfort turns into restriction, purging, or obsessive exercise, many don’t even they dare to say it. The physical cost to mother and baby. It is the moment where the issue stops being psychological and it becomes biological. When nutrition is lacking, the maternal body prioritize the fetus and begins to sacrifice his own resources. This can translate into muscle loss, bone deterioration, anemia and serious complications. The studies show that anorexia and bulimia almost double certain risks during pregnancy: bleeding, severe vomiting, spontaneous abortions, low birth weight and premature births. and the impact it doesn’t end there. The first thousand days of life are critical for health future of the child, from his metabolism to his cardiovascular risk. Mother’s nutrition is literally a biological investment in the long term. The postpartum: the second ambush. If pregnancy is the first big shock, the postpartum period can be even more brutal. Hormonal changesextreme exhaustion, new responsibilities, and the cultural pressure to “get your body back” cause many relapses to explode right after childbirth. Yoga instructor Courtney Louise has rawness: “Postpartum was mentally very painful for me. I felt so angry that I went to the car to scream. I felt trapped.” That feeling of confinement explains why 13% of mothers postpartum women meet clinical criteria for an eating disorder. A problem that almost no one sees. The most disturbing thing is that it is still a hidden disorder. Many signs are confused with normal pregnancy symptoms: vomiting, changes in appetite or worry about the body. Sharp herself utters one of the harshest phrases at the BBC: “The bodies of pregnant women seem like property of the world.” Everyone gives their opinion, measures, monitors and comments, but rarely asks what is really going on inside. Just one 10% of pregnant women with bulimia are correctly identified. The rest navigates alone, between guilt and silence. Recovery can also start here. And yet, the experts they insist when this moment can also be an opportunity unique to heal. Pregnancy, precisely because it puts two lives at stake, can become a powerful motivation to break the cycle. The key, they countis early support, without judgment and coordinated between obstetricians, nutritionists and psychologists. Linda Shanti it resume perfectly: “Everyone has an eating disorder alone, but no one recovers alone.” In other words, secrecy keeps the disease alive, and sharing it can begin to dismantle it. Image | Pexels In Xataka | There are pregnant women supplementing with vitamin D to improve the health of their child. A new study has something to tell you In Xataka | We have been sending pregnant women to bed for decades as a precaution. Science has just proven that it is a big mistake

requirements and how to request your bonus of up to 90% on train and bus

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Let’s tell you how to request your travel discount of the Summer Young 2026 program, aimed at people between 18 and 30 years old. The page where 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 to manage it. You have the information about the discounts in detail in this article. We are going to start the article by reminding you of the requirements to qualify for these discounts, and then we will tell you step by step how to proceed. These discounts are for travel tickets between July 1 and September 30 from 2026, therefore only for the summer. As of September 30, they will have expired. Requirements for discounts Not everyone can request these discountsand there are a series of requirements that you must comply with. These include that you have Spanish nationality or residence, and that you are of a certain age. The requirements are the following: The Young Summer is available for trips to be made between July 1, 2026 and September 30, 2026. It is necessary to have been born between January 1, 1996 and December 31, 2008, both inclusive. Have Spanish nationality or have legal residence in Spain if you are a foreigner. How to request a Young Summer 2026 discount The first thing you have to do is enter the website of this program, at the address summerjoven.transportes.gob.es. Once inside, you have to identify yourself. You have two alternatives to do it, use filling in your personal data in a form or use the Cl@ve system. If you choose the first option, you will simply have to fill in your information. But the quickest thing is to go to the Cl@ve system, which will allow you to log in with a digital certificate like him FNMT certificate either DNIethe PIN key or Mobile Key, or your Permanent Key. Regardless of the method you choose, after logging in you will go to the final application process. In it, the first step is to fill in your data, something that if you have used a certificate will have been done. Then you will go to the second step, where you must write your contact details. These are the email and telephone, and then you will have to confirm the request. 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, and where you will be told the personal code to use. Cover image | Yubal Fernandez In Xataka Basics | How to use Trainline to get the best and cheapest train tickets in Spain

A Renfe train was left without air conditioning at 40ºC. 1,056 days later, an affected person has just collected her money

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How much would you fight for the refund of 31.90 euros? Macarena LE, a resident of a town in Teruel, is clear: three years, if necessary. And that is how long it has been behind Renfe for it to refund the price of a ticket between Zaragoza and Barcelona. The reason? The car’s air conditioning. Evident, due to the non-existent air conditioning of the car. What has happened? A Renfe user named Macarena LE, a member of Facua, has gotten the money back for a train ticket she took three years ago. The company had promised that it would do so with each and every one of the people who took that train, but the money never appeared in the user’s bank account. a little odyssey. Despite telling them that they would return the money to the passengers, the amount never arrived so after a few weeks, the affected person filed a claim, they explain in Facua. With no news about it after three months, he decided to put himself in the hands of the legal service of the consumer defense association. Once reaching this point, the association filed a new claim. To this complaint, Renfe responded that it gave the order to return the money but it still did not arrive. After another four months, Facua files a new complaint and Renfe assures him that it has tried to refund the money but that the procedure has been rejected on two occasions. At that moment, Renfe instructs Macarena LE to receive the money through a payment platform. This method also being impossible and the months accumulating, Facua sends a third claim to Renfe in which they simply ask it to deposit the money into the bank account of the affected person, attaching the document that proves its ownership. Three years after taking that train, the associate has ended up receiving her 31.90 euros. A trip… complicated. And, once seated, they assure in Facua that the conductor informed the passengers that the air conditioning was broken and that their travel money would be refunded in compensation for the inconvenience caused. But the journey between Zaragoza and Barcelona had an added problem: July 18 with departure at 3:52 p.m. and arrival at 5:20 p.m. That day maximum temperatures of 44 degrees were reported. Obviously, the heat must have been oppressive inside and the affected person claims that they had to drink water constantly to get through the trip in the best possible way. The expected quality. Due to the numerous claims filed by Facua, and beyond the fact that the money was not returned until three years later, Renfe never fought not to return the money. Instead they admitted that they would send the money back for “not having offered the service with the quality levels” expected. However, the fulfillment of the procedure itself does not seem to have had the expected quality either. And Facua pointed out to Renfe that they were failing to comply with article 21.3 of the Royal Legislative Decree 1/2007, of November 16according to which: “Employers must respond to the claims received in the shortest possible time and, in any case, within a maximum period of one month from the presentation of the claim.”. When Facua presented this second claim in which this regulatory text was recalled, Renfe had not given a response or paid the corresponding money for four months. What if it happens to me? That Renfe has returned the money to a passenger sets a precedent but does not automatically lead the company to return the money in the event of an air conditioning breakdown. In its rules, Renfe states that the traveler has the right to receive compensation for the cancellation of the trip, for its interruption, for a lack or deficiency in the service provided on board or for delay, but it makes it clear that such compensation will not be carried out if: The reason is an extraordinary circumstance unrelated to railway operation, such as extreme weather events (a storm that leaves a train without heating in winter, for example) or natural disasters. Nor if the breakdown or problem was caused by the behavior of the traveler. Nor if it is the damage caused by a third party outside the railway company that causes the incident (people on the track, copper theft, sabotage… etc.) That is to say, the mere absence of air conditioning does not automatically imply that the passenger’s money will be returned. What has happened will have to be taken into account to decide whether the company is obliged to act in this way. Photo | Nelson Silva In Xataka | The Madrid Cercanías have become a nest of problems and delays: their solution is new “megatrains”

The Silver Route seemed like the perfect train for the Spanish west. They seek to recover it with one objective: forget about Madrid

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Cáceres and Salamanca are separated by just 200 kilometers but the journey takes seven hours in the best of cases and requires passing through Madrid. We talked, of course, about going by train. And the capitals of these two provinces represent one of the biggest railway holes that our country has. The situation is not unique in Spain (from Murcia to Granada you also have to go through Madrid) but perhaps it is more bloody because one day there was that option that structured the west of Spain. It was known as the Silver Route. Now, more than 40 years after its closure, there are those who continue fighting for its reopening. A line that was born sentenced From Seville to Gijón, passing through Mérida, Cáceres, Salamanca, León or Oviedo. The Silver Route It was designed as a railway corridor for passengers and goods away from the large Spanish economic centers. It was about finding an alternative so that not everything went through Madrid, Bilbao or Barcelona. And, curiously, its origin must be sought very far from these cities. It was in Paris in 1877 when the contract was signed to build a railway between Palazuelo (current Monfragüe station) and Astorga, they explain in The Extremadura Newspaper. The project was ambitious as it passed through a lot of unpopulated area in its attempt to connect the north of Extremadura with Salamanca, Zamora and León. Yet, the line went ahead in the last years of the 19th century. Between 1893 and 1896, the four sections that would end up forming the most representative axis of the line were inaugurated from south to north. This was the backbone of a road that connected to the south with the Mérida-Seville section and the Venta de Baños-Gijón in the north. Without a large city to drive it and without direct access to a large port, the line was falling into ostracism. First, because the State did not find sufficient reasons to modernize it and, at least, electrify it. And without investments, the tortuous path became less attractive for passengers and companies. The axis survived the Civil War but beforehand an investment had been requested that never arrived. In 1933, the iron bridges were replaced by steel ones but no major efforts were made. In the following years, they point out in the local mediaderailments and accidents multiplied due to lack of investment. For decades, once sentenced, the line remained open but in 1984 its definitive closure was confirmed. By then, the trains were barely running at 50 km/h, an average speed lower than that recorded during their opening. A train bus accident in 1981 in which a woman died put the finishing touches on a decision that began decades ago when no one wanted to invest in the western axis. Let it come back! Today, the connection between Cáceres and Seville, passing through Mérida, continues to exist, although it is a single-lane railway and is not electrified. The connection between Salamanca and Gijón is also maintained. But how you can see on this Adif mapa hole separates Cáceres and Salamanca. From Plasencia, you will see a green line leaving towards the north. In Salamanca, another leaves in a southerly direction. Are they projects to recover this train? No, they are Greenwaysconditioning of the old railway section to convert them into easy paths for walking, running or cycling. What some institutions have been demanding for years is that these Greenways are not the only vestige that remains from those days. In 2023, the city councils of Salamanca, Cáceres, Béjar, Plasencia Guijuelo and Hervás together with the Chambers of Commerce of those first three cities signed an institutional declaration demanding the return of the train. “Employment, creation of opportunities, logistical development, diversification of the productive system and stopping depopulation,” with these words they began a text to justify their demands. It pointed out some technical issues such as that the section between Plasencia and Salamanca has 4G network coverage on 90% of the route. But, above all, it was remembered that the new train could be an alternative route for the transport of goods in the western area, capable of connecting the Atlantic ports in the north with those in the south without passing through Madrid. This was the premise, in fact, with which the idea of ​​resurrecting the West Corridorunder the Government of José Luis Rodríguez Zapatero. A project that, as they remember in the text, was not carried out. in the diary Today They collected information that the Gijón Chamber of Commerce put on the table in 2022 to defend this line: it could capture up to 625,000 journeys for goods which now carry trucks going up the A-66, also known as Vía de la Plata. Beyond unfulfilled promises (in addition to Zapatero, José María Aznar also promised to reopen the line after Felipe González closed it to passengers in 1984 and to goods well into the 90s), one of the biggest problems that this Western Corridor has is that it does not fall within the plans of the European Union as far as the railway is concerned. The Trans-European Transport Network ignores this and maintains that hole already mentioned between Cáceres and Salamanca and Salamanca and the south of Asturias if it is not passing through Valladolid. Regardless of whether we are talking about a passenger or freight network, the result is the same. That is why from the Corredor Oeste platform, together with the city councils and the rest of the local organizations, They have been organizing mobilizations and meetings to press and get the project taken to Europe. According to his calculations, it would hardly be necessary to invest 1.9 billion eurosvery far from what is being invested in other corridors such as the Mediterranean, which already exceed 8,000 million in investment. They also defend that the new Silver Route railway would be key to connecting the Atlantic Corridor, which does have European approval, with the Spanish south, offering a … Read more

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