train

has just opened a school to train its future “explorers”

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There was a time when talking about putting the Moon back on the calendar sounded like nostalgia, like distant echoes of another era. Today, that language has returned. The United States continues to push its return to the satelliteand China, meanwhile, is building its own path with an increasingly explicit ambitionalso in the human. In that context, the news is not just a new school in Beijing, but what it suggests: that space exploration is also becoming a talent problem. What exactly has been announced. The University of the Chinese Academy of Sciences (UCAS) just announced the creation of its Space Exploration School, defined as the first of its kind in China. It is not a space agency or a manned flight program, but rather an academic center oriented toward training and research. According to CGTN and CAS itself, the objective is to cultivate interdisciplinary professionals in fields such as interstellar propulsion, deep space communication and navigation, and space science, with a direct fit into large national projects. In detail. The school will offer an interdisciplinary curriculum that covers 14 fields, from aeronautics to planetary science, and will expand the current catalog with 22 new core subjects on a previous base of 97 courses. The idea is not only to add subjects, but to mix science, technology and real applications to form profiles capable of moving between theory and problem solving. Global Times points out an explicit objective: that students leave with a solid foundation in mathematics and physics, but with the ability to innovate and transform that innovation into engineering. Where and how. Students will have access to three major platforms and six training systems in Huairou Science Citywith examples ranging from simulation of unmanned space patrols to a circuit for developing end-to-end satellites and experimenting with collaborative space-ground innovation. New teaching platforms oriented towards internships and project work will also be launched, in an attempt to bring students closer to the mission logic. The admission. A double admission system is contemplated: choosing students already enrolled in the first year of the master’s degree and recruiting final year students for direct doctorate. In addition, a “dual mentor” scheme will be promoted with scientists and engineering managers, designed so that the student not only understands concepts, but also learns to convert them into solutions. This mix between research and engineering development is, in fact, one of the great promises of the project. “Explorers”, but not astronauts. The term attracts attention, and it is no coincidence that it appears repeated in the coverage. Now, we are not looking at a school to train crews, but rather to form scientific and technical profiles that make this leap possible, even for interstellar missions. They are asked to not only understand engineering to design vehicles or stations, but to have scientific literacy to investigate space science problems. The “explorer”, here, is the one who constructs and understands the exploration. Images | aboodi vesakaran | CAS In Xataka | Four astronauts are going to undertake an unprecedented journey to the Moon. They have no intention of stepping on it

one dead and 37 injured after a train derailed in Gelida (Barcelona)

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Just over 48 hours had passed since the Adamuz (Córdoba) railway accident occurred, the second most serious in our country, when Rodalies Catalunya reported a accident on line R4 between Sant Sadurní and Gelida (Barcelona). The train driver died in the accident and 37 people were injured. Five of them are seriously injured. What has happened? A retaining wall has fallen on the tracks of line R4 on the Rodalies line in Catalonia. The train has collided and has left the track. As a consequence of the impact and the subsequent derailment, Rodalies Catalunya has reported that a person has died. Click on the image to go to the original tweet The victims. As the company reported shortly before midnight, one person has died. This would be an active machinist or one of the two trainee machinists, they report in The Countryalthough it still has to be clarified. The emergency services have confirmed to the newspaper that 37 affected passengers have been treated. Five are in serious condition, six in less serious condition and 26 in mild condition. Most of them were traveling in the first car, which is the one that received the impact and most of the damage. Rodalies has set up a helpline for victims: 900 101 660. In addition to the emergency medical services, 70 members of the Fire Brigade had to go to the scene of the accident to rescue the people trapped inside the car and shore up the retaining wall to prevent it from continuing to fall. What is known about the accident. Rodalies line R4 connects Sant Vicenç de Calders – Manresa (through Vilafranca del Penedès). At that moment, a train traveling towards Manresa and between the stations of Sant Sadurní and Gelida (Barcelona) collides with a retaining wall that falls in its path, causing it to derail. At the moment, the causes that motivated the detachment are not known, but the first hypotheses point to the heavy rains that Catalonia has experienced in the last few days. Just yesterday, shortly before one in the afternoon, Rodalies reported a civil protection alert to coastal municipalities due to strong waves to prevent possible flooding. Derailment in Blanes. In addition to the Gelida accident (Barcelona) another Rodalies train has also derailed between the stations of Blanes and Maçanet (Girona), this time as a result of some rocks that have fallen onto the track. In this case there are no injuries to be regretted on a train in which only 10 people were traveling. The train axle broke in the crash. Click on the image to go to the original tweet Suspended service. There will be no Rodalies trains on today, January 21, 2026, and there is no estimated reopening date. The company has assured that the service remains suspended until all lines are reviewed and the safety of travelers can be guaranteed. It is estimated that the suspension of the service will affect an estimated number of between 350,000 and 400,000 passengers that move daily along the lines. Photo | Bomber In Xataka | The liberalization of the AVE has not gone down well with Renfe, so now it has a plan: delay the Cercanías movement as much as possible.

What can you do if your train has been cancelled?

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Let’s tell you What are your alternatives if your train has been cancelled?now what are you going to have the right to. If after check if your train has been canceled or delayed If you are in for a bad surprise, you should know that there are European laws that cover your rights as a railway traveler. Therefore, what we are going to do in this article is explain to you in a simple way what all the alternatives you have are. This way, you can know your rights and decide how you prefer to act. What to do if your train is canceled He Regulation (EU) 2021/782 of the European Parliament and of the Council, of April 29, 2021which talks about the rights and obligations of railway passengers, covers what citizens can do when they have not been able to get on a train. This applies to when you arrive at your final destination more than 60 minutes late, which includes cancellations. The first thing is that you have right to money back what the ticket cost you. Of course, you have to request it within 30 days of cancellation. For claim the money from your ticketsyou should know that they will refund 50% of the price after 60 minutes of delay, and 100% after 90 minutes. The railway operators will also offer alternative transportation to reach your destination. In addition to continuing your trip, you also have the right to redirect your trip under similar conditions. The railway operator will have to pay you this if you do not want a refund, but rather reach the destination. They should allow you to take another train to make this journey in subsequent days, and even change the route of your trip in order to reach your destination. You can even choose an alternative means of transportation. You will also have right to meals and refreshments in a matter of how long you have to wait in the event of a delay. In the same way, if you have to spend the night The railway company would have to pay you for a hotel or other accommodation whenever physically possible, including transportation from station to accommodation and back. Here, in the event that there are massive cancellations due to some accident or major event, it is advisable that review the operators’ communications railway companies in the event that there is something additional that they add, or that at least speed up the claim processes or changes to your trips. In Xataka Basics | How to know if your train has canceled: where to look on Renfe, Iryo and Ouigo

OpenAI’s obsession was to train its models like crazy. Now it’s run them faster than anyone else

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OpenAI has signed an agreement estimated to be worth more than $10 billion with Cerebras Systems, a startup that designs advanced AI chips dedicated to one thing: running AI models as fast as possible. It is a unique alliance not only because of that change of focus, but because there is a conflict of interests. what has happened. The firm led by Sam Altman has committed to purchasing 750 MW of computing capacity over the next three years from Cerebras. Sources cited in The Wall Street Journal indicate that this alliance has an estimated value of more than $10 billion. We are therefore facing an operation extraordinary in size, but peculiar in form and substance. What Cerebras does. The firm based in Sunnyvale, California, was founded in 2015 by former engineers from SeaMicro, purchased in 2012 by AMD. The startup designs artificial intelligence chips specifically aimed at the inference stage of AI models, that is, executing them. More tokens per second please. When we use ChatGPT or any AI model, what we are looking at is an AI model using inference. Some “write” faster than others, and that speed of displaying text in responses is measured in tokens per second. Typically NVIDIA chips are great for the training phase, but not so much for the inference phase. Chips from companies like Cerebras —or those of the well-known Groqwhich has just been “bought” by NVIDIA—are precisely designed to run those models at full speed and obtain very high token per second speeds. The AI ​​is already good. Now she wants to be fast. NVIDIA’s recent “purchase” of Groq makes it clear that Jensen Huang’s company wanted the ability to offer those ultra-fast inference chips, and now OpenAI seems to want something very similar with its deal with Cerebras. AI models have already achieved remarkable performance in many scenarios, and although they are not perfect, now companies want them to not only work well, but also work very very fast and their responses, even if they are long, appear almost instantly. OpenAI wants more computing power. This operation also helps Sam Altman’s company with another objective: to obtain (and reserve) as much computing capacity as possible in anticipation of the fact that demand for these AI models will grow non-stop in the coming months and years. According to WSJ OpenAI already has more than 900 million weekly users, and its managers have frequently commented that they continue to have computing capacity problems. Brains grow. This agreement reinforces Cerebras’ position in a market that clearly demands this type of solutions. The firm is negotiating a $1 billion investment round that would bring its market valuation to $22 billion, tripling the current valuation, which is around $8.1 billion. In the past it has raised $1.8 billion according to PitchBook. Conflict of interest. This agreement also draws attention for an important aspect: Sam Altman, CEO of OpenAI, is also an investor in Cerebras (he is at the bottom of this Cerebras website) and indeed your company At one point he considered acquiring Cerebras although in the end that operation did not bear fruit. We are therefore faced with an operation that theoretically benefits Altman on both sides, which is worrying. How will OpenAI pay for this party? This new agreement once again triggers the debate about OpenAI’s ability to meet its credit and debt obligations. In 2025 it generated about 13,000 million dollars in income, but that enormous amount remains minuscule if we take into account that the contracts it signed with OracleMicrosoft or Amazon They amount to about 600,000 million dollars that will have to end up getting from somewhere. Where from? It’s a good question. We’ll see if they can end up answering it. In Xataka | The alliance between Oracle and OpenAI is not just about data centers: it is about overtaking Google, Apple and Microsoft on the right

Chinese startups have been relying on NVIDIA chips to train their models for years. That is already changing

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The name of the Chinese startup Zhipu AI (Z.ai) may not sound familiar to you, but perhaps GLM, its AI model, does a little more than its latest version, GLM-4.7already competes with Claude Sonnet 4.5 or GPT-5.1. The real surprise of this “Chinese AI tiger” is the launch of GLM-Image…and not so much for what he does, but for how he has managed to do it. what has happened. GLM-Image is a multimodal generative AI model that focuses on image generation. The idea, of course, is to compete with options like Nano Bananafrom Google. That’s interesting, but even more striking is the fact that the model has not been trained with conventional chips. Trained with Chinese chips. According to those responsible for Z.ai, this model is the first developed in China that has been fully trained with “local” chips. Specifically, it has been trained with Huawei’s Ascend chips thanks to the use of servers Huawei Ascend Atlas 800T A2 and a framework called MindSpore. Thus, traditional NVIDIA AI chips, which are usually the usual choice for AI model developers in Chinese startups, have not been used. Turning point? This milestone demonstrates the real feasibility of training high-performance generative AI models on a platform developed entirely in China. We are not dealing with something minor: it is validation that it is possible to continue innovating in this area despite the restrictions imposed by the US. In fact, Zhipu AI — included last year on the US blacklist — has intensified its collaboration with other local manufacturers, such as the promising firm Cambricon that has risen from the ashes thanks to tariffs. Threat to NVIDIA. The news comes at a unique time, because NVIDIA has not stopped pressuring the US government to once again allow it to sell its advanced AI chips to Chinese companies. He has obtained that permission—which It won’t be free—, but now the one that might not be interested is China, which he hasn’t said anything at all. That chips from companies like Huawei are a valid alternative for training quality AI models can change many things in this area. Zhipu goes like a shot. The Chinese startup has also just gone public, and since it has done so its shares they have shot up more than 80%. Investors see the company no longer as a rival to Google or OpenAI, but as a banner. One that shows that it is possible to compete without depending on the US and its companies. Huawei, great beneficiary. If the trend continues, Huawei can become the Chinese NVIDIA, and the company prepares an increase in production of its AI chips. It is not the only one: Cambricon plans triple your production by 2026, which seems to make it clear that the Chinese industrial machinery is moving quickly to neutralize the impact of US vetoes. Challenges…Despite everything, Zhipu already has warned that the price war in the AI ​​sector will become international. If Chinese companies end up controlling the entire chain (or rather, their chain), they could offer AI services at much lower costs than their Western competitors, who must pay NVIDIA’s margins and Big Tech’s cloud infrastructure. …and unknowns. This technological achievement raises other questions. One of the most important is how powerful and capable Huawei chips are compared to NVIDIA’s in these processes: is training much slower? Is it more expensive in time and resources? The efficiency of the MindSpore framework compared to Pytorch or TensorFlow is another of the key components of these developments. In Xataka | Faced with the US strategy, China has a plan to revive its technology industry: that AI belongs to everyone

The train is eating the plane in Spain for a very simple reason: airports exhaust us

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Although Renfe has given us some somewhat tortuous months in terms of its service, AVE delaysthe truth is that the train continues to be a very important means of transport in Spain, and there are many who prefer it to the plane. Factors like railway liberalization and the fierce price war Among the different railway operators they have also been especially favorable to this preference. According to Renfe data to which El País has had access82% of travelers choose the train over the plane. And this from an environmental point of view is good, since as the media reminds us, this represents an annual savings in emissions that reaches 512,926 tons of CO₂, equivalent to removing about 250,000 combustion cars from circulation for an entire year. Growth. The seven main routes, which connect Madrid with Barcelona, ​​Seville, Malaga, Valencia, Alicante, Galicia and Asturias, have experienced growth of up to 66% in the number of travelers in the last three years, according to the data provided by the railway operator. Numbers. Between September 2022 and August 2025, the Madrid-Barcelona corridor has gone from 7.5 to 8.9 million travelers. Madrid-Valencia rose from 4.4 to 5.3 million, while Madrid-Málaga jumped from 2.1 to 3.5 million, being the corridor with the most relative growth. According to account In the middle, these figures also include the users of Ouigo and Iryo, the private operators that have entered into competition after the liberalization of the sector. The three hour rule. “As soon as the train offers a competitive travel time of less than three hours, demand shifts massively to the railway instead of the plane,” explains Adrián Fernández, director of Sustainability and Energy Efficiency at Renfe, to El País. Fernández presents the case of Madrid-Barcelona, ​​since when the journey lasted seven hours, only 15% of the passengers chose the train; Now, with a two and a half hour trip, that proportion reaches 83%. Where do new travelers come from?. Just like collect In the middle, the International Union of Railways estimates that 50% of current high-speed users come from the plane, 20% abandon the car, and the remaining 30% correspond to induced trips, referring in the latter to trips that were not made before having the AVE. Savings Breakdown. The middle collect Renfe calculations based on European Commission methodologywhich state that the Madrid-Barcelona route avoids the emission of 185,856 tons of CO₂ per year. According to these data, Madrid-Seville saves 76,874 tons, and Madrid-Málaga reduces emissions by 72,121 tons. Adding the connections with Galicia, Valencia, Alicante and Asturias, the total amounts to 512,944 annual tons of CO₂. The equivalent in cars. To measure this figure, the Institute for Energy Diversification and Saving (IDAE) esteem that each car traveler emits 121 grams of CO₂ per kilometer, as points out The Country. Considering that a vehicle travels about 11,200 kilometers per year in Spain with an average occupancy of 1.5 people, the savings are equivalent to removing 252,325 cars circulating throughout the year. Challenges. Although the train is more sustainable, Cristina Arjona, Greenpeace mobility spokesperson, counted to El País that “to encourage its use even more it must also be the most competitive in price, since sometimes it is still more expensive than the plane.” “As high speed reaches new corridors, as soon as times are competitive, people decide to use the train en masse, with quotas of 80% and 90%,” account Fernandez in the middle. Now the challenge for operators is to extend this network to more territories and ensure that the offer of frequencies and prices remains attractive. In Xataka | Aragon finally solves the great bottleneck for its Pyrenean dream: joining Navarra and Catalonia by highway

The train of storms that threatens Spain is just the beginning of the problem

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What is happening? What is going to happen? As I write these lines, nine autonomous communities they have yellow notices due to rain, wind and other coastal phenomena. And the reason, as we have been repeating for the last few days, is a “train” of fronts that comes directly from the bowels of the Atlantic and will cross the peninsula. The forecast, in data. The models are beginning to converge and the forecasts are quite clear: Waves of up to five meters on the Cantabrian coast and off the coast of Galicia. Winds will easily reach 61 kilometers per hour. No particularly intense rains are expected in the coming days (the peak may be 15 l/m2 in areas of Huelva and Cádiz). Although, yes, those accumulated in Galicia, Zamora, Ávila and Cáceres may be important — above all, in a context of saturated soils. The winds, for their part, will be above 70 kilometers per hour throughout the north of the peninsula. And, with these figures, why is it important? Because of what is known as ‘multiplier risk’: we are not going to face any peak of intense rain, but the recurrence of fronts will increase operational risks. It is the meteorological equivalent of a ‘calabobos’: it seems that it does not get wet, but it ends up with half of Spain completely soaked. The only question is whether an effective “atmospheric river” is formed (or not). That is, if the humid and warm air from the Gulf of Mexico integrates into one of these fronts and a greater blow is produced. A “normal” circulation in an “abnormal” context. Because, as it is worth remembering, the cold days of recent weeks are beginning to not be normal on the peninsula. And, although this relatively active western circulation is, the arrival of successive fronts complicates the situation: there is a lot of water accumulated in the form of snow. So we go back to normal. A normality that is summarized in waiting to see how long it takes for the storm corridor to close and waiting for the swamps to continue filling. Summer will be here sooner than it seems. Image | ECMWF In Xataka | While the snow devours half of Europe, there is a place where it is 27ºC and on the beach in the middle of January: Greece

Taking a train to go to work in Barcelona or Girona has become an impossible mission

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Finding an AVANT train ticket to move around Catalonia has become quite a risky mission. Thousands of people who travel daily from Girona and Lleida to Barcelona face the impossibility of finding this type of ticket less than two weeks in advance. The high demand has overwhelmed the supply of places on high-speed services, forcing users to plan their trips weeks in advance or risk being left without transportation. The problem in figures. Demand for AVANT services has skyrocketed in recent years. According to Renfe data that share elDiario, in 2024 the Figueres-Barcelona line transported 1.52 million passengers, 43% more than in 2022. From Lleida, the increase was even more pronounced: 488,000 travelers in 2024, 65% more than two years before. This exponential growth has exceeded the capacity of the current infrastructure, creating a bottleneck that especially affects peak demand times. Why are AVANTs collapsed? The phenomenon has several causes. The main one is 50% bonus in the price of the passes implemented in 2022, which has turned these trains into an accessible alternative to the private vehicle. Added to this is the deterioration of the Rodalies and Media Distancia service, plagued by incidents and delayswhich has pushed many users towards high speed. Travel times are also a more attractive factor: 40 minutes from Girona to Barcelona compared to an hour and a half by conventional train, or an hour and a quarter from Lleida compared to more than three hours by Rodalies. The odyssey of getting a ticket. Daniel Blay, who usually takes the Girona-Barcelona train, account to elDiario that “on Monday of each week I try to reserve all the tickets for the following week, because if not you will run out.” For some critical schedules, such as the 7:25 train from Girona, there are no places available “within ten days or two weeks.” From Lleida, the situation is similar. Kevin Bruque, spokesperson for the Avant Catalunya Users platform, explained to the media that “you only find 15 days in advance to get a ticket if you are lucky.” Delays exacerbate chaos. In addition to the shortage of places, users report a significant increase in delays. More than 550 users have a Telegram group for the Girona line, coordinated by Blay, in which they already They have documented 292 delays longer than four minutes only in November 2025. Many of these delays occur on return journeys in the afternoon, when trains accumulate delays from long-distance services from Seville, Valencia or Madrid, according to the media. To solve this problem, many travelers demand shuttle trains that do not depend on connections with other routes, they assured from elDiario. The official response is insufficient. Renfe recognizes that the offer has grown from 1.4 million seats annually in 2022 to 2.4 million in 2024, but users maintain that frequencies have not been added during peak hours, where they are most needed. The operator attributes the delays to the improvement works on the Catalan railway network, especially in the future Sagrera station. However, passengers consider that these explanations do not solve the underlying problem: the need for more trains and more seats. More solutions. Among the urgent measures proposed by several of the traveler platforms, the 50% bonus should be maintained beyond 2025, since its disappearance would make the cost unaffordable for many workers and students. On the other hand, they demand an increase in frequencies and available seats. CCOO has proposed reusing Avlo service trains that are out of use to double the capacity of AVANT, an initiative that the Generalitat has included in its railway strategy under the name Catav, according to share the ARA Newspaper. In the case of Lleida, users also claim to be able to access the empty seats on the Madrid-Barcelona AVE trains that stop in their city, something that is currently only possible on four frequencies. What happens now? The Minister of Territory, Silvia Paneque, advertisement last week that the Government is working with the Ministry of Transport to improve AVANT services in Girona and Lleida. CCOO confirms that the ministry has agreed to study the proposal to reuse Avlo trains. It remains to be seen if the proposals end up reaching a solution that clarifies all this chaos. Cover image | Zarateman (Wikipedia) In Xataka | Renfe has three AVRIL trains lost and an even more serious problem: it still does not know when it will receive them

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

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

Mexico hoped that the Mayan Train would change the country’s economy. It is not convincing either tourists or locals

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Their locomotives started between promises of wealth generationemployment and progress, but almost two years after its first inauguration he Mayan Train (one of the most ambitious projects of former Mexican president Andrés Manuel López Obrador) is far from the expectations of its promoters. It does not seem to be arousing special interest among tourists. Nor among the locals. In fact The Country just revealed a figure that gives an idea of ​​the extent to which it has started with modest results: it moves 5% of the expected demand. The big question is… Why? What is the Mayan Train? One of López Obrador’s star projects and probably one of the most ambitious infrastructures developed in recent years in Mexico. He Mayan Train It is a railway circuit of more than 1,500 km that crosses Chiapas, Tabasco, Campeche, Yucatán and Quintana Roo, states located in the southeast, where some of the poorest regions of the country are located. Is it operational? Yes. After a construction marked by the controversychanges and a billion dollar investment which multiplied the initial budget, the trains began to circulate almost two years ago, although they were launched in a phased manner. In December 2023 A smiling López Obrador participated in the inaugural route on the Campeche-Cancún section. A year later, with Sheinbaum at the head of the Government, the implementation of the rest of routesincluded the lastbetween Campeche and the Chetumal airport. To celebrate and give an extra push to the structure, the Executive launched a tourist package especially to attract users for Christmas. Why is it news now? Because things don’t seem to be going especially well for the Mayan Train. This is what the revealed data by The Countrywhich claims to have accessed a report from the National Tourism Promotion Fund (Fonatur) which confirms that the start of the service has not aroused the expected interest. During its first year of operations, it transported an average of 3,200 passengers daily. The initial forecasts were for this figure to be around 74,000, which did not even reach 5% of what was expected. The reporters who write the report from Mexico they assure that in the middle of high season it is not unusual to find trains that run almost empty in some sections and that at the stations it is common to come across more guards and cleaning employees than visitors. When talking to tourists who visit the region, some admit that they had not heard of the Mayan Train. What is the cause of this puncture? The million dollar question. And it is not easy to answer it. The testimonies collected by The Country They suggest that the train has not yet managed to catch on in either of the two markets in which it should attract passengers: domestic and international. It does not convince locals to travel through the southeast of Mexico, but neither does it convince foreign tourists who want to get to know the region. The reason is a combination of economic, logistical, cultural factors and habits that are difficult to change. If we talk about locals, the Mayan Train loses appeal for a simple reason: the location of the stations. The military company that operates it offers them discounts, but they must add the transportation price to get to the terminal to the ticket price. “The train to my town is far away. If I wanted to travel by train, I would basically have to spend twice as much. To go to Mérida I take the bus, which is more direct and cheaper,” explains a tour guide. Added to this is the deep-rooted use of other means of transport, such as the bus itself, motorcycles or taxis. And what about tourists? Despite the efforts to establish the service among foreign tourists, the Mayan Train does not seem to be succeeding in that market niche either. The visitors they keep coming to the Yucatan Peninsula, but their travel depends largely on travel companies and their itineraries, often agreed with bus companies and hoteliers. Although users highlight that trains are generally comfortable and safe and has been invested Already in the promotion of the service, there are still tourists who come to the Yucatán without having heard not even talk about the Mayan Train. Others do not quite see its advantages over traditional alternatives, such as renting a car to move freely or paying for tours in advance. Why is it important? For several reasons. To begin with, because the Mayan Train has not been just an ambitious project. It has also been marked by controversy. Recently National Geographic published a report in which he explains how its implementation has polarized part of Mexican society, with positions divided between those who believe it will help energize the region and those who focus on the impact it has had on the environment. Beyond this debate about the pros and cons of the train, what is undeniable is that the project has cost a lot more than initially planned. In 2023 the BBC network assured that from the between 120,000 and 150,000 million Mexican pesos that were initially spoken of, it went to nearly 500,000 million. This great investment effort was accompanied by promises of its economic return. What is expected from the train? “It is a magnum opus, we are not exaggerating if we say that there is no one like it in the world today,” stood out two years ago, during his inauguration, López Obrador. And at the time it was even proposed that the train would help encourage tourism and employment in some of the most impoverished regions of Mexico, with a project that, in addition to the railway, includes museums, hotels, archaeological zones and hotels. In 2020, a UN-Habitat study even suggested that it would help lift people out of poverty. 1.1 million of people. What does the Government say? He claims that the start-up of the train has not been bad. In summer the Government assured that the service … Read more

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