For decades, commuting to work in large Spanish cities had a clear logic: workers lived on the outskirts of large cities and They traveled every morning towards the center to their jobs.
It was a fairly stable urban model, reinforced by transportation networks designed to take workers to the large office districts of the urban area. However, in recent years this pattern has been changing as the price of land in the center has skyrocketed and companies have also had to move to the periphery.
As and as it portrays The Countrythe problem is that cities are not designed to move from periphery to periphery, and that movement has become in a daily mousetrap for millions of employees.
Not even the companies can bear the prices of the center. In recent years, many companies have chosen to move their offices to peripheral areas where land is cheaper and there is space to build. large office complexes. This movement has made it possible to build huge business campuses that would be unviable in the urban centers of large cities with high demand for land such as Madrid or Barcelona.
In Madrid, the north of the city has become one of the main destinations for this type of projects. An example is the Telephone Districtlocated in Las Tablas, which occupies about 22 hectares and concentrates more than 12,000 workers in a single business complex. The records of the Residence-Work Mobility Atlas of the Community of Madrid show that districts such as Fuencarral-El Pardo (where the Telefónica District is located) are already among the areas with the highest concentration of employment in the region.
Barcelona experienced a similar process with the development of 22@ technological district in Poblenou, where numerous technology companies and corporate headquarters have been setting up shop in the last two decades. The transformation of this old industrial neighborhood created a new employment center outside the historic center of the city.
Employment is moving, but so are prices. The problem with this migration of companies to the periphery of urban centers is that when thousands of workers begin to concentrate in a specific area, the real estate market usually reacts quickly. Proximity to work centers increases the value of nearby neighborhoods, which ends up raising rental and housing prices. This increase, in turn, forces employees to move to municipalities even further away from the city center and the offices where they work. The result is a constant increase in daily trips within the metropolitan area.
In Madrid this phenomenon is reflected in the labor mobility figures. According to the recorded data According to the Mobility Atlas of the Community of Madrid, every day 1.2 million people enter the capital from other municipalities to work, compared to the 790,000 who did so in 2016. Something similar is happening in the city of Barcelona, which after the growth of 22@ has attracted workers from numerous municipalities in the metropolitan area, congesting the northern and southern access roads and the city’s ring roads due to the traffic generated by these employees at peak times, such as and how collect traffic congestion report of Inrix of 2025.
Transportation takes you to the center, not to the periphery. All these congestion problems have their origin in the fact that the large transport infrastructures (metros, trams, Cercanías, bus lines, etc.) of the large Spanish cities have been designed for decades with a radial structure. They were planned to connect the peripheral neighborhoods with the city center, which was where most of the employment was concentrated.
When new business centers began to grow outside the center, that structure began to show its limitations. Many workers no longer need to go to the urban area, but rather travel between peripheral areas that are not directly connected by public transport.
This requires long journeys or several transfers, something that often makes the car faster. Even if it means getting stuck every day on the way to work. Furthermore, public transportation in many cities has become a lottery with constant delays and breakdownswhich generates uncertainty when considering alternatives to the private car.
The price: hundreds of hours lost. The increase in long trips to work and dependence on the car is clearly reflected in traffic data. According to the TomTom Traffic IndexMadrid registered an average congestion level of 38% in 2025, which is 3.6 percentage points more than the previous year.
That level of traffic means that traveling 10 kilometers during rush hour can take about 34 and a half minutes, with average speeds close to 17.5 km/h. The report also estimates that Madrid drivers lose around 98 hours a year in traffic jams during rush hour. When daily journeys are long, the accumulated time can multiply and reach up to 500 hours per year per person lost in traffic jams. Barcelona faces a similar situationwith a level of congestion in its urban center and access roads of 41.1%, which is one of the highest figures in Europe.
Image | Unsplash (Kathy)
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