Barcelona

It is not that mass tourism has settled in Madrid, Barcelona or Rome, it is that it has reached the Galapagos Islands

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Last summer, and while Spain declared war to the sector, vacation rental reached heights that until recently would have seemed more typical of a dystopia. In fact, the platforms began to do business by pool rental for hours. Meanwhile, in places like New York, those who turned off Airbnb in 2023, had discovered that two years later only The hotels are happy. With this scenario, the Galapagos Islands have found the problem at home. The arrival of Airbnb. I told it the new york times. In the Galapagos Islands, one of the most delicate natural environments on the planet, the rise of Airbnb after the pandemic has transformed the tourism landscape. Alicia Ayalaknown as “the queen of Airbnb”, symbolizes This twist: rents apartments at affordable prices that attract backpackers and middle-class families, in contrast to the elitist tourism that dominated for decades. Figures? There is more than 1,300 accommodations of this type compared to some 300 regulated hotels, which has generated an explosion of low-budget visitors who spend less and, according to critics, contribute to environmental deterioration and the trivialization of a declared place World Heritage. Impact and tensions. Criticism focused on the inability of short-term rentals to meet the strict environmental standards that do apply to hotels, forced to pay permits, provide funds for conservation and manage waste in a territory without drinking water or sustainable energy. The proliferation of uninformed visitors multiplies harmful behaviors: garbage on beaches, harassment of protected fauna or consumption of threatened species. In fact, researchers warn that uncontrolled tourism threatens to turn the islands into a “Venice of nature”, where the immediate economy takes precedence over the preservation of unique ecosystems. Mass tourism and local economy. The archipelago went from receiving 6,000 visitors annually in the seventies to a forecast of 300,000 by 2025driven by commercial flights, social networks and the appearance of cheap excursions replacing traditional luxury cruises. What is happening is a stage that repeats in the whole planet. This overcrowding has left family hotels with empty rooms, while they compete against Airbnbs that operate with lower costs and little supervision. At the same time, the tourism sector holds at 80% of 30,000 inhabitants, so the dilemma between immediate income and sustainability becomes more acute in an isolated environment that depends on expensive imports and limited services. The legal (and political) battle. Although the Ecuadorian Constitution and the special legislation of the Galapagos recognize the rights of nature and limit hotel development, the absence of specific regulation for Airbnb creates a vacuum (the problem is not only regulatory but also effective application of an already existing prohibition) that hosts have taken advantage of. The Ministry of Tourism has declared illegal many of these accommodations and has ordered closures, but lacks effective control mechanisms, while platforms such as Airbnb claim to comply with current regulations and ask for clear rules. UNESCO has urged Ecuador to slow growth and regulate digital tourism, although attempts by hoteliers to achieve changes have remained without an official response. Threats and uncertain future. To the tensions over tourism problems add up of illegal fishing, drug trafficking and, in August 2025, the merger of the Ministry of the Environment with that of Energy and Mines, interpreted by experts as a turn towards the exploitation of resources above conservation. In this context, the dispute between regulated hotels and Airbnb hosts reflects a deeper conflict: to what extent Ecuador is willing to sacrifice ecological integrity of the Galapagos to sustain their economy. Between the pressure of tourism growth, the lack of effective regulation and political signals that prioritize extraction over preservation, the future of the archipelago as a natural sanctuary remains, more than ever, in question. A version of this article was published in September 2025 Image | Diego Delso In Xataka | Mud houses were a symbol of poverty in the Himalayas. Until Airbnb arrived In Xataka | The CEO of Airbnb is clear that there are companies with too many meetings: his trick is to follow Jony Ive’s philosophy

“When I go from Zaragoza to Barcelona, ​​I go by car”

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This is how forceful this Wednesday was Salvador Galve, dean of the Official College of Industrial Engineers of Aragon and La Rioja and president of the Railway Commission of the Council of Colleges of Industrial Engineers of Spain. And during his appearance at the commission of inquiry into the state of the railway network, Galve admits who prefers the car to the train. Distrust. Galve is one of the country’s leading specialists in railway infrastructure. The fact that he is precisely the one who admits that he avoids the train to avoid the risk of being late for a work meeting portrays, better than any statistic, the mistrust generated today delays and incidents on the AVE. In detail. Galve himself has explained the reason for this custom: “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 are going to arrive,” he declared before the Upper House. According to the expert, this way of acting has become normalized among professionals who need to keep schedules. “We are getting used to” the incidents, he acknowledged, although he also maintains that “it is a fact, we should not tear our clothes.” No security guarantees. Despite this confession, Galve has avoided raising alarm about the security of the system. Asked if the network can be considered reliable despite the failures, has insisted in which zero risk does not exist in any transportation system. “You minimize the risk but you cannot guarantee 100% security,” he continued. What’s behind. Galve’s testimony comes in the midst of an examination of the railway system after the Adamuz derailments (Cordoba) and Gelida (Barcelona). In his appearance, which lasted almost four hours, according to Telemadridthe engineer has pointed out as one of the underlying causes the separation between Adif, infrastructure manager, and Renfe, train operator, decided in Spain in 2005 due to European demand. In his opinion, that division was taken too far. “It makes no sense to separate so much, no country has done it,” he stated. That is why he has demanded the creation of a single technical body that coordinates both companies before the decisions reach the political level of the Ministry of Transport, a figure that he himself has described, according to Diario Córdobaas “a kind of conductor of the railway system, who would make Renfe and Adif sound good and who would not be subject to political ups and downs.” Investment, in the spotlight. Galve has also questioned how the money allocated to the railway is distributed. Asked if Spain invests well in its network, answered directly “no”, according to Diario Córdoba, pointing out that the political weight of each autonomous community determines which lines receive more budget. As an example, he cited the 3.5 billion euros allocated to the new High Speed ​​line between Murcia and Almería, an investment that, in his opinion, could yield more if it were dedicated to reinforcing the existing network in the country. Regarding maintenance, he has warned that the lack of resources is reflected in the constant increase in temporary speed limitations (LTV), a mechanism that line managers activate as a preventive measure when they detect incidents that do not require a total closure. And now what. Galve has asked that the Senate commission request a “proper audit” on the real state of the network, similar to the one commissioned in 2014 after the Angrois accident, to determine with objective data whether the system needs a structural review. The request also coincides with that demanded by the Adamuz Derailment Victims Association, which this Wednesday has claimed to the Ministry of Transport and Adif the immediate paralysis of all railway traffic until the detection of track breaks in real time is guaranteed, as reported by Telemadrid. Galve, however, has qualified that this instant detection technology “does not exist right now” in any railway system. 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

In 1967, Ebro moved to the Free Zone of Barcelona. 69 years later, we have seen how Ebro once again manufactures cars in it

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Entering the 500,000 square meters that the Ebro Factory plant in Barcelona occupies is, in large part, a visit to the origins of the brand and its deep connection with the Catalan capital. The same naves and corridors that In 1967 they saw the last Ebro vehicles leave to become later at Nissan Motor Ibérica. In 2026, the factory that opened its doors in the Barcelona Free Trade Zone almost 70 years ago, manufactures vehicles again (and not just assembly) with the Ebro logo on its grille. Ebro has just opened its facilities to the press for the first time, and we have been able to see first-hand what it is like to manufacture a car. What we have found is a factory full of welding robots, automated parts supply lines and state-of-the-art assembly lines that They look more to the future than to the past. A plant with many stories The old Nissan factory closed on December 31, 2021 after 41 years of activity. The cessation of activity left some 2,500 workers on the streets. Three years later, Ebro confirmed his reindustrialization plan of the plant returning its activity. And he did it, to a large extent, with the same workers he had. Of the almost 2,000 employees that the company currently has, nearly 1,000 employees who work here today They were already with Nissan. Of them, about 400 are product engineers, 200 process engineers and 200 welding and assembly line specialists. These employees know every hallway, every corner and, according to those responsible for the factory, they have played a leading role in the start-up of the plant. The factory occupies 500,000 m2 Our guide throughout the visit was Paco DuranDirector of Production Control and Logistics. According to what he said, he himself started at this same plant in 1998, when the Nissan sign still hung on the door. When the Japanese stopped production he spent some time at Stellantis. When Ebro started his reindustrialization plan, he returned to what he considered his Alma mater. Durán is, in all likelihood, the person who best knows how these facilities work. Nissan veterans like him helped design each booth of the new assembly line based on the years of experience that the assembly of Japanese cars gave them. They knew exactly what had worked before and what had failed. That muscle memory acquired by years of automobile production has weighed more than any manual and has contributed to the Ebro Factory will start walking in record time. First as an assembly center, and now as the only Ebro manufacturing plant in Spain and Europe, in which the Spanish brand already manufactures four models with welding, painting, assembly and quality control processes. Barcelona outside and inside There is a very curious detail in how this factory is designed. It is inspired by Barcelona and the two rivers (the Besós and the Llobregat) that frame it. Being called Ebro, it makes sense. Like these rivers, the entire flow of supplies flows from mountains to sea. It is not the only inspiration that Ebro engineers have borrowed from Barcelona when designing it. The interior of the factory has the same structure as the streets of Barcelona Its interior is arranged in streets perpendicular to each other, well-defined islands, without intersections that block the passage or flows that collide with each other. The reference is the Cerdà Plan of 1859who created the orthogonal grid so characteristic of Barcelona that it ordered the Eixample of Barcelona. An urban model that is still a reference in half the world. A small Barcelona within an icon of Barcelona’s industrial past. Under this spatial arrangement, the materials enter at one end of the factory and advance in line to the other, without setbacks or countercurrents. As Durán explained, this flow “towards the sea” reduces errors, improves response times and, as an added advantage, facilitates the evacuation of the plant in case of emergency. The plant works on two levels. All the assembly of the different components occurs on the ground, while the automatic transports of parts and bodies circulate suspended in a complex logistics system that takes the bodies from one section to another without interrupting the assembly work below. To give us an idea of ​​the magnitude of this aerial infrastructure, the equivalent of three days of production of components and bodies was circulating above our heads at all times. 696 meters of line and 20 cars per hour Since November 2024, the factory operated with the M0 assembly line, in which the cars arrived from China semi-assembled and the rest of the parts were assembled at the Ebro factory. However, the heart of the visit, and the new jewel in Ebro’s crown, is the M1 assembly line. There are 696 meters, 97 work stations and a cycle of 160 seconds per vehicle. That is, each operator has that time to assemble the elements assigned to that station. The body is welded in a 23,000 square meter warehouse with more than 150 robots. Around 95% of this process is fully automated. There the floor, sides and roof are welded until forming what is called the Body-in-Whitethe empty structure of the car before receiving any paint or components. From there it travels by air to the painting area which, for safety reasons due to the chemical agents used there, we were not able to visit (we needed PPE and additional protection). In this section, the car chassis go through degreasing baths, paint is applied through cataphoresis and an anti-corrosion treatment. Afterwards, the already painted bodies fly back to the assembly area, but not before disassembling the doors, which travel in parallel, to improve the workers’ access to the interior. Something that caught my attention was that all the cars I saw on the assembly line were Ebro S700 red in color (the Red Blood Stone, to be more exact). When we asked Paco Durán about the reason, he explained to us that instead of responding to color … Read more

In Barcelona, ​​hoteliers have grown tired of the competition from Mercadona’s ‘mercaurantes’. So they are denouncing them

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Until now they might have liked the outlook more or less, but it was certainly clear. Traditional hoteliers basically competed with other members of the trade, restaurant chains, fast food and (maybe) some other food truck. Now that list adds a new rival that has made the bars on their guard: the ‘merchants’a hybrid that allows the customer to choose freshly cooked dishes in their supermarket, pay for them at the cashier and then eat them without even leaving the store. The model is so similar to what they themselves do in their premises that the hoteliers of Barcelona have decided take action. As? Denouncing dozens of ‘merchants’ in the city for intrusion and breaking the regulations. What has happened? What could be expected: that hoteliers have gone from threats to action. After several months questioning the legal reserve of the ‘mercaurantes’ (or at least sowing doubts), restaurateurs have decided to take action on the matter. Their objective: to stop the growing competition from what they consider “low cost restaurants”. Yesterday the Restoration Guild (the association that represents the restaurants, bars and cafes of Barcelona) advertisement the presentation of an administrative complaint against 30 Mercadona stores that, in your opinioncommit two irregularities: a “regulatory breach” and an “intrusion” that harms traditional bars. Gremi has also warned that this will only be his first step. In the coming weeks it will extend the complaint to other supermarket chains alleging exactly the same reason. Is it a novelty? Yes. And no. In December the state association of hoteliers (Hostelería de España) I already recognized that the competition of the ‘mercaurants’ was beginning to be “a controversial issue” and just a month ago its president, José Luis Álvarez Almeida, went further by accusing them of “unfair competition.” The novelty is that the Gremi de Restauració has taken the next step: presenting a formal complaint in which 30 establishments in Barcelona are identified and details the points of the ordinance that, in the association’s opinion, violate Juan Roig’s chain. What exactly are they denouncing? The technicians of the Gremi de Restauraciò remember that Barcelona regulations expressly prohibit “the area between the cash registers and the exit doors” of supermarkets “from being used for any commercial or service activity”, a guideline that they believe is not complied with in the 30 stores reported. “They are catering spaces, conceived and conditioned as such. And proof of this is that they have the necessary assortment: napkins, glasses, cutlery, buckets to separate waste and even microwaves. Some have up to 30 seats,” underlines the association, which recalls that licenses “are subject to rules and limits. The rules must be met and the limits respected.” Has Mercadona spoken? Yes. In statements to The Worldthe Valencian chain has defended that its activity does not go against Catalan regulations: “From the checkout line we are not charging for any service. The commercial activity is located before reaching the payment area.” From his point of view, what he has basically done is adapt “to the rhythm set” by his customers and add extra space in part of his stores: “It is not a restaurant area, but rather a rest area, with different uses: from those who heat a plate and eat it to those who sit down to read the newspaper.” In them, arguesThere is not the same furniture as in restaurants or waiters. Why that crash? Because the ‘mercaurantes’ are becoming a rival increasingly important for hoteliers, who until now were basically forced to compete with other union colleagues, restaurant chains or (perhaps) some other local self service either food trucks. Business lines such as Mercadona’s ‘Ready to Eat’ add a new competitor to that equation. One that also completely hits the model of the daily menu, immersed for years in a deep crisis of profitability. In a Mercadona with this service (and there are more and more of them) a worker can choose their own freshly cooked food, pay less for it than in a bar and eat it later at home, a park or the store itself. Are the dishes at the supermarket of worse quality than those at the corner bar? What the figures suggest is that customers prioritize other issuessuch as the money and time they will save or the flexibility when choosing what, where and when they eat. Is it just theory? No. Although the business model is relatively young (Mercadona’s ‘Ready to Eat’ was launched in 2018) we already have some data that reveals the competition exercised by the ‘mercaurants’ over the hospitality industry. Recent reports from Worldpanel by Numerator show that the sale of prepared meals in supermarkets has skyrocketed 55% from 2022 and that the number of customers who choose to eat in stores does not stop growing: in the last year they opted for that option 1.3 millionalmost double that of the previous year. We also know that there are chains of retail obtaining huge profits through this new activity. In 2025 Mercadona billed 700 million of euros through its ‘Ready to Eat’ section, a figure that rises to 3,000 million if we also include the offer of pre-cooked products (refrigerated, trays…) and the joint business volume in Spain and Portugal. Is this something new for the hospitality industry? No. The Gremi de Restauraciò has already shown on other occasions that it is willing to fight. Since 2019 the entity has in the spotlight to tasting bakeries, businesses that in their opinion violate municipal regulations, exceeding the maximum surface area that they can dedicate to tasting or marketing other products, including alcohol. The group has decided to file a new complaint against 50 bakeries in which you believe this situation occurs. Images | Mercadona, Wikipedia and Simon Karemann (Unsplash) In Xataka | We knew that freezing bread was convenient, cheap and fashionable. What we are not clear about is that it is “so good” for health

Barcelona wants to say goodbye to traditional asphalt and thinks it knows how: with olives

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Neither transport nor heating: there is something in cities that generates an enormous amount of carbon dioxide and that usually goes unnoticed. Cities as a whole are responsible for between 67% and 72% of global CO₂ emissions in 2020, according to the IPCCand within them there is a culprit that almost no one points out: the asphalt. Manufacturing traditional asphalt is a process that uses a lot of energy and requires petroleum derivatives (bitumen), aggregates and calcareous filler, a combo with a high carbon footprint. Barcelona has decided attack the problem replacing these materials with agricultural waste that normally goes to the trash. For example, the olive pit. Asphalt made of olives. It is called Biochar and allows reduce 75% of the final carbon dioxide emissions associated with the manufacture of asphalt. As? Using charcoal obtained from olive pits and pine remains to replace the calcareous filler of the conventional asphalt mixture. In addition, initial tests have recorded improvements against water, fewer cracks and better response to temperature changes. Biochar is not something new, in fact it has been used for soils for decades, but its application for urban pavements is. Developed by the company Carboliva together with ELSAN, AMSA and the UPC, it is the winning solution of the urban challenge “The street section of the 21st century”, promoted by Barcelona City Council together with BIT Habitat and the Barcelona Provincial Council. The other selected proposal is RePavimenta and it goes another way: it uses recycled construction components in the aggregates, promising to reduce the carbon dioxide emissions of the process by half. Biochar, made from olive pits and pine remains. Carboliva Why is it important. Because the construction and infrastructure sector represents approximately 13% of global greenhouse gas emissions, according to IPCC data. On the other hand, the budget allocation for urban pavement maintenance is one of the largest precisely due to its deterioration, so reducing emissions by 75% implies a gesture with an enormous impact and even more so doing it with a material that on paper withstands use better. That one of the raw materials is the olive makes it more relevant, since the Spanish state is a world power: Spain is the largest producer of olive oil in the world, with more than 1.42 million tons in the 24/25 campaign, according to the International Olive Council. This means that there is a huge amount of olive pits available. That is, the waste of one becomes raw material for the other: a kind of symbiosis in a circular economy. Context. Global warming on the one hand (which has a special impact in the cities and their asphalt) and European regulatory pressure are accelerating municipalities to reconsider their construction materials. The European Directive on Energy Efficiency in Buildings and the Construction Products Regulation that the EU is updating require environmental product declarations, which penalizes materials with a high carbon footprint and rewards alternatives such as biochar. In the call there were six proposals that had to present new solutions on the market and it is not the first time: already in 2022 Barcelona launched a call to renew the traditional Barcelona panot. How are they going to do it?. The deadlines for R&D&i and prototypes will be open until September of this year. Afterwards, pilot tests will begin in real works in Barcelona with the help of BIMSA and there will be a subsequent 12-month follow-up to check resistance, duration and possibility of extension. The winning projects will receive 90,000 euros, which according to Barcelona City Council covers around 80% of the total cost of design, testing and monitoring. The first streets with this asphalt will begin to be installed in 2027. Yes, but. The results in the laboratory are tremendously promising, but tests are one thing and reality in real conditions is another, with the dynamic load of traffic, urban pollutants, the climate or clearly improvable maintenance. In fact, already there are studies on the use of biochar in bituminous mixtures that show different results depending on variables depending on the typethe pyrolysis temperature or the substitution percentage. A relevant question if substitution materializes is what the biochar supply chain will look like at scale in terms of quantities and costs. The European Environment Agency warns that innovations based on biowaste face logistical challenges due to geographical dispersion and limited supplies. In Xataka | Spanish roads have a problem in 2026: repairing a kilometer of asphalt is more expensive than ever In Xataka | We invented asphalt for a simple reason: at the beginning of the 20th century, European roads were a dust hell. Cover | Logan Armstrong and John Cameron

60 years ago they sank a thousand-year-old church in a reservoir in Barcelona. Only the drought has brought it back to the surface

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He Sau swampin the Osona region (Barcelona), has a surprise: when the drought hits, lowering the level of the reservoir enough, it reveals a superb stone bell tower that has been submerged since 1962. The tower belongs to Sant Romà de Sau, a Romanesque church from the 11th century that the Franco regime sank (normally up to 23 meters deep) to supply water to Barcelona In fact, during the pressing crisis of 2023, the drought left it completely grounded, as NASA photographed from spaceThe fact that it is more than a thousand years old and still standing even though it lives submerged is commendable, but it is also the oldest church in the world that is still standing in water. according to the Official World Record. Once upon a church (and a town) submerged in a swamp. More specifically, the church of Sant Romà de Sau is in the Lombard Romanesque style and was consecrated in the year 1061. It was originally built with a single nave oriented from east to west and with a square bell tower three-story semi-detachedprecisely the one that can be seen when there is drought. The church that It is normally submerged at a depth of 23 meters It is not exactly the original: it has been accumulating interventions, such as a reform and expansion after the damage of an earthquake or a remodeling in the 19th century, when the apse was demolished and the orientation of the temple was changed. The bell tower is the vestige of what was once there: the church of a town that was also submerged. The settlement of Sant Romà data 917. Before the water level rose and flooded everything, there they lived 300 inhabitants in the middle of the 20th century who were dedicated to agriculture, livestock and forestry. That of Sant Romà is another story of towns submerged after the execution of the hydraulic project, which led to the expropriation of homes and agricultural farms, its inhabitants had to leave their home without taking part in the matter or receiving compensation. Context. The water that reaches the Catalan capital comes mainly from the Ter and Llobregat rivers through a network of reservoirs. In the case of the Ter, specifically the reservoirs of Sau and those of Susqueda and Pastry. The metropolitan area of ​​Barcelona suffered significant demographic growth during Franco’s development, so the infrastructure was no longer adequate. The construction of the reservoir falls precisely within those years, although the original project goes back to 1931 and the works did not begin until 1942. As the professor and director of the Department of History at the University of Santiago de Compostela Daniel Lanero explains to Newtral.es, what the Franco regime did was “give continuity to the hydraulic policy that had been put into practice since the end of the 19th century.” Beatriz García, professor of contemporary history at the University of León, explains the two bases of this water resources management policy: general plan of irrigation canals and swamps of 1902 and the national hydraulic works plan approved in the Second Republic. Why is it important. That this church breaks conservation records in such complicated conditions does not mean that it is eternal: in 1999 it was already had to be restored after decades under water due to the weakness of its structure. In any case, the church of Sant Romà de Sau is a clear example of the “submerged heritage“, a category in which archeology and cultural law have been trying to regulate for decades. without much success. The sinking of Sant Romà and its church is not an isolated case but a common practice of the Franco regime: the construction of reservoirs during the dictatorship led to the displacement of tens of thousands of people from their towns in a traumatic process of forced displacement of rooted places for its population. In the Spanish state alone there are about 500 towns that were swallowed up by the water due to the construction of dams and reservoirs. In Xataka | In World War II, a town in Lithuania buried its bell to protect it from the Nazis. They did not find it until 2024 In Xataka | For 60 years, a farmer with no idea about architecture built a cathedral from scratch in Madrid. The bureaucracy has closed it Cover | joan ggk and Quico Llach

Spain is committed to connecting Madrid and Barcelona at 350 km/h. And you have already taken the first step to achieve it

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Madrid and Barcelona linked by a train capable of reaching 350 km/h. Just when the journey between the two largest Spanish cities has become a Russian roulette if your goal is to arrive on time. And just where the Renfe trains are having the most problems fulfilling what is expected. However, the Government is determined to increase the maximum speed of the line. And you have already taken the first step. At 350 km/h. In November 2025Óscar Puente, Minister of Transport, presented one of his star projects: linking Madrid and Barcelona with a train that travels at a maximum of 350 km/h. The final objective is to be able to travel between both cities in less than 120 minutes when it is now necessary to spend at least 182 minutes. As long as everything works correctly, of course. To reduce the trip by one hour two interventions are necessary for which the necessary papers have already begun to be moved. One of them is the construction of two new stations, one in Parla (close to Madrid) and another in El Prat de Llobregat (close to Barcelona). The objective is to decongest the traffic that currently passes through Madrid and offer a variant of exit and entry to Barcelona. The other intervention would be applied to the infrastructure itself and, it seems, will be the first to be carried out. A first step. The Ministry of Transport has confirmed which has already awarded a first supply batch of overhead traverses for the Madrid-Barcelona high-speed line. A 112 million euro contract that is key for trains to reach 350 km/h top speed. These first air traverses will be installed in four sections: Mejorada del Campo-Brihuega (232,400 units), Brihuega-Alcolea (143,150 units), Alcolea-Ariza (166,250 units) and Ariza-Calatayud (138,600 units). In addition, some maintenance tasks have been awarded “such as the renewal of the seat plates for sleepers (elements that ensure the fixing of the rail to the sleeper).” Finally, the Ministry of Transport points out that “treatment and improvement actions are being carried out on two viaducts on the Guadalajara-Calatayud section of the Madrid-Barcelona high-speed rail line, Benamira and Río Blanco, both in the province of Soria.” A physical question When the train exceeds 300 km/hthe aerodynamic load on the underside of the trains increases. This load is generated by turbulence under the train car, “gluing” it to the track. The more load, the more energy the train has to use to maintain speed. If the train releases that aerodynamic load a little, it does not need as much energy and it is easier for it to reach the desired top speed. It is the same case as a Formula 1. The car is interested in having a lot of downforce on a circuit with many curves because it will be able to go through them faster. However, it will penalize on the straight because the top speed will be lower. On the contrary, if the circuit has few corners and many long straights, you are interested in low downforce to “fly” as fast as possible. But the car will be more unstable when cornering. Furthermore, the Ministry of Transport explains that the ‘ballast flight’ must be added. This is the vibration of the stones, the ballast, when the train exceeds 300 km/h. At that speed it is critical because the turbulence raises these stones and produces constant collisions against the undercarriage and increases the risk of them being thrown and falling on the tracks and sleepers, generating potholes and vibrations. The air traverses. Since the project was presented, the Ministry of Transport has indicated that the aerocrosses are key to being able to guarantee speeds greater than 300 km/h on the route. But, What are aerocrosses? The aerocrosses are born from an Adif project which has been working on for more than a decade. Its design is very similar to current sleepers at first glance, but it has a rounded design that reduces the turbulence generated under the trains and, with it, the pressures that increase the aerodynamic load and ballast flight. According to his calculations: Reduces the aerodynamic load in the space immediately above the ballast bed by 21%. The design allows increasing the distance between the ballast level and the upper face of the sleeper. It has no higher manufacturing or handling costs (they are still molds). And most importantly: the aerodynamic load generated by a train at 330 km/h on a track with current sleepers is equivalent to that generated by the same train at 370 km/h, but with aero sleepers. In a delicate moment. He Adamuz accident in Córdoba led to the machinists to lift their foot on the line and Adif ended up lifting temporary restrictions of speed that have been happening until today while the line is being reviewed. The result is that Madrid-Barcelona will be played in the promised 182 minutes (25 minutes more than usual) is, right now, taking a chance. This has caused a good part of the passengers who used the train to travel during their work day, with many comings and goings during the day, to move back to the Aerial Bridge. The CNMC calculates that up to half a million passengers may be lost if travel times remain higher than usual. But, in addition, the Madrid-Barcelona line is where Renfe has detected the most problems with its Avrils. The vibrations on this route ended up generating cracks in the Talgo trains, designed to be used on variable gauge trackwhich gives them a competitive advantage in Madrid-Galicia. However, Renfe had to remove them from circulation upon seeing that they broke on this route that is now being renewed. Photo | Pablo Nieto Abad In Xataka | Spain decided to build its social life around the AVE. And now he’s discovering the consequences of failing.

No drones, no snipers. Wild boar hunters in Barcelona have a simpler natural remedy: a homemade recipe

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In 2022, a wild boar broke in on a terrace in Cadaqués and took several bags of food in front of dozens of tourists who recorded it with their cell phones while the animal walked between tables as if it had been living there for years. For many residents it was the definitive confirmation that wild boars were no longer occasionally entering the cities: they were beginning to behave like any other inhabitant. Barcelona and the impossible war. It we count a few days ago. Barcelona has been trying for years to contain the expansion of wild boars with health campaigns, population controls, forest surveillance and increasingly sophisticated protocols. However, the animals they keep moving forward street by street from Collserola to the urban heart of the city. The last episode has been especially symbolic: a specimen appeared calmly rummaging through garbage containers on Casanova Street, crossing the street for the first time. psychological frontier of the Gran Via and approaching the Raval. The image perfectly summarizes the underlying problem. While administrations and technicians deploy complex devices to control African swine fever and empty entire forest areas, wild boars continue to enter Barcelona attracted by something much more basic: easy food, accumulated garbage and urban waste converted into a permanent night buffet. The city as a new wild ecosystem. He Eixample case It reflects the extent to which the wild boar has stopped behaving like a strictly forest animal. Neighbors in the area had been reporting saturated containers for weeks, leftover food scattered on the street and a constant accumulation of dirt that attracted rats and other pests. The wild boar simply ended up occupying the last step of that urban food chain. The paradox is that, despite the thousands of copies captured and slaughtered around Collserola to contain swine feverthe city continues to offer exactly what these animals need to lose their fear of the human environment: easy access to food and the absence of predators. The result is a species increasingly accustomed to traffic, lights and densely populated neighborhoods, capable of crossing half of Barcelona during the early hours of the morning with absolute normality. The real secret remains the smell. The most striking thing is that, while Barcelona deploys health protocols, forest controls and institutional campaigns, many hunters have been using methods for years. much more rudimentary to attract wild boars. He viral success of homemade recipes based on anise, fermented corn, sugary soft drinks or sweet mixtures demonstrates the extent to which the animal’s behavior continues to be guided by extremely simple impulses. The strong smell of anise sprayed on cereal or the acidic aroma of fermentation act like a magnet for wild boars, which quickly locate any easy caloric source. This logic also explains what is happening in Barcelona: in the end, technology matters less than the ability to control access to organic waste. the city can deploy surveillance, sanitary sacrifices and mobility restrictions, but as long as there are points where garbage overflows and waste accumulates, it will continue to offer exactly the same stimulus as those improvised feedlots used in the mountains. Fauna altering a big city. I counted the weekend The World that the expansion of the problem is already beginning to have consequences that go far beyond neighborhood coexistence. The outbreak of African swine fever detected in Catalan wild boars has forced sanitary restrictions to be activated that have even ended up affecting the filming of large international productions. the movie The Last Druidstarring Russell Crowe, had to paralyze part of its production in Sant Cugat due to the limitations imposed in forest areas near the health outbreak. The episode illustrates the extent to which wild boar overpopulation has ceased to be a strictly environmental or agricultural problem and has become in a phenomenon with economic, urban and logistical impact. What began as the occasional presence of animals in the limits of Collserola is even beginning to interfere with industrial and cultural activities linked to the territory. Increasingly difficult coexistence. The big problem for Barcelona is that everything indicates that this situation It’s not temporary. Wild boars adapt extremely quickly to urban environments because they find constant food, less hunting pressure and relatively safe refuges in parks, open fields and peripheral green areas. At the same time, cities generate enormous amounts of accessible waste every night. The combination is explosive: animals increasingly trusting entering neighborhoods densely populated while administrations try to balance health control, animal welfare and citizen security. And there appears the great irony of the entire story. After massive campaigns, forestry devices and complex protocols, the battle against wild boars continues to revolve around something very ancient and elemental: the smell of food. Image | x In Xataka | The technological war that we see in Ukraine has an unexpected replica in Barcelona: this time the enemy is thousands of wild boars In Xataka | Lead has its days numbered in hunting. The problem is that no one really knows how to replace it.

If you live in Madrid or Barcelona, ​​it is possible that a Latin American bookstore has opened next to your house

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The indomitableopened four months ago in the Madrid neighborhood of Prosperidad and directed by a Mexican. A few meters from Retiro Park, the now classic The Retreat of Lettersowned by two Colombians. In Arganzuela, the Argentine bookstore Mandolin It inaugurated its first Madrid branch a year ago. It is not an isolated or spontaneous phenomenon. It responds to an accumulation of demographic, editorial and economic factors that go beyond the folklore chronicle. From rookies to veterans. In this panorama, the most recent projects coexist with initiatives that have been established for a few years. The Mistral It opened in 2021 in the hall of the old Arenal Theater, two minutes from Puerta del Sol, by the Argentine Andrea Stefanoni, and was considered the most beautiful bookstore in the world by National Geographic that same year. His fame allowed him to organize a short story contest that received 150 manuscripts from different countries. Closer in time, in 2020, a couple of Venezuelans inaugurated The little beings also in Madrid, where they sell new and used books with special attention to Venezuelan and Latin American production. Olavidefounded by two Argentine journalists, combines book sales with cultural activities. AND Late Space It simultaneously functions as a bookstore, cafeteria and headquarters of Late, an Ibero-American network of narrative journalism founded as a cooperative by professionals from Colombia, Spain and Cuba. Repeating pattern. Although they are founded by Latin Americans, these bookstores do not operate exclusively with the diaspora as clientele. They are neighborhood bookstores in the most classic sense: children’s collection, independent labels and a personal relationship between bookseller and customer. They organize workshops and reading clubs. Sometimes they even serve cuisine from their places of origin. As a reflection of this phenomenon, the Madrid Book Fair of 2025 dedicated a table of its Meeting of Independent Ibero-American Bookstores to the phenomenon. The figures behind the phenomenon. The most recent breakdown by Latin American origin available, the analysis of the Elcano Royal Institute Based on INE data as of January 1, 2024, there were 4.25 million people born in Latin America residing in Spain (9% of the total population and 48% of all immigrants). The trend behind that figure has not slowed down: during 2024, the largest increases in the foreign population were once again concentrated in Colombians (+98,057), Venezuelans (+52,555) and Moroccans (+48,306), according to the INE. in December 2025. The accumulated result is that as of January 1, 2026, Spain has exceeded the 10 million inhabitants born abroad. A community of that magnitude, concentrated in large cities, generates cultural demand. But… why is this demand channeled towards the opening of own bookstores and not only towards consumption in establishments that already exist? The distribution obstacle. Part of the answer lies in how the transatlantic publishing market works. That Spain and Latin America share a language does not mean that they share a catalog: for example, El Retiro de las Letras imports directly from publishers in Colombia, Ecuador, Peru, Chile and Argentina to make authors visible that do not reach Spain through conventional distribution channels. Combed Cana bookstore specialized in Latin American fiction with offices in Barcelona and Madrid, recognizes that half of its titles are not distributed in Spain and that These copies cannot be returned if they do not sell.. It is a risk of excess stock that large chains are not willing to assume. The bookstore Juan Rulfoproperty of the Economic Culture Fund of Spain, and the Ibero-American Bookstoreopen in Madrid’s Barrio de las Letras since 2004, have been covering that specialized niche for decades. To those establishments have been added in recent years dozens of projects promoted by immigrants that multiply the offer, from bookstores specialized 100% in Latin American narrative to hybrid spaces with a focus on culture. Relief in the sector. The context of the book sector in Spain is not immune to this phenomenon. There are 2,754 independent bookstores active in Spainand although it is a figure in permanent declinethe business going well in economic terms: In 2024, the Spanish publishing sector had a turnover of 3,037 million euros, 6.3% more than in 2023, in its eleventh consecutive year of growth and with the highest figure since 2008. How do you explain that establishments fall while turnover rises? 85% of closures are caused by the retirement of the bookseller. Latin American booksellers are occupying a space where replacements are scarce, in residential neighborhoods of large cities where the traditional bookstore has closed. The limits of the phenomenon. It is advisable not to exaggerate the scope of the phenomenon. A few dozen bookstores founded by Latin American immigrants in Madrid and Barcelona do not reconfigure the Spanish publishing ecosystem. Spanish book exports in 2024 reached 381 million euros, aimed mainly at Ibero-American countrieswhich indicates that the flow of books between Spain and Latin America continues to be mostly in the opposite direction. What these bookstores do represent is a symptom: that of an immigrant community with sufficient cultural roots to invest in a business with fair profitability and that demands a very high vocation. A sector where the main problem is that retirements are multiplying and where there is a Latin American catalog with four million potential readers who continue to need intermediaries willing to cross the Atlantic. In Xataka | The 24 most beautiful bookstores in the world

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