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Fuel prices are so high that airlines are at risk of disappearing, according to Deutsche Bank

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On February 28, the United States and Israel bombed several cities in Iran, starting a conflict that has already spread to other countries in the Middle East, when Iranian missiles responded to Bahrain, Qatar, Saudi Arabia, Kuwait or Dubai and other emirates. One of the consequences has been the rise in fuel prices at a dizzying pace due to the paralysis of a key corridor for global energy: the Strait of Hormuz. The days go by, prices continue to rise and when something as strategic as oil rises, it is a matter of time before the accounts come together. Deutsche Bank warns: the sword of Damocles is on the neck of the airlines. The context. Bloomberg collects the information sent by the German financial institution to its clients: while the price of crude oil has increased by 50% so far this year, it is aviation fuel that takes the cake. The British Argus Media collects the price of the jet in recent days for the hubs of Chicago, Houston, Los Angeles and New York, where we see how it goes from 2.17 dollars per gallon on January 5 to 2.29 on February 5 until approaching 4 dollars per gallon on March 5 (3.95). In the United States, the price differentials between jet fuel and the price of crude oil range between $85 and $95 per barrel, equal to or higher than the cost of oil. That huge gap between the price of crude oil and that of refined products (called the crack spread) wreaks havoc. The last time a crack spread like this occurred was in 2005, when hurricanes Katrina and Rita. Why is it important. Because as the German entity highlights, 20 years ago the crack spread caused significant and widespread damage to the airline industry, which was the trigger for airlines to Delta Air Lines and Northwest Airlines filing for bankruptcy. The historical precedent sets off all the alarms. And Deutsche Bank is not alone: the CEO of United Airlines At the moment it has already warned that the increase in jet fuel prices will have a “significant” impact on first quarter results and that there could be an increase in air fares. Deutsche Bank analyst Michael Linenberg is forceful: Without immediate price relief, “some of the most financially vulnerable airlines could halt operations” and “airlines around the world could be forced to ground thousands of aircraft.” In detail. At the moment, airlines have plummeted on the stock market since the beginning of the conflict. American Airlines has lost 19% so far this year, but the blow is global: a group of 29 airlines, hotels and travel companies from Europe, Asia and North America together lost $22.6 billion in market capitalization in a single day, according to Reuters. In Xataka | The rocket and the pen: the theory that explains why the rise in gasoline is here to stay In Xataka | There is a hidden war to sell us the cheapest possible gasoline. One that Ballenoil and Plenergy already dominate Cover | Dawn McDonald and Daniel Shapiro

The United States has found how to protect its most vulnerable ships on the high seas: with escort drones

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The planet’s oceans and seas are anything but a pond of oil, and not precisely because of the climate: the Black Sea with the war between Russia and Ukrainethe Baltic Sea with hybrid warfare and ghost fleets, Strait of Hormuz tensions through which 20% of the world’s oil passes or the Red Sea crisiswith Houthi drones and missiles. And those are just some of the hot spots that cause logistics and merchant vessels to face serious problems in carrying out their functions. The possibility of sending the navy as a companion for those routes where the atmosphere is heated is obviously not an option. So the US Defense Advanced Research Projects Agency (DARPA) has contracted to a company to solve it with an autonomous escort system with drones. Context. If the Strait of Hormuz is a strategic point for international trade, the Bab el-Mandeb Strait is not far behind: 12% of world maritime trade passes through it, according to the Middle East Research Center. But since 2023, passing through there is a minefield, which has led to thousands of boats (according to Wikipedia citing Pentagon sources) follow an alternative route that involves going around all of Africa passing through the Cape of Good Hope. That’s 20,000 extra kilometers, ten more days of travel and the consequent expense in fuel. This specific case is not a mere example: it is what has led DARPA to make the decision to count on Raytheon to unclog this bottleneck as soon as possible, as explains the company’s president of Advanced Technology, Colin Whelan. Why is it important. Because 80% of world trade circulates by sea and there are a series of straits that are critical and that, in the event of conflict, act as bottlenecks due to their vulnerability. And the effects are immediate in the form of delays in supplies and prices. The protection of merchant ships to date required a naval escort in a slow, expensive operation and for which there are not enough troops to allocate them to that mission. What Pulling Guard proposes is autonomous protection without requiring extra crew or structural modifications. What is Raytheon? That company is not any: Raytheon is the arms division of the RTX group, the largest aerospace and defense company in the world, with 180,000 workers and $88 billion in turnover in 2025. With more than a century behind it and headquartered in Virginia, it has missiles such as the Patriot or the Tomahawk on its resume. It is one of the Pentagon’s Big Five contractors and is a regular in DARPA contracting. What is Pulling Guard. Pulling Guard is the system developed by Raytheon, a semi-autonomous platform towed by the ship it protects. From this, a drone operates with electro-optical and infrared sensors to detect potential threats and transmit information in real time to remote operators on the ground or on board. The latter are in charge of making decisions without the crew exposing themselves. It has two phases: in the first it is an advanced surveillance system and in the second it integrates weapons. Pulling Guard is neither a passive shield nor a preventive warning system: it is, in short, a light autonomous combat unit attached to a civilian ship. What we still don’t know. Beyond technical unknowns such as the budget, the phase schedule or the type of integrated weapons, this proposal raises two tricky questions: international law and gray areas. Without going any further, from issues such as what rules of engagement apply to the remote operator from the ground authorizing fire, who is legally responsible for the attack or what happens if the system acts in the waters of a third state. Not to mention something more mundane like flag registrations or insurance companies. Or something even more basic: does the ship lose its civilian status by carrying this system? In Xataka | The US Navy already knows how to fool enemy radars: drones that create ghost fleets In Xataka | The US is preparing a new radar for Greenland with one objective: to monitor every movement of Russia and China in the Arctic Cover | Raytheo

Mars was the great space battleground between China and the US. Now it’s the Moon (and the stakes are too high)

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For years, Mars has been the great horizon of space exploration: the inevitable destination to which, sooner rather than later, humanity had to head. Earlier this year, Elon Musk, one of the main drivers of that narrative, assured that The United States could land on the red planet within a period of between five and ten years. In parallel, in China, different voices from its aerospace sector They located the first manned mission Mars around 2033. The message was clear: the race for Mars was already underway. On paper, deadlines are as stimulating as they are challenging. Because sending humans to Mars is not a simple evolution of what has already been achieved, but rather a leap in scale. NASA itself has detailed the enormous technical complexity involved in a mission of this type: from entry, descent and landing systems capable of landing heavy loads in an extremely tenuous atmosphere, to infrastructure that guarantees energy, communications and life support during prolonged stays. Depositing a one-ton rover is not the same as lowering dozens of tons of habitable modules and critical equipment. The race no longer looks at Mars, it looks at the lunar south pole However, while Mars made headlines, the real strategy has been taking another direction. As the NASA Artemis Program and the Chinese Lunar Exploration Program have consolidated calendars, investments and technological milestones, the focus has shifted to a more immediate and pragmatic objective: the Moon. Everything seems to indicate that It’s not about giving up Marsbut to assume that the most sensible path goes through intermediate stages. In both cases, the satellite is emerging as a technological test bed, logistics platform and operational experience before facing a journey of months and millions of kilometers. The new space race, therefore, is not being fought, at least for the moment, at tens of millions of kilometers, but at a few 400,000 kilometers away. This proximity changes the equation: it reduces transit times, facilitates the shipment of supplies and allows us to react to unforeseen events with reasonable margins. But, above all, it opens the door to something that is beginning to take shape: the birth of a lunar economy. Permanent bases, scientific experiments, transportation contracts and infrastructure development could make the Moon not only a destination, but a key node of human expansion in space. The epicenter of this new phase is not just any place, but the environment of the Shackleton craterat the lunar south pole. A permanent darkness, as we can see in the photo that accompanies this article, has fueled the hypothesis that in its shadow areas it could keep water ice. This possibility explains why both the United States and China are targeting this region in their next landings, with the stated objective of studying and, eventually, taking advantage of these resources. In practical terms, we talk about water for consumption, generation of oxygen and production of hydrogen and oxygen as a propellant, whenever technology and economic viability allow it. Illuminated rim and shadowed interior of Shackleton Crater The question, then, is not just what is at the south pole, but what changes if those resources are confirmed as usable. In this scenario, the Moon would cease to be solely a scientific destination and would become a functional piece within space architecture. We are not yet talking about industrial exploitation, but about something more basic: reducing absolute dependence on the Earth in each mission. This nuance introduces a real economic dimension to the lunar race, because it alters the logic of costs, transportation and planning of future operations. This is where the notion of an Earth-Moon supply chain stops sounding futuristic and starts to fit into concrete timetables. Although the lunar economy, with its own supply chainmay seem like a distant concept, its foundations are beginning to be built. On the American side, that architecture is beginning to take shape with very specific missions. Firefly Aerospace launched its Blue Ghost 1 module on January 15integrated into the initiative NASA Commercial Lunar Payload Services. This is a mission that aims to demonstrate what a cargo delivery system would look like for our satellite when it lands on the moon on March 2. In parallel to these cargo missions, Blue Origin is preparing its own movement towards the lunar south pole. The company founded by Jeff Bezos is working on the first demonstration flight of its cargo module Blue Moon Mark 1known as MK1, scheduled for early 2026. The eight-meter-high lander will take off aboard the rocket New Glenn and will need to validate key systems before any more ambitious operations. It should be noted that the mission does not involve resource extraction, but it is a necessary step to operate in the environment where expectations about the ice are concentrated. Render of a multidome base under construction on the Moon The good news is that the MK1 has been tested at NASA’s Johnson Space Center, including thermal vacuum chamber simulations to replicate the extreme conditions of space and the lunar surface. If it passes this phase and the final integration with the launcher, the ship could become a relevant asset for future missions to the south pole. Another important fact is that the US agency you have already selected this module for transport the VIPER rover in 2027whose task will be to search for volatiles such as water ice in permanently shadowed regions. On the Chinese side, the centerpiece is the mission Chang’e 7conceived as a more complex deployment than a simple lander. The mission is targeting August aboard a Long March 5 rocket and will include an orbiter, a lander, a rover and a small jump probe. The set aims to operate in the vicinity of the lunar south pole, where experiments aimed at studying the surface and searching for signs of ice in permanently shadowed regions will be concentrated. Render of Blue Origin’s Blue Moon Mark 1 lander and VIPER If the schedule holds, China could make these measurements before the American … Read more

Tension in Iran is so high that the Strait of Hormuz is closed. And that will have consequences when you go to refuel.

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The world woke up today with a dangerous contradiction: while in the aseptic halls of Geneva the diplomats of the United States and Iran they shake hands cautiouslyin the waters of the Persian Gulf, the speedboats of the Revolutionary Guard block the passage of oil tankers. It doesn’t take a missile to fall for the global economy to feel the impact; Fear is trading higher and traveling faster than any ship. The Strait of Hormuz, the planet’s energy jugular, has undergone closure “partial and temporary” for the first time since tensions escalated in January. For the consumer, this is not a distant headline: the price of Brent oil has already increased by 13% so far this year. An increase in prices that does not respond to a real lack of supply, but rather to the geopolitical risk premium. We are paying for what could happen, not for what has happened. As confirmed by Iranian state media cited by EuronewsTehran ordered the partial closure of the Strait of Hormuz under the justification of “security precautions.” The Iranian Fars news agency, referenced by Deutsche Welleexplained that this maneuver responds to the military exercises called “Intelligent Control of the Strait of Hormuz.” It is an unprecedented move in this crisis: it is the first time that Iran has physically closed sectors of the waterway since the US administration threatened military action last January. However, it is important to clarify the operational scope so as not to fall into unjustified alarmism. Jakob Larsen, safety director at Bimco (the association representing global shipowners), explained to the CNBC that it is not an indefinite total block. The closure affects the incoming “traffic separation scheme” area and lasts “several hours.” Iranian authorities have asked commercial ships to stay away from the exercise zone, which is causing delays and “minor inconveniences,” but the flow has not stopped completely. A 33 kilometer funnel for 20% of the world’s oil To understand why the market is holding its breath, you have to look at the map. The United States Energy Information Administration (EIA) rate this step as the “choke point” (chokepoint) most important in the world for oil transit. The figures are overwhelming: Volume: About 20 million barrels of crude oil, condensates and refined products flow through this artery daily. Global Impact: According to data from consulting firms Vortexa and Kplerthis represents approximately 20% of global consumption of petroleum liquids and nearly 30% of maritime crude oil trade. The problem is geographical. As explained D.W.At its narrowest point, the road is just 33 kilometers wide. But crucially, the safe navigable route for large supertankers is only two miles wide in each direction. It’s a perfect funnel where any interruption, no matter how small, creates an immediate domino effect. He timing of this military operation is not a coincidence; It’s a message. As analyzed Euronewsthe partial closure occurred exactly while the second round of nuclear talks between Abbas Araghchi, Iranian Foreign Minister, and Steve Witkoff, US special envoy, was being held in Geneva. For this reason, Tehran is using the strait as a negotiating lever. The United States has increased its military pressure with the deployment of the aircraft carrier USS Gerald R. Ford in the region, in response to both Iran’s nuclear ambitions and the bloody repression of internal protests shaking the Persian country. Paradoxically, diplomacy seems to advance while the guns are aimed. According to ReutersAraghchi confirmed after the meeting that a “principle of agreement” has been reached on the bases of a future relationship, although he warned that closing the final pact will be a slow process. Iran shows its fist in the sea while offering its hand in Switzerland. The price mirage: why do we pay the “fear premium”? The market reaction has been an emotional rollercoaster in the last 24 hours: Tuesday’s mirage: Initially, when the progress in Geneva became known, the price of oil fell. The barrel of Brent fell 1.8% (to $67.36) and West Texas Intermediate (WTI) lost 1%. The markets “bought” the hope of peace. Today’s reality, Wednesday: The trend has reversed. Prices are recovering and rising again. As explained in OilPricethe traders have reevaluated the situation: the final agreement seems distant and the physical closure of the strait, although partial, is a tangible reality today. As Sugandha Sachdeva points out, analyst cited by Reutersthe market is experiencing a “technical rally” because doubt dominates the scene. Although 82% of the crude oil that passes through Hormuz goes to Asia (China, India, Japan), oil is a global market. If there is a lack of supply in Asia, those countries will bid for the crude oil available in other regions, making the barrel more expensive for everyone. This has an immediate effect on Europe due to the “financialization” of energy. Gas and oil they have stopped being simple commodities to become financial assets that operate with high-speed algorithms. The volatility is such that “an early morning headline about Iran can alter the price of heating in Berlin before dawn.” The European Achilles heel The situation is especially delicate for the Old Continent. Europe is experiencing a “painful déjà vu“: fleeing from Russian dependence, has fallen into dependence on gas that arrives by ship (LNG). European gas reserves are at worrying lows (44% at the end of January) and vulnerability is maximum. This is where Hormuz plays a critical role beyond oil. As we have detailed in Xatakathe European Union looks to Qatar as a vital alternative for its gas supply, but “military tensions between the US and Iran in the Strait of Hormuz put that route at risk.” If the strait is closed, not only oil to Asia is blocked, but also the Qatari liquefied natural gas that Europe desperately needs to refill its warehouses for next winter. The short-term horizon is bleak. According to an estimate by Eurasia Group collected by OilPricethere is a 65% chance that the United States will launch a military strike against Iran in April if the current talks … Read more

the high possibilities that the US plan for Venezuela will sink the price of oil

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The global geopolitical board has been blown up at the start of 2026. If the oil market was already limping after 2025 characterized by excess supplythe capture of Nicolás Maduro by US forces This weekend has acted as the definitive catalyst. What in another time would have caused a “shock” of rising prices due to fear of shortages, today is having the opposite effect: investors are beginning to discount a flood of crude oil in the medium term that could push the barrel of WTI directly towards the basement of $50. The Trump factor. The military operation to arrest Maduro and transfer him to New York has not come wrapped in the usual diplomatic alibis. On the contrary, President Donald Trump has been unusually explicit: the goal is oil. Under what some analysts already call the “Donroe Doctrine“, the White House has demanded the return of assets that it considers “stolen” from the United States since the era of Hugo Chávez. Trump does not seem interested in a change in the traditional democratic regime; has minimized María Machado’s opposition and has conditioned stability on US oil companies (Chevron, Exxon, ConocoPhillips) taking the reins of PDVSA to “fix” a ruined infrastructure, as Bloomberg has had access. A market in free fall. Despite the tension, prices are trading lower today. WTI stands at $57.12 and Brent barely defends $60.55 —at the time of writing this report. The market was already coming from 2025 where the barrels took a 20% annual cut. According to the Financial Timessentiment is the most bearish in a decade. The newspaper highlights that the operators (traders) maintain record levels of short positions (bets on the fall), ignoring any geopolitical risk premium. Amrita Sen, founder of Energy Aspectsexplains to the same medium that psychology has changed because it is assumed that there will be “much more oil in the medium term”, which cancels out any rebound due to military tension. The $50 plan. The real fear of traditional exporters is not only Venezuela, but the consolidation of a bloc under US influence. According to a JP Morgan reportIf Washington manages to reactivate Venezuelan production and add it to that of Guyana (controlled by Exxon) and its own domestic production (world leader with 13.3 million barrels per day), the United States would de facto control 30% of all world reserves. This “superblock” would neutralize OPEC’s ability to set prices. Oil would cease to be a purely market good and become a strategic tool administered from Washington to keep prices in low ranges (50-60 dollars) and thus promote its internal economic expansion. The OPEC+ axis: a fight for fiscal survival. This scenario of low prices creates a lethal clamp that squeezes Moscow and Riyadh equally. For Russia, a barrel at 50 dollars It is a weapon of economic war more effective than sanctions; The country already suffers from a chronic lack of investment and the siege of its income to sustain the conflict in Ukraine. This weakness spreads to the rest of OPEC+. According to the recent press releasethe eight countries have decided to pause production increases until April 2026 due to “seasonality.” However, its capacity for influence is exhausted: each cut by the cartel is compensated by the increase in supply from foreign countries such as Brazil or Canada. In addition, doubts are already bleeding into the Gulf financial markets. According to ReutersSaudi Arabia’s stock markets have closed in the red on the prospect of a chronic surplus. Riyadh has approved a borrowing plan of 217 billion riyals by 2026 to support its “Vision 2030”. Without oil above 70-80 dollars, their megaprojects become financially unsustainable. Is a flood of Venezuelan crude oil realistic? In the short term, technical skepticism persists. According to Bloombergreviving the Venezuelan industry so that it returns to its 3 million barrels per day of yesteryear would require an investment of 10 billion dollars annually for a decade. The infrastructure is so deteriorated that loading a supertanker today takes five days, compared to the single day it took seven years ago. Additionally, there is the factor of internal resistance. Delcy Rodríguez, current interim president, has already warned that Venezuela “will not be anyone’s colony.” However, the market looks further: the simple possibility that Venezuelan heavy crude (vital for US Gulf Coast refineries) return to the legal circuit is enough to keep prices under structural pressure. It is worth remembering that the market moves by expectations. The International Energy Agency (IEA) already foresees a surplus record of 4 million barrels per day for this year due to the China slowdown and technological efficiency. The new era of transactional oil. Trump’s success when eliminating an opponent and “lay your hand” on the largest reserves in the world In a matter of hours he sent a message maximum global pressure. If this trend is consolidated, 2026 will be remembered as the year in which oil stopped being an instrument of balance to become the hammer with which the United States redraws the map of power. Barring an unexpected disruption, the path to $50 seems less like a hypothesis and more like a sentence for traditional petrostates. Image | freepik and Gage Skidmore Xataka | This graph shows that Venezuela has more oil than anyone else. Its production is another story

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

Liberalization brought us the lowest prices in the history of high speed. Everything indicates that it is about to end

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A high-speed runner that is becoming more expensive and others that seem to have hit the ground. The arrival of competition to Renfe promised to reduce the price of train tickets. In fact, it reduced them. But the big question is knowing when they will rise again. Or, if necessary, how far they will end up going up. spring. It is the data that it collects the latest report published by the CNMC. It analyzes the price and occupancy of high-speed trains in our country. Specifically, the data refers to the months of April, May and June, which are the last recorded by Competition. It is an interesting study as it covers dates in which rail traffic increases, with passengers opting for this type of transport for their Easter holidays and first summer trips. The impact of both events is clear because despite offering 0.6% fewer seats, the number of travelers has increased by 4.4% compared to 2024. What do the data tell us? That we travel faster and faster. Because the previous data breaks down the high-speed markets open to competition and reflects that in the second quarter of 2025, a total of 11.8 million passengers boarded the high-speed long-distance train, 16.1% more than in the previous quarter and 15.2% more than in the same quarter last year. The data also tells us that clearly Spain moves at two speeds. One is represented by Madrid-Barcelona, ​​which increases its prices and remains the main corridor in the country. The other is the Andalusian or Valencian high speed, whose prices are already beginning to remain stable. The cheapest. The brokers who reduce their prices are, as we said, the Andalusians and Valencians. Traveling from Madrid to Seville was, on average, 8.6% cheaper than the previous year, boosted by the arrival of Ouigo as Iryo reduced its prices by 2%, AVE by 3.8% and AVLO raised prices by 3.4%. The average price of the trip was 49.47 euros. Below is the Madrid-Málaga corridor, which maintains a price about two euros cheaper but which barely changes its prices compared to the previous year (-1.2%). Again it is Ouigo who presses down. For their part, Madrid-Valencia and Madrid-Alicante have also significantly reduced their price compared to the previous year. In the first the decrease is estimated at 8.3% and in the second 8.7%. The (almost) cheapest. Although prices are lower In these corridors than in the same period of 2024, the truth is that the average ticket price has been lower. In all the previous cases, the average ticket price was lower in various months last year. In the graphs, in addition, a certain stagnation and slowdown in the fall is observed. It must be taken into account that, except for Madrid-Málaga, Renfe has considerably lowered the ticket price on its AVE. In the Sevillian corridor it has fallen by 3.8%, in the Valencian corridor by 10.6% and in the Alicante corridor by 11.6%. These falls, despite being partially offset by the increases in AVLO where the AVE falls, have a great impact on the average price of the ticket since a percentage drop in the AVE is more money than the same reduction in Ouigo, Iryo or AVLO, which are lower cost for the customer. That is, we have cheaper general prices, yes. But above all because Renfe seems to be pressuring customers to “jump” to the AVE, with an increase in the prices of AVLO and an evident drop in the price of its most expensive option. The most expensive. The corridor that has experienced the most increase in cost has been Madrid-Barcelona. Since competition entered, traveling between both cities has never been so expensive. At the beginning of 2024, the average price hit the bottom, standing at around 40 euros. On the same dates in 2025, that same bill was already looking at 50 euros. Between April and June, the average price reached 63.14 euros. All companies have made their tickets more expensive and no small feat. The cheapest average price was that of Ouigo, with 50.11 euros and despite this it became 18.7% more expensive. The second, that of AVLO (offer that no longer existswhich will continue to increase prices) with 51.95 euros and an increase of 14.5%. Between the two Renfe options is Iryo, with 56.01% and an increase of 22.5%. The AVE closes at the top with an average price of 73.91 euros and an increase of 13.1%. Have we hit the ground? It is the big question that arises now for the client. Although year-on-year prices have fallen, the truth is that we continue to see a slight increase in the overall price for the year or, at the very least, stagnation where the three companies operate at full capacity. Only the entry of Ouigo in Andalusia seems to have moved the market a little. But Iryo and Ouigo have been sending more or less clear messages that they are beginning to move away from the price war. Everything indicates that this was not sustainable to maintain these companies and both the italian as the french they seem to take new directions (with changes in address) now that its landing seems consolidated. “We will follow them”. Renfe, for its part, has been clearer. The company defends that the situation is not profitable for the companies and that sooner or later their competitors are going to raise prices. And the company does not seem to want to compete with them on price. Its president has already announced that if its rivals raise prices “we will follow them”anticipating a growth in the cost for the user that has already been seen in Madrid-Barcelona. Photo | Xataka In Xataka | Ouigo and Renfe have found a new way to make life impossible: torpedo repairs

High speed in Madrid is at risk of collapsing. And that’s why Adif wants to send her to Parla

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Parla has 134,833 inhabitants, 24.43 km² in area and one goal: to become the nerve center of high speed in the south of Madrid. The idea was presented yesterday by Óscar Puente, Minister of Transport, and is part of the profound renovation that the Government wants to carry out on the high-speed line between Madrid and Barcelona. The plans. Announced yesterday by Puente: a Madrid-Barcelona in less than two hours. That is the goal and the big headline. At the moment what we know is that two feasibility studies have been requested. They will study the possibility of introducing improvements in the infrastructure so that trains can reach 350 km/h top speed and both cities can join in less than 120 minutes. The investment should be reflected in “more services, less time, more users, more territorial structure and flexibility of exploitation, according to Puente’s own words. For this, the construction of two new stations will be key, which will also be the key to introducing two new variants at the entrance to both cities. Parla. It would become the reference for the municipalities in the south of Madrid. And the construction of a large caliber station in the southern zone would not only impact the more than 130,000 residents of the municipality. The key is in everything that is nearby: Getafe, Leganés, Fuenlabrada or Pinto. Alcorcón and Móstoles are further away but there are connections with Cercanías. From Transport they say that Parla has “an area of ​​influence of more than 1.26 million inhabitants and in which, within a range of 15 minutes, 4.7 million people would have access and in less than 1 hour, about 6 million potential users.” In these moments, and if no delays or breakdowns occurthe connection between the Parla and Atocha Cercanías stations is covered in 29 minutes. And it takes 33 minutes to get to Sol station, in the heart of Madrid. Decongest. It is the last objective of the new station. If built, the idea is to offer an alternative to intern services. That is, those who travel from Barcelona to Seville directly. These trains would need less time to travel the distance since they would travel fewer kilometers and could travel faster as they would not have to deal with speed reductions at the entrance to the city and passing through Atocha. Besides, Puente pointed out in his speech that with this new station the station can be used as an intermediate stop on the Madrid-Seville and Madrid-Levante services (its neighbors would not have to go to the center of the capital to return back having boarded the high-speed train) and it can serve as an alternative station in case of incidents. Right now, Transport assures, 250 trains circulate through Madrid or its surroundings. With this variant an alternative would be created to the high-speed route already existing between Madrid and Andalusia or Levante. In addition, it would improve the service for the increase in traffic expected with the improvements in the Extremadura corridor. Parla, you are not alone. Parla’s action, as we said, is not the only one that Transport plans to reduce the time between Madrid and Barcelona. With the same arguments, the idea is to create a new station near Barcelonaspecifically in El Prat de Llobregat. The idea is that this new station would allow the Madrid-Barcelona-French border high-speed train to connect with the Josep Tarradellas Barcelona-El Prat airport. Regional trains would also stop at this station through the corresponding adaptation of the lines. The other action in Catalonia involves linking the Lleida-Pirineus station with Barcelona with a new line that would enter the city through La Sagrera, north of Barcelona. In this way, trains would not necessarily have to pass through Camp de Tarragona, freeing up part of the traffic that already circulates there and, therefore, offering a new variant to Barcelona very similar to that of Parla in Madrid. Many trains, little investment. Although the study of these actions has raised some controversy when it is understood that other Spanish roads still need significant improvement to lighten travel times, the truth is that investment in Adif’s infrastructure has been requested for a long time. It must be taken into account that both alternatives in large cities, and especially south of Madrid, represent a good escape route to decentralize the network. The arrival of Ouigo and Iryo has exponentially increased the number of trains on the tracks but they face the problem of Adif has not invested enough money to absorb traffic. own Puente assured last August that “6 trains circulated per day on the Madrid-Seville line, in each direction. Today, 289 trains circulated at the Torrejón de Velasco point on the Madrid-Seville high-speed line (…) When there is an incident you have 25 trains in both directions within a radius of one hour.” Photo | Smiley.toerist and Google Maps In Xataka | A Spain literally at two speeds: while the Madrid-Barcelona AVE goes at 350 km/h, the rest of the network languishes

A very high percentage of fines that are used in Madrid for the Zbe end up annulled: two reasons explain it

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The courts 558 sanctions have lying imposed by the Madrid City Council in its low -broadcast areas. The figure represents 97% success in the judicial resources presented by conductors through the platform provided by the dove. Since the Justice of Madrid annulled several of the articles From the Sustainable Mobility Ordinance in 2024, the legality of the Fines System of the Zbe of the capital is questioned. Judicial failure. Only in 2025, the Consistory has accumulated 383 unfavorable sentencesof which 224 included condemnation in procedural coasts, which represents almost 60% of cases. Of all cancellations, 60% corresponds to the Centro District ZBE, 25% to Madrid Zbe and 15% to Elliptical Plaza. Each of these sanctions has a minimum amount of 200 euros. Two reasons. Courts support their decisions on two legal pillars. First, the City Council does not comply with article 242 of the Sustainable Mobility Ordinance, which requires “documenting the installation of visible informative posters that warn about the collection of data or images for access control.” In no case, the Consistory has been able to demonstrate the existence of such regulatory signage, which has caused the cancellation of sanctions. The cancellation of the legal framework. THE SECOND Pilar: The Superior Court of Justice of Madrid annulled The part of the Mobility Ordinance relative to the ZBE, leaving without legal base all the sanctions issued under that regulatory framework. This nullity assumes that the fines lack legal basis by being supported by a regulation canceled by the courts. Despite this, the Madrid City Council He has resorted This decision and continues to sanction. A fundamental fund machine. Madrid foresee Collect this year more than 208 million euros in traffic fines, of which approximately 110 million come from the ZBE. This means that more than half of the proceeds in fines by the Madrid town hall comes from the sanctions in these areas. The figure makes Madrid the Spanish city that enters the most for this concept, raising 3.5 times more That Barcelona, ​​the second on the list. Of the ten cities with the largest population in Spain, Madrid is the most fine. “I despise for legality.” Pedro Javaloyes, Dvuelta spokesman, affirms that this implies “the contempt for the legality and rights of citizens by the Consistory.” “The courts are stopping the city council systematically for the massive and unjustified use of Zbe fines,” he adds. “Not only is there a normative abuse: there is a clear collection intention, at the expense of the drivers, that justice is dismantling sentence.” It is worth resorting to fines. Resorting to these sanctions is becoming what Javaloyes define as “a civic reaction” that “balances the balance between an administration that tends to turn the fine into a collection instrument and a citizen who, otherwise, would be helpless,” he said. For its part, the Madrid town hall assures that Zbe are necessary to meet the air quality objectives. Also remember that the cancellation of the TSJM It is appealedso until the Supreme Court does not apply any other action, the fines will continue. Cover image | Madrid newspaper In Xataka | 2025 is being a relief for the sale of electric cars in Europe. For everyone, except for Tesla

We have been submerged in “High Protein” food fever. Science has enough doubts that it is useful

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In a quick visit to the supermarket, it is observed how the shelves no longer compete in flavors, compete in promises: High Protein, extra protein, muscle. We see it in yogurts, breads, tuna and even water, under the promise of the protein. Today we are immersed in the Era of chic proteinwhich turned an essential nutrient into an aspirational banner that jumped from the gym to the purchase cart. However, meanwhile container and slogans emerges the question that many ask ourselves: do we really need so much protein? No more is better. To begin with, protein matters, since it participates in the construction and repair of tissues, immunity and hormonal regulation, among other functions, as explained in the MedlinePlus Medical Portal. In addition, it has a satiating effect, which helps control intake, provided it does not derive in hyperproteic diets, Andrea Jarque nutritionist warns. However, to understand the jump to the shelves of the supermarket responds rather to a market logic. The industry, As always happenshe detected a “reef” in the protein claim and extended it from the cultural niche to the general public, with visual codes and messages that They associate protein By force, aesthetics and performance. Do we need “more protein”? It all depends on the person, but there is something in which almost all coincide Clinical guides: The reference figures change little. In an average and sedentary adult, the daily recommendation is around 0.8 grams of protein per kilo of body weight per day. From the age of 40 or 50 – and especially in menopause – it is convenient to slightly raise the intake up to 1 and 1.2 grams per kilo. In other words, a 70 kilos person would need between 70 and 84 grams of daily protein to curb the loss of muscle associated with age: Sarcopenia. Athletes play in another league. Those who train strength or practice resistance regularly may need more: between 1.2 and 1.7 grams per kilo. Above 2 grams per kilo, the benefits are more than doubtful and, in predisposed people, problems could even appear, as they warn in May Clinic. In practice, most arrive – or even pass – from those amounts. In Spain it is not different: meat intake It is still very high. Hence the nutritionist Jorge Jaldón summarize it with irony in the zero habit podcast: “Shortly after breakfasts, lunch and cenes, you have plenty of protein.” Its example is clear: an egg (6 grams of protein), 100 grams of chicken (22 grams) and a plate of lentils (15–18 grams) are enough to meet the needs of an adult in one day. In other words, a combined dish already covers what many are looking for in a container with the High Protein label. Deficit and excess, the two faces. The shortcomings are unusual in the general population. They appear in cases of aggressive caloric restriction, eating disorders either use of slimming drugs that lead meals. Alert signals They are clear: Little satiety between meals and worse recovery after exercise or disease. At the opposite end, the body does not store protein. Once the needs are covered, the excess is used as energy or becomes fat. “The muscle is built by strength training, not the shake”, Clinic point out in May. In the long term, the effect of excessive chronic intake It is a reason for debate. Specialists from the Spanish Society of Endocrinology and Nutrition (SEEN) They advise caution in people with kidney or liver disease. And what happens to supplements? And this is where the great parallel industry appears. It is not the same to train strength than to lead a sedentary life. Protein supplements can be useful in specific situations: greater with chewing problems, clinical contexts, recovery after training or simply by logistics. Three nutritionists They coincided in a report of this house: They are a tool, not universal shortcut. The Basic Council: Check labels. A good product should provide at least 70–80% real protein by ration, low in sugars, with few additives and reliable brand. And it should not forget the obvious: a shake also adds calories. In addition, many of these products cost more than their equivalent in real food. As some experts ironize, a surcharge is often paid so they already provide lentils or egg. The boom of the plant protein. The other great change is of origin. For decades the recommendation was to replace red meat with chicken or fish. Today the focus is in legumes, nuts, tofu or quinoa. A meta -analysis Confirm that following The so -called Planetary Health Diet (rich in plant proteins) is associated with 21% less mortality and lower carbon footprint. “The more the dish looked like this diet, the lower the risk of dying and the environmental impact,” summarizes the study. Along the same lines, vegetable proteins are also beginning to prioritize food guides, As Stanford professor, Christopher Gardner details: “The beans, peas and lentils would head the list.” Now, the vegetable protein has less bioavailability. “Those who follow exclusively vegetable diets need more quantity and combine different sources,” Remember dietitian Marie Spano. Despite this, as Isabel Martorell, dietitian-nutritionist of Nootric: “No deficits have been observed in vegans with well -planned diets.” Here enters a key concept, that of the Package protein, Popularized by Harvard: The important thing is not only the protein, but the set of nutrients that accompany it. It is not the same to obtain it from a fillet with saturated fats than from a dish of chickpeas with fiber, minerals and antioxidants. Beyond fashion. The evidence points to a simple route (and less expensive): it distributes the protein of the day, prioritizes quality sources – better if they are vegetables -, trains strength and distrust of the Atheat powder. The muscle is built by the gym and constancy. The rest is noise and labels. Image | Pexels Xataka | The greatest study on sustainable food confirms it: the vegetable protein wins the game

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