label

Madrid was going to ban cars without a label forever. Now they will be able to circulate (almost) always

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After two years extending a measure that had been scheduled for 2022, the Madrid City Council has confirmed that cars without a label that pay their taxes in the city will be able to circulate throughout (almost) the entire city. In these moments, They can do it under certain conditions but it is nothing more than an extension in the application of a measure that should have been activated in 2024. Now they want this to be forever. What has happened? Borja Carabante, head of the mobility area of ​​the Madrid City Council, has confirmed that the city will allow cars without a label to circulate in the city. In a press release that can be read at Europa Pressthe Popular Group of Madrid points out that the measure has to be approved with a modification of the Mobility Ordinance in which an amendment from this political group will be included. The modification has to be supported by more political groups but Vox’s support seems guaranteed. With this change, cars without a label that pay the circulation tax in the city will be able to move without restrictions except in the special protection zones, applied in Plaza Elíptica and the most central part of the city, what was once Madrid Central. But does this already apply? Yes and no. Right now, cars without a label cannot circulate in Madrid unless they are registered and pay their taxes in the city. Since 2024, cameras monitor all entrances to the city and only cars with DGT A badges (without label) those who pay the tax in Madrid can circulate. This measure should have been extended to all vehicles, without exception, without DGT labeling in 2024. That is, regardless of where their owners lived or where taxes were paid, these cars would be prohibited from circulating. What we want now is to give them free rein without the need for extensions. Extensions? Yes, extensions. December 12, 2024the Madrid City Council confirmed that the total ban on cars without a label was not going to apply. He then assured that the measure had a great impact on citizens and that since the air quality limits had been met, one more year unlabeled cars could circulate in Madrid as long as they paid their taxes in the capital. Therefore, in 2025 there was a free pass for these cars and 2026 should be the year in which the ban was confirmed. But as happened last year, On December 11, 2025, the message was repeated: Cars without a label will be able to circulate for another year. This time, however, it was pointed out that the impact of these cars was minimal because they were only counted about 14,000 vehicles who found themselves in this situation. From 1.2 million to a few. The controversy over the extensions has flown over the months of December 2024 and 2025. In August 2024, Associated European Motorists (AEA) had been warning that the measure left 1.2 million cars outside the city. As we tell you in Xatakathe figure was inaccurate and was due to errors in the vehicle count. In reality, we were talking about 246,000 cars. Last year, the doubt was raised again in the last days of the year and on December 11 it was confirmed: a new extension until 2026. This time the excuse was that the affected cars had a minimal impact on the city’s air quality. Now the mobility area amounts to just over 11,000 cars those that do not have a DGT label. This means that, in anticipation of the ban, tens of thousands of drivers had sold their cars to get one with at least a B label. Those same drivers have seen that those who did not sell and keep the car have ended up getting away with it. a detail. That is, if you want driving around Madrid with a car without a labelright now you can if the car pays its taxes in Madrid. But, yes, it has to be in your name and you must pay this tax in the city from 2022, an exceptional measure that was included so that thousands of drivers did not register their car in the city and circulated normally despite living outside of it. In the press release sent by the city’s mobility area this detail is not mentioned. In Xataka We have tried to contact this working group to confirm whether this restriction will remain in place or not but, at the time of writing, we have not received a response. Yes, but. In addition, there are two other vicissitudes to take into account. The first is that the information sent states that vehicles without a label will only be able to park in the regulated parking zones (Zona SER) of the neighborhoods where their owner lives. Therefore, if you want to travel to another neighborhood with Zona SER you will have to park in a public or private parking lot but off the streets. The other detail to take into account is that the passage will be allowed as long as the stations that monitor air quality levels do not exceed the maximum allowed of 40 micrograms per cubic meter of NOx that would activate the anti-pollution protocol that begins to restrict the circulation of vehicles and that with Manuela Carmena at the helm came to limit circulation by license plate number. Madrid has been complying with the established air quality limits for four years and with Martínez-Almeida at the helm, this protocol has never been activated, so its activation, if it occurs, would be exceptional. Photo | NuKi Chikhladze and Quique Olivar In Xataka | The icing on the cake for Madrid’s works: the city has become a gymkhana of reforms, cuts and annoyances

Mercadona and the white label had been setting the course for supermarkets in Spain for years. Until the “ultra low cost” arrived

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When we Spaniards go out shopping we value above all two factors. The first, proximity. The second, the price. Even above the quality. It is not at all surprising if we take into account that we come from a inflationary crisis and there are items of common consumption (cocoa, coffee either eggs) who have experienced a real storm in recent months. The chains know how much they are risking with each euro and have acted accordingly. For example with a bet on the white label that has been especially good to Mercadona. There is, however, another strategy that has been gradually making its way into the world. retail Spanish, one also focused on prices, but that does not rely on white label or short assortment: supermarkets “ultra low cost“. “Ultra low cost“? Exact. It sounds somewhat far-fetched (almost, almost cacophonous) but that is the label that best defines certain supermarket chains that have focused their strategy basically on product discounts. double digit. After years of inflation and with costs becoming a decisive factor When families decide where to shop, most chains try (to a greater or lesser extent) to be competitive in prices. In fact in the rankings Cheaper stores usually include brands such as Alcampo, Family Cash or Aldi. In the case of super “ultra low cost“The price is, however, more than just a front on which to compete. It represents the great differentiating factor. And it is to such an extent that it conditions the approach, the offer and the way the chain operates. In a recent article, Five Days reviewed the billing data of two relatively young firms that fit this pattern: Sqrups and Primaprix. What differentiates them? That in a sector (that of supermarkets) in which it seemed that everything had been said, with Mercadona expanding your domain and the white label gaining market sharethe “ultra” chains low cost“have found an alternative path of growth. Their strategy involves offering items from recognized brands (nothing from Hacendado, Deliplus, Auchan or similar), but with surprisingly low prices. As an example, Sqrups boasts of offering its customers “significant discounts” that move between 30 and 80%. How do they work the miracle? With your business model. More like its supply model. Unlike most supermarket chains, they supply surpluses that are left ‘off the hook’ or have no place on the shelves of companies such as Carrefour, Eroski, Mercadona or Hipercor, among others. These are surplus stocks, items that do not quite work, merchandise that has been left out of the circuit due to a change in packaging or not meeting presentation standards… In short, items in good condition that manufacturers need to liquidate and cannot (or want) to distribute through ‘conventional’ chains. Their destination ends up being Sgrups or Primaprix, where they add to a catalog marked by rotation, speed and discounts. But… How do they do it? “Large international brands usually have surplus stocks in their warehouses, left over from promotions (Christmas, summer, events…), from new launches or simply products with a much lower price in one country than in another. At Primaprix we travel throughout Europe hunting for these opportunities,” details the companywho remembers that he opened his first store in Madrid in 2015 and in just ten years he has built a network of 260. Sgrups’ explanation is similar. “We recover products that, under normal conditions, distribution throws away,” clarifies its general directorRaúl Espinosa, who boasts that thanks to its discounts the chain sells products with prices much lower (50-80%) than those on the market. The company ensures that its assortment comes from three sources: “production surpluses, image changes and quality control.” It also incorporates “short-dated” products. “In the last year we have rescued more than 26 million products, preventing them from being destroyed and giving them a second chance for consumption,” the company specifiesborn ago just over a decade and that works with food, but also drugstores, stationery and hygiene items. The big question: why? Because this formula has allowed them to connect with a part of the market and expand in a sector, that of retail Spanish, in which a small number of brands have been expanding their dominance. “Companies like Sqrups or Primaprix break the differentiation with the rest of the operators thanks to this supply model,” explains to Five Days Javier Pérez de Leza, good knowledge of the sector. “Mercadona, Lidl or Aldi have dedicated themselves to a type of discount that leaves room below, because the price trend is upward. You can be much cheaper than all of them, although with risks.” What risks? One (fundamental) is the pressure that operators in the sector can exert to reduce the surpluses that these chains feed on, although it is not the only limit that the model of companies like Primaprix faces. Relying on stocks makes it very difficult to guarantee the continuity of an ever-changing assortment. Furthermore, the fact that customers encounter different products every so often may increase their interest in visiting stores but also complicates such basic issues as logistics. What do your accounts say? That neither of the two chains are doing badly at all. Primaprix data we know them also thanks to Five Dayswhich a few days ago revealed that during the 2024 financial year the company had a turnover of 347 million euros. Maybe it’s far from billions from Mercadona, but it represents a year-on-year growth of 24%. If we look further back, the company’s sales quadrupled between 2020 and 2024, a period during which it went from managing 110 stores to 245. Now it is on its way to 300 establishments. The key: your business modelwhich is nourished by the surpluses accumulated in the warehouses of large manufacturers. Your catalog is completed with purchases you make in other countries, looking at prices, discarded items despite being completely suitable for consumption, or products that will expire soon. A bet not very different from what fashion or furniture outlets have been making for years. They are merchandise (many … Read more

In Spain to talk about “white label” is to talk about the Valencian chain

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In Spain, buying in the supermarket is equivalent (increasingly) to buy white label. And buying white label means (also increasingly) doing so at Mercadona. That is the conclusion left by the latest studies on the sector and that basically ratify the double trend that has been marking the sector for years. retail homeland First, the unstoppable advance of the Valencian chain. Second, how the distribution brand has become a pillar of baskets of the purchase. Both trends complement each other and have allowed Juan Roig’s company to achieve a milestone in the sector: hoarding half the business of the white label. A percentage: 50.4%. The news the newspaper has advanced it theEconomist. Mercadona said goodbye to 2025, reaching a key milestone: it already covers more than half of the market share in the distribution brand business. To be more precise, your ‘footprint’ on the lucrative (and growing) The private label business grew several tenths last year to stand at 50.4%. The data is based on a study by the consulting firm Worldpanel by Numerator and confirms that Juan Roig’s firm has not yet found a ceiling in its struggle to dominate one of the businesses. juicier for supermarkets: the sale of their brands, such as Hacendado (Mercadona) or Auchan in the case of Alcampo. Market share on private labels (2025) Mercadona 50.4% Lidl 13.1% Carrefour 8.2% Day 5.9% Eroski 3.1% Alcampo 1.8% Others 14.3% What exactly does that mean? theEconomist assures that 50.4% corresponds to Mercadona’s “quota” on the total value of the distribution brands. Even if the data refers only to food, leaving aside other sections of mass consumption, it would represent an astonishing percentage. It means that a little more than half of the money we spend on the white brands that fill our refrigerators and shelves come from Mercadona. Growing… and with ample advantage. That 50.4% is not the only striking percentage in the Worldpanel study. There are two others just as curious. The most surprising is the one that reveals the considerable advantage that Mercadona has over its direct rivals. The second chain with the largest market share in the private label business is Lidl, with ‘barely’ 13.1% of the pie. It is followed in third place by Carrefour (8.2%), Dia (5.9%), Aldi (3.3%) and Eroski (3.1%). In addition to consolidating itself in first place, the Valencian chain has managed to expand its footprint: in 2024 that same share was 50.2%, two tenths below what it registered in 2025. Lidl and Aldi grew at the same rate and Dia expanded its total share from 5.5 to 5.9%. Carrefor stepped back slightly. Other percentage: 46.6%. That Mercadona has taken half of the market share is curious, but the data would not go beyond a simple statistical curiosity if the general market for private labels was shrinking in Spain. He Worldpanel study by Numerator reveals that this is not the case. On the contrary. We Spaniards buy more and more items from Hacendado, Auchan, Seleqtia and the rest of the brands directly linked to supermarkets, which are gradually imposing themselves on the pulse that they have had for years with the brands associated with large manufacturers outside the distribution channel. If in 2021 the private label had a market share (in terms of value) of 35.8%, in 2023 it already exceeded 40% and last year it stood at 46.6%. Why’s that? The million dollar question. And there is no simple answer. The expansion of white label in Spain probably responds to a combination of factors, including its lower cost (often the chains themselves they favor them on its linear lines) and the makeover that they have experienced in the Spanish market. In a short time, the distributor’s brand has managed to shake off the stigmas that associated it with the idea of ​​’cheap’, ‘mediocre’ and ‘doubtful quality’ to compete face to face with large brands from external manufacturers. A perfect symbiosis. That the white label is becoming so strong in Mercadona or Lidl is not a coincidence either. Both commercial chains are (along with Aldi and Dia) the ones that have opted the most for this type of products. another study from Wordlpanel reveals that last year Mercadona’s white brands (with Hacendado at the helm) represented 77.8% of all its sales. At Aldi that percentage was 74.5%, and at Dia it was 65.1%. Lidl dominates, with 80.7%. Many of these companies fit into what is called ‘short assortment chains’supermarkets with a limited selection of products and a clear commitment to their own genre. The customer has fewer options when choosing (there are not dozens of brands of oil, just one or two), but in exchange their experience is simplified and, above all, they can benefit in price. The formula works so well that (coincidentally or not) Mercadona, Lidl and Aldi are precisely the chains that more have been expanding its influence on the market. Image | M. Peinado (Flickr) In Xataka | The white label has been conquering supermarkets for years. It has done so well that it is now the pillar of the Spanish diet

a “Made in Europe” label to park wherever you want

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Paris is the most striking case because it has taken it to the extreme. The city has a very simple system to reduce the volume of cars on its most central streets: that you pay 18 euros to leave the car on the street. It doesn’t matter if it is electric or combustion, the intention is to punish parking to reduce car trips. The fee is paid by weight of the vehicle, so SUVs are the most punished. The Parisian idea has been replicated in Spain in one way or another. In Madrid, for example, parking a car in its most central streets has a price if it is labeled B or C: 200 euros fine. And the capital does allow access to the streets that previously formed Madrid Central but it is mandatory that, with these labels, the car passes through a parking lot. If you park on the street, the fine is guaranteed because access is controlled by cameras that exchange data with the parking lots. And it is not the only city that chooses this way of acting. Most of the information that suggests that cars with a B label cannot circulate in the center of a good handful of Spanish cities hides in its headline that yes they can do it as long as they park in a parking lot. The streets of the cities have ended up becoming on the battlefield of mobility. Forced by the States or by their own decision, large cities are trying to reduce the passage of vehicles and deliberately eliminate parking spacesthey roll out the red carpet for shared vehicles or widen sidewalks to absorb the flow of their citizens but also the massive arrival of tourists. Given this situation, the European Union has found an argument for citizens to switch to electric cars. Yeah one of the great attractions of the motorcycle is to reach our destination door to door, European politicians want to propose something equally attractive for cars. Cars, microcars or the luck of kei cars to the European one that wants to move forward to fight with smaller Chinese electric cars, cheaper than European ones. Free way to park According to Financial Timesone of the incentives that the European Commission is preparing for the creation of this new category of vehicles is, precisely, that its owner does not face any restrictions of any kind when parking. The measure would be just one more incentive for the purchase of a car that would also come with regulatory facilities under its arm, both for the customer and the manufacturer. As we have explained previously, the European Commission wants to put on the table a vehicle that straddles the heavy quadricycle and tourism. An alternative with contained dimensions, electric and that would receive a sticker made in Europe as long as most of its production was local. Europe is trying to improve the competitiveness of its vehicles and position a type of car that would require manufacturing on European soil. Manufacturers would benefit because they would have to meet lower standards. For example, security facilities have been targeted. Although everything remains to be confirmed, it seems that the initial idea is that they are cars that are below 4.1 meters long and a contained price, according to Coach. With current knowledge of batteries, this leaves us with cars with very small electrical energy accumulators because the battery is still the main cost of vehicles. Especially the smaller the car. Thus, we can expect vehicles designed by and for the urban environment where excursions outside the ring roads of a city are very unattractive. That’s why has signed up so that these cars did not have to comply with obligations such as the lane departure warning system, now mandatory in all new cars. Raising your hand with those obligations (in whole or in part) would help the manufacturer position the car at a more competitive and attractive price. This last part is essential for the customer since the cost of acquisition and maintenance can be a huge barrier when buying a car of little use on the open road. To make the latter more attractive, the intention is indicated from Financial Timesis to offer tax facilities to the client, rewarding those who opt for this type of car. Those tax facilities that are already present for some electric cars (such as exemptions on registration or circulation tax) would be added to being able to park anywhere in the city for free. The new regulation, therefore, would buy a good part of what Japan already offers with its kei car. These cars cannot exceed 3.48 meters in length and 1.48 meters in height. Furthermore, the engine cannot exceed 660 cc either. This category is a success because in Japan there are cities where it is mandatory to have a parking space to buy a car, given the lack of space. However, the kei car do not adhere to this standard. But, above all, they succeed in Japan because there rational purchasing is well regarded. With those dimensions and that engine, the vehicle is perfectly functional on a daily basis and even allows short getaways as long as the customer accepts some discomfort. The success is such that it even has its own proposal for kei cars sports. Whether Europe will be able to replicate the Japanese model with this new category, so particular due to its own restrictions and philosophy of life, is something that only time will tell. Photo | Dacia and Kadir Celep In Xataka | Europe is eager for cheap electric cars. Europe’s solution: copy Japan

Madrid had a plan to put all cars without a DGT label off the road in 2026. It has changed its mind

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In 2024 it was December 12. In 2025 it was December 11. 20 days after all cars without a label were prohibited from entering the city of Madrid, the capital’s City Council has once again confirmed that those who are registered in Madrid will be able to continue driving for another year. That is to say, like last yearwith less than three weeks left before the ban would exclude unlabeled cars registered in Madrid and those registered outside the city, the City Council has extended the extension that will allow them to continue circulating. So, who can and cannot circulate in Madrid? What does the great ZBE that is now Madrid look like? In September 2024, a figure began to move: 1.2 million cars circulating in Madrid were going to be left out if the ban on any car without an environmental label circulating in the capital was activated, as planned, in 2025. This figure was, as we contrast in Xatakafalse. Or inaccurate, at least. In reality, the Madrid City Council estimated that there were 246,000 vehicles that were going to be left out of circulation in the city. This year, The figure that had moved was 300,000 cars which does not seem real because it would imply that the vehicle fleet of gasoline with more than 25 years and diesel with more than 19 years has grown in the city in the last year. In fact, Borja Caravante, delegate of Urban Planning, Environment and Mobility, has assured that prohibiting the circulation of cars without environmental label of registered in Madrid would only affect about 14,000 or 15,000 vehicles, according to words collected by The Country. The Madrid City Council alleges, therefore, that the measure would have a “low impact” and that they therefore prefer to extend the exception to the rule. Whatever the vehicles may be, the truth is that if the ban were applied, no car without a label could circulate in the capital, regardless of whether or not the car is registered in the city. And the thing is, right now, the only cars without a label that can circulate in Madrid are those registered in the city. That is, it is not enough to reside in the capital, it is necessary that the car be registered in the city. If not, there is no possibility of moving with a car without a label except for few exceptions, such as going to a hotel in the city. In summary, right now there are two possibilities for cars without a label and they will remain active next year: If the car is registered in Madrid: it can circulate If the car is not registered in Madrid: it cannot circulate In addition, it must be taken into account that cars without a label (whether or not they are registered in the capital) cannot enter the Central District Special Protection Low Emission Zone (what was previously Central Madrid). Only cars with an environmental label can enter this space. Of these, in addition, the B and C labels have the obligation to park in a parking lot, so only the ECO and Zero emissions vehicles have total freedom of movement. If you want to know more details, in this Guide to know if your car will be able to circulate through the Madrid ZBE in 2026 We clarify all these concepts. Photo | Jordi Moncasi and NuKi Chikhladze In Xataka | The intrigue of cars with the DGT B label: what we know about whether or not they will be able to enter large cities

Mercadona has found a vein to grow beyond its white label and prepared food: tourism

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Hotels, restaurants, agencies, guides… When you think about those who are making a fortune with the tourist boom In Spain, the mind goes directly to the hospitality industry and related businesses, such as holiday apartments. There are, however, other sectors in which the flow of visitors is felt with similar force, such as commerce or food. They show it with astonishing clarity the data from one of the firms most relevant of the retail national, Mercadona. In their stores, tourists represent such an important business niche that this year they will leave 1.8 billion of euros and will account for 4.5% of gross sales. One figure: 126.3 billion. That tourism is a huge business is nothing new. The INE estimates that last year the accumulated spending of foreign visitors in Spain was close to 126.3 billion euros16.1% more than in 2023. And everything indicates that this progression will be maintained in 2025. First, because the flow of travelers keeps growing at a good pace. Second, because this greater influx comes accompanied by an increase of spending: between January and October of this year alone, tourists spent around 118.6 billion eurosa figure that takes into account international tourism. A percentage: 4.5%. The increase in tourists is felt in vacation rentals, restaurants, hotels… and the accounts of one of the large Spanish retail chains, Mercadona. Yesterday Expansion public an article which shows how the footprint of foreign visitors in the Valencian chain has not stopped growing in recent years, both in net terms (millions invoiced) and in the weight that these incomes have in the company’s accounts. If in 2021 Juan Roig’s chain earned 750 million euros thanks to sales to tourists, which represented 2.7% of gross income that year, in 2025 the picture is very different. If Mercadona’s forecasts are met, 2025 will close with a sales volume to tourists of 1.8 billion euros, which will increase its contribution to the company’s total gross turnover to 4.5%. The data They are calculated thanks to purchases paid with foreign cards and are interesting because they show a sustained progression during the five-year period. One year: 2021. The last five years have been anything but boring in the tourism sector, which has gone from suffering the hangover of the pandemic to achieving record results. The INE tables show that in 2021 Spain received 31.2 million foreign tourists, 71.6 in 2022, 85.2 in 2023 and 93.7 in 2024. This year in October it already exceeded the 85 million. This rise has been even an increase in tourist spending: 34.9 billion in 2021 to 126,100 in 2024. All this data seems to have been clearly reflected in Mercadona’s accounts. According to the information to which you have had access ExpansionIn 2021, tourists left 750 million in the chain’s stores, which represented 2.7% of its total gross income. In 2022 these values ​​were already at 1,060 and 3.4%, respectively; In 2023 they amounted to 1,340 and 3.8% and in 2024 they reached 1,550 and 4%. If the forecasts are right, this year will close with sales to tourists worth 1.8 billion euros, 4.5% of gross sales. One question: Was it expected? Yes. And not only because of the increase in tourism, which translates into a greater number of potential foreign buyers. The supermarket employers’ association, AEDAS, calculate that in the most touristy areas these represent around 18% of the total consumers. And if Mercadona stands out for something, it is for its extensive presence in Spanish territory, with more than 1,600 stores spread throughout Spain and a wide presence in the Valencian Community. In fact, at a general level it is estimated that its market share in the sector it’s already around 30% (a high percentage that even exceeds some regions), far above the rest of its competitors. Images | Pedro López (Flickr) and Mercadona Via | Expansion In Xataka | Action supermarkets have gone from being unknown to conquering half of Europe. In Spain they will not have it easy

For years the white label was the ugly duckling of the super Spanish. Now it is slowly eating up the market

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The white marks continue to get stronger in the retail Spanish. And clearly, with resounding growth both in the ‘short assortment’ chains that have traditionally opted for them (Mercadona, Lidl or Aldi) and among others that have chosen to adapt their offer and give them greater prominence, in the case of Alcampo, Eroski or Carrefour. The trend as such has been seen since some time agobut the latest data published by Worlpanel by Numerator (advanced today by elEconomista.es) are especially forceful. What does the data say? That in recent years the weight of its own brands has clearly grown in the country’s main supermarkets, including Mercadona, the chain that owns higher quota of market in the sector. If in 2023 Mercadona’s white brands (with Hacendado at the head) represented 72.9% of its sales, the latest data from Worldpanel show that this percentage now stands at 77.8%. It is a high figure, but not the highest in the sector. It is surpassed by Lidl, where private labels account for 80.7% of sales. In your case, yes, a slight drop has been recorded: the percentage improves on that of 2023 (79.7%), but reveals a slight decline when compared to that of 2024. Chain % of white label sales 2023 % of white label sales 2024 % of white label sales 2025 Lidl 79.7% 81.9% 89.7% Mercadona 72.9% 74.5% 77.8% aldi 68.8% 69.1% 74.5% Day 54.2% 56.3% 65.1% consumption 33% 35.9% 37.4% Carrefour 29.3% 31.4% 33.3% Eroski 25.6% 28.4% 31.2% Alcampo 21.5% 24.3% 23.8% And the rest of the chains? They have also seen the white label imprint grow. Let’s see. In Aldi it has gone from 68.8% in 2023 to the current 74.5%, in Dia from 54.2% to 65.1%, in Consum from 33% to 37.4%, in Carrefour from 29.3% to 33.3%, in Eroski from 25.6% to 31.2% and in Alcampo from 21.5% to 23.8%. Its quota has not only expanded, it has also done so in a practically sustained manner. The only chains that have recorded a decline or stagnation between 2024 and 2025 are Lidl and Alcampo. The latter is also the only one that remains below 25%. Is there data from the entire sector? Yes. The latest data from Worldpannel by Numerator allows us to go into detail about the main chains, but the picture is not very different if we analyze the sector as a whole. another report Recent research by the consulting firm NIQ shows that, if we talk about food, the market share of distribution brands is around 54%. That was the data at least for September. That of the annual accumulated (first nine months of the year) marks 53.5%. The percentage is interesting because it shows a clear growth trend and is at values ​​never seen before. What is the reason? As is usually the case, the rise in private labels does not respond to a single factor. Multiple causes come into play, although there are two particularly interesting ones. The first is the growth of those known as short assortment chainssupermarkets with a limited selection of products and a strong commitment to their own items. The clearest example is Mercadona, which has managed to achieve a market share of more than 27%but there are others, such as Lidl or Aldi, which according to Worldpanel bring together a 6.9% and 1.9% of quota. And the other reason? The commercial strategy. Supermarkets have been laying the groundwork for years to promote their brands. This is what I suggested in 2024 a Kantar study. Their data must be handled with caution because they are presented by Promarca, a representative of manufacturers and therefore an interested party, but they are curious: according to the report, between 2018 and 2023 the supply of private label products increased by 13% on shelves while that of external items decreased by 23%. That is the general data, if we go down to detail and analyze chain by chain, noticeable variations are observed. In the case of Mercadona for example the study reveals that the presence of manufacturer brands was reduced by 45% in just five years. In the case of Dia the collapse was 42% and in that of Eroski it was almost 31%. An analysis by Kantar and The Battle Group also shows that this loss of footprint was accompanied by an increase in rates: third-party items are sold at prices between 5 and 160% higher than those of private labels. Are there more factors at play? Yes, there are. The prices, the offer and especially a cultural change which has favored private label brands, stripping them of the stigma that weighed on them for years. Mercadona once again sets a good example: Hacendado competes with premium brands and has some products that customers demand, prioritizing even other brands. The big question is how far brands like Hacendado, Auchan or Seleqtia (to name three examples) will be able to expand their share, as they find it very difficult to compete in certain niches in which traditional brands succeed. It is something that Worldpanel already warned about in one of your latest reportsin which he pointed out a certain “slowdown” in the growth of the value share of own brands. Images | Eroski Group (Flickr) Via | elEconomista.es In Xataka | Action supermarkets have gone from being unknown to conquering half of Europe. In Spain they will not have it easy

Now it is a label that worries the West

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I propose a mental exercise: close your eyes for a moment and try to remember what perception you had of most of the Chinese products a decade ago. With a few exceptions, you probably associated them with cheaper and lower quality alternatives than their Western equivalents. We talk about everything: from smartphones to cars. But something changed during this time. The Asian giant has completely transformed its role in the global economy, causing a real earthquake in multiple industries. Today, consumers—people like you or me—already have a very different perception when we see a label that says “Made in China.” And the question is inevitable: how did they achieve it? How China is moving from assembly to the forefront On the YouTube channel where formats such as 24/7the series Domotize or die trying and Science and Apartwe launch a new Xataka Presents dedicated precisely to understanding that transformation. Ana Boria invites us to look beyond the headlines to discover how China went from being the world’s factory to becoming a true technological benchmark. “The tension between the US and China for more than five years is due to a very obvious purpose: these two countries are disputing for world supremacy, and it is no secret,” explains our colleague. He also remembers how, in recent years, the administration of an American president recognized something that few in his country wanted to hear. With its Made in China 2025 plan, the country set an ambitious roadmap to lead in a wide range of strategic sectors. Some of them are obvious, such as the automotive industry. “It manufactures 57% of electric car batteries of the world,” says Ana, who goes into detail about why controlling the battery ecosystem It is key to understanding the rise of BYD, OMODA or JAECOO. But the list does not end there. “China controls 90% of the world market for drones, both those used to record professional video, as well as those used for agriculture or security.” DJI, its flagship manufacturer, has also become a reference brand among content creators thanks to its cameras and microphones. “China controls 90% of the global drone market.” The industrial muscle of the country led by Xi Jinping even extends to rail transport —where it dominates with the largest high-speed network in the world— and materials, with examples as relevant as graphene. “Furthermore, they consider it strategicso they invest millions in research for applications in medicine, energy and electronics. The result is that they control 83% of the market in Asia and the Pacific.” Ana also reviews the reaction of the United States to the Chinese advance, both in terms of innovation and trade restrictions. And it brings an important point to the table: not everything in this plan is brilliant. China is still years away from its competitors in certain sectors, although its pace of progress seems unstoppable. You can discover it in the full video available on the Xataka YouTube channel. Images | Xataka In Xataka | China was the great polluter of the planet: now it is emerging as the first “electrostate” in history In Xataka | Speed ​​has moved to China: BYD and Xioami are breaking all the records that Europe once dreamed of

“He ignored the most basic standards of label”

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He CEO of Twitch, Dan Clancy, He was doing stream For several hours on July 18. The reason was the noblest: participating in a solidarity marathon to raise funds for a children’s hospital. What angered the community were the forms that Clancy used to promote his streamsomething that among the community is considered disrespectful. What happened. Dan Clancy wanted the greatest number of people to see their streamso he set out to promote him. As? In the words of CLAY himself “I’m shaking blastfully into the chat of Streamers that I know to ask for Raids when they finish. “Although it is not something forbidden, it is considered a little elegant tactic. RAID. It is a way to send a lot of audience to another channel. Normally, when a streamer You will finish your live can send your audience to another person. It is a way of making known and supporting other less known creators. Ask for one RAID It is not prohibited in Twitch standards, but it is considered little elegant and even rude to do it. Spam What is prohibited is asking Raids Insistent, in that case it could be considered spam, which is just what Clancy had done. According to They tell DexertoClancy published the message in at least five different channels that added around one million followers. One of the times, a moderator expelled Clancy del Chat and blocked his account so that he could not chat for 10 minutes. Criticism. The community soon pronounced. As we said, ask RAID It is not prohibited, but it is considered rude to do it. That the CEO of the platform itself use these tactics has not sat well And some consider that it gives bad example For the community. A good cause. Although with questionable ways, Dan Clancy’s goal could not be more noble. The Twitch CEO was part of the GCX solidarity marathon which was held between July 14 and 21 to raise funds for the St. Jude Children’s Hospitalspecialized in cancer and other pediatric serious diseases. In total, they have managed to raise $ 350,000, of which $ 4,000 were collected during the stream of Clancy. Image | Twitch In Xataka | If the question is “what is the most seeing people on Twitch today”, the answer is the usual: GTA V

Ciudad Real will create the only Zbe in Spain where cars without DGT label are welcome

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Classism It is one of the most repeated words among critics with low emissions (ZBE) areas that are mandatory in Spain since 2023 for all municipalities of more than 50,000 inhabitants. An obligation that arrived with many lagoons and from which Ciudad Real wants to take advantage of. 60,000 euros. “It is not an area for rich in which only those that have enough money to buy a 60,000 euros car, of zero emission, which would be the electric ones can be passed to certain areas of the city.” The words are from Francisco Cañizares, mayor of Ciudad Real, to The Ciudad Real Tribune. They expose one of the greatest criticisms that are being made to low emissions areas: they are venated spaces for older and cheap vehicles. And he emphasizes, “the majority of the population who lives in the center of the city does not have in their plans to change the car. You have to look for plans for these people.” The Quita and Pon Zbe. What Ciudad Real will create is, as explained in the local environment, a Zbe in which all cars are welcome. That is, there will be no discrimination due to DGT labelingwhich gives free way to circulate with a 1998 diesel car, to give a single example. The Zbe of Ciudad Real will be extended to all its central buds called Area for environmental pollution episodes (Zeca). This only imposes restrictions when high pollution episodes are detected. However, these restrictions will allow the passage of any car with label … and without it, provided that the vehicle without a label is part of the municipal vehicle register and is registered in the Zeca. Or if a resident of this area issues an authorization to pass this car without label. Who stays out? In practice, almost nobody. “Those who come from outside,” says the mayor who, yes, says that the days where high pollution episodes are detected are “a special situation of one day or two (every year).” With this, it means that only the cars registered outside the municipal employer, without label (gasoline before the year 2000 and diesel prior to 2006) and without authorization of a resident of the area, are the ones that cannot pass. Is it legal? Yes, it is totally legal. The obligation to create a ZBE in all municipalities of more than 50,000 inhabitants arrived with Important lagoons. The only requirement to meet is that air quality is improved But the City Council was not forced to apply concrete restrictions. In Ciudad Real they defend that pedestrianizing some streets in what they call Healthy Real Ciudad Zone (ZCRS) It is sufficient to reduce Nox emissions by 40% and those of CEO 10% face 2030. As read in the Guide delivered by the Government To the municipalities where examples of how to establish a low emissions area were set, this possibility was contemplated. However, The obligation Building a Zbe arrived without any sanction for those who did not comply. What has happened? Multitude of municipalities have refused To implement a ZBE because it is a very delicate issue among voters and, in some cases such as this Manchega city, it applies without a real impact on neighbors. Is not the only one. In fact, Ciudad Real is not the first city that, in practice, barely restricts the use of vehicles where the Zbe is applied. To give an example, In Bilbao (where it has been said that cars with badge will not access b) The ZBE only occupies two square kilometers and the B labels can circulate without problems. The only requirement is to park in a public parking, not on the street. In Sevillethe Zbe has taken to the island of La Cartuja instead of the city center, as usual. In this way, its affectation is minimal and, in addition, it is only active in a very specific schedule. Photo | CRASH71100 and City Council of Real In Xataka | Madrid will not leave 1.2 million cars out of circulation in 2025: the intrahistory of an inaccurate figure and its real impact

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