Madrid

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

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

Uber is going to put robotaxis in Madrid this year. The DGT’s response: we’ll see

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Robotaxis will arrive in Madrid before the end of the year. That is the headline you can read in the vast majority of media outlets. This is what Uber has made known, that has published the advertisement on your own website. There’s just one small problem: very few things are clear. The advertisement. With a press release that you can read on their own website. This is how Uber has announced that its robotaxis, in collaboration with WeRide and Avomo, will arrive in Madrid. In their press release they talk about collaboration with the regional government and the intention to launch the service before the end of the year. And little else. The information provided by the company about the project is, basically, that. It is barely mentioned that this is a pilot project and that they are willing to add “hundreds of robotaxis” as “key performance milestones are met” to “expand the commercial driverless taxi service to all urban areas.” many doubts. However, in the information that has been published there are many doubts that remain unresolved. In Xataka We have contacted Uber and WeRide but as of this writing we have not received answers to the following questions: How many cars will be available in the first phase? Will it be a service open to the entire city or will it be limited to specific neighborhoods in Madrid? Do Uber and WeRide already have permission to operate cars without a person on board? Will anyone be able to request a driverless vehicle to reach their destination? What the DGT says. The one who has answered our questions is the DGT. The organization assures us that they have no evidence that Uber or any other company associated with this project has requested permission to carry out tests of autonomous driverless cars. They also emphasize that, at this time, the companies in charge can only operate in “Test Mode” and, of course, “as long as they have been authorized to do so.” The latter, according to the DGT, has not occurred. What are the deadlines approved by the DGT? In its statement, Uber only mentions driverless vehicles but the DGT It refers us to the phases already approved to be able to carry out this type of tests. In these phases the most important points are the following: Controlled phase: no more than three autonomous cars and always with a safety operator behind the wheel. Extensive phase: no more than 10 vehicles and always with an operator behind the wheel. Pre-deployment phase: the limit of 10 vehicles is eliminated and the operator behind the wheel is optional but always has to supervise a remote operator. Right now, the only company that is in the “pre-deployment” phase is Tesla that is carrying out the tests of their FSD with 30 vehicles and have freedom of movement throughout the national territory. In collaboration with the Community of Madrid. In the text published by Uber it is mentioned that the arrival of the robotaxis to Madrid will be carried out “in collaboration with the Government of the Community of Madrid.” In Xataka We have tried to contact this party but have not received a response either. And, let’s talk about roads of regional or municipal ownership, the DGT has to give the go-ahead to be able to carry out this type of tests on Spanish soil. At first, from Expansion It was pointed out that two other municipalities, in addition to Madrid, would join the arrival of the aforementioned robotaxis and that companies such as Cabify or Bolt have also shown interest. At the moment, there is no more news on this. Europe. While in the United States and China the use of robotaxis is beginning to be normalized, Europe continues to be a forbidden field for them. Tesla has been pushing for some time your FSD is approvedpublishing videos collected in their tests in spaces as complicated to manage as Paris, Rome… or Madrid. The other test that had caught attention is the pilot project that is taking place in Zagrev (Croatia). There, 10 Arcfox Alpha T5 cars from the Chinese manufacturer BAIC offer commercial driverless taxi services, powered by the Chinese artificial intelligence company Pony.AI. Beyond. In China, as we say, the use of robotaxis is beginning to be widespread. Baidu’s Apollo Go, WeRide and Pony.AI have driverless vehicles that offer commercial services in cities such as Wuhan, Beijing, Shenzhen or Shanghai. However, the Chinese government itself is slowing down the arrival of automation in private passenger cars, especially after accidents involving some cars that had driving assistance functions active. In the United States, San Francisco and Texas or Los Angeles are the big places where autonomous taxis are tested. However, as the DGT suggests, the tests there began with humans at the wheel. And in some cases the service is limited in space and does not reach the entire city. Some doubts. The robotaxis service is one of the sectors that has moved and leveraged the most money in recent years. Also the one who has frustrated the most promises and money has burned. Billions of euros later and after a decade of intensive developmentits availability remains exceptional. Furthermore, robotaxis continue to generate doubts in the user. Transversal doubts from the moral dilemma to the purely practical debate. And in cities like San Francisco, the service is seen by many as an enemy not only for its ability to eliminate human jobs, but also for the problems that arise on a daily basis in case of facing an unforeseen event or, simply, if a blackout occurs. And in China they have also verified What happens when a system failure occurs and a hundred robotaxis are frozen in the middle of traffic. Some, frozen in the middle of a road with traffic on both sides. Photo | Jordi Moncasi and Uber In Xataka | Waymo’s self-driving cars have started honking at each other. At 4 in the morning

Bad Bunny sings against gentrification and touristification. His tour has increased the price of hotels in Madrid by 29%

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Bad Bunny has been on tour for a year and a half with an album that criticizes mass tourism and the displacement of Puerto Rico’s residents. Meanwhile, his time in Madrid has increased the average price of hotel rooms by 28.9% and its most emblematic setting (La Casita, a replica of a popular Puerto Rican home) has become a VIP area for celebrities. We are well aware of the contradictions of capitalism, but in this case, coming from where they come from, they have exceptional relevance. What happened to you. One of the most relevant songs from Bad Bunny’s latest album, ‘I should have thrown more photos’ is ‘LO QUE LE PASÓ A HAWAii’, a song that, has been analyzed in great detail because it denounces gentrification and the privatization of natural resources in Puerto Rico. To do this, he draws a parallel with the touristification process that has turned Hawaii into a destination for the rich and expelled its original communities. It is a problem that resonates in Mexico, Cuba and Spanish regions affected by mass tourism. The album was accompanied by a short film commentator filmed in a traditional home in Humacao, on the east coast of Puerto Rico, owned by Román Carrasco Delgado, an 84-year-old man. The house (with its wide porch and traditional kitchen) became the visual axis of the project: La Casita. Now, a portable version of it tours stadiums around the world, although its significance has partially changed. USA no. There was also a lot of talk about how on his world tour, Bad Bunny chose not to tour North America. He staged a residency of 30 concerts between July and September 2025 at the José Miguel Agrelot Coliseum in San Juan, Puerto Rico. And the first nine shows were reserved exclusively for residents there. The effect was absolutely unusual: the NGO Discover Puerto Rico calculated a tourist injection of about 200 million dollars in accommodation, transportation and restaurants; others spoke of 733 million including the impact on the international perception of the island. What came then was the inevitable express gentrification: short-term rentals grew 118% in August compared to the previous year. The mayor of San Juan himself recognized months later, at FITURthat visitor spending on the island had increased by 700 million dollars compared to 2024. That is, the album denounces mass tourism and the concerts, in turn, generated mass tourism in the low season. More than half of foreign visitors declared that the concert was the main reason for his trip to the country. Come on, the pattern of event tourism that saturates infrastructure and makes rent more expensive. Welcome Mr. Bunny. The ‘DeBÍ TIRAR MORE FOToS World Tour’ tour has been in Spain since May 30, 2026 and will extend until June 15, with ten concerts at the Riyadh Air Metropolitano. The impact on tourism is being noticed: In Madrid alone, hotel occupancy in the region reached 47% on average in the period between May 29 and June 14 and the average price per room has risen by 28.9%. The Association of Music Promoters estimates a total economic impact of between 185 and 220 million euros, and some 600,000 spectators will pass through the stadium, around 40% from outside the Community of Madrid. The Spanish Casita. The secondary stage once again occupied the center of the debate, due to its repertoire of visitors in Madrid and Barcelona, ​​which has included Esther Expósito, Ana de Armas, Marta Ortega, Álvaro Carreras, Lamine Yamal, Los Javis and Chiara Ferragni, inter alia. Aside from the famous guests, Bad Bunny’s team also selects fans from the general public to go on stage, and this selection process has generated criticism on social networks, since is systematically chosen to young women who respond to a very predictable standard of beauty. Bad Bunny has explained He doesn’t like the concept of the VIP area, so he decided to make a replica of the little house from the short film, with its kitchen and sofa. The intention, in his words, was to “democratize privilege through symbolism.” Many fans see in practice a social showcase which contradicts the message of the album. The original Casita. Let’s go back to Román Carrasco Delgado: he built his home in Humacao in the sixties with the help of his father and brother, both carpenters, block by block. It has three bedrooms, two bathrooms and a porch. In November 2024, a member of Bad Bunny’s team asked him for permission to use the farm as a location for the short film. Collection two checks: one for 2,400 dollars and another for 2,800. In September 2025, Carrasco filed a lawsuit against Bad Bunny and his partners before the Court of First Instance of Puerto Rico for six million dollars: five for unjust enrichment and unauthorized commercial exploitation of the image of his property, and an additional million for emotional damages and loss of privacy, given that since the release of the short film his house has not stopped receiving visitors and onlookers. His house was copied without properly compensating him, and although Carrasco assures that he does not wish Bad Bunny any harm and only wants to receive what is his, the Casita is, once again, the best symbol of the contradictions in the artist’s project.

For some reason that no one can fully decipher, Madrid has insisted on having the largest Ferris wheel in the world.

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The Ain Dubai It is a 250 meter high Ferris wheel located in the Bluewaters Islandin the United Arab Emirates (UAE), making it the biggest of the planet. At least his kind. For reference, the famous London Eye around 135 m. However, the reign of meganoria Dubai might not last long. A group of Spanish investors has proposed to build a similar structure of 260 m, a unique piece that would redefine the skyline of the city. They have even given it a name: Panorama Tower. The most curious thing is not the project itself, but Madrid’s determination to carry it out against all odds. A meganoria in Madrid? That’s how it is. And if you have followed the Madrid chronicle of the last five years you will know that it is not exactly a new project. Its origins can date back to at least March 2020, when the then vice mayor Begoña Villacís wakefulness that the City Council was working to provide Madrid with the largest Ferris wheel in Europe. Although Villacís came to meet with a company interested in the project, the pandemic and the political changes (the leader was part of C’s, a group that was left out of the Consistory in 2023) made the meganoria would stay in the drawer. Since then the topic has warmed the political debate and there has even been talk of different locations for the structure, including Madrid Rio and the park Tender Galvanalthough without becoming a priority real. Click on the image to go to the tweet. What has changed? That the project seems to have gained oxygen. That is what follows from an exclusive published a few days ago by The World in which a few news about the future Panorama Tower are revealed. According to the newspaper, the project has the support of the organization Madrid Business Forum and it seems to have aroused the interest of an investment group with Spanish capital that, although it has chosen to remain anonymous, would be willing to provide funds to raise the wheel. It is not a minor detail if you take into account that The World talks about the investment being around 300 million. Is it the only new thing? No. In fact the above is not even the most important thing. The real novelty is that the meganoria has found a new horizon. Although in recent months the debate had focused on its possible location in the Tierno Galván park, now its promoters are looking towards another area of ​​the city: the future development of Madrid New North. To be more precise, the focus is on a municipal plot which houses the EMT garages and is not far from the ‘Four Towers’ from Madrid. Is it that important? Yes. That the promoters are now betting on Madrid Nuevo Norte is important for several reasons. First, because of what it would represent for this new urban development in Madrid, which aspires to become one of the great financial, technological and business centers of Europe. Second, because, if Torre Panorama finally goes ahead and the meganoria becomes a new tourist icon, it would help decongest the center. What about the previous location? The choice of Madrid Nuevo Norte would also mean giving up the Tierno Galván park, a location that was controversial because the rejection of the residents of Arganzuela to the project. In fact, they came together 15,000 signatures against the meganoria. At the moment the Consistory only has recognized that it is “open to studying the technical feasibility” of a ferris wheel, although it has not yet received any “formal” proposal. Regarding the possibility of building it on the plot that the EMT once used, remembered that its use is “endowable”, so it “could be used” for that purpose. Do we know anything else? Yes. Beyond its size or location, one of the details that most attracts attention about the project is the effort that its promoters are putting into moving it forward. Even rethinking locations. In 2020, when it was talked about for the first time On the subject, Madrid Río was targeted. It even slipped that the idea had attracted to the firm Circular View, which had previously tried without success to promote a similar structure in Valencia. Years later the focus shifted to Tierno Galván. The location actually rang so loudly that in August 2024 The City Council even hired a geotechnical study to clarify whether the park has the necessary characteristics to accommodate a structure of that caliber. Its results were revealed a few months ago, in march. And although the change in location has caused them to lose interest, they help us understand the dimensions of the Ferris wheel much better. And what will it be like? According to the information collected in that study, replicated a few days ago The Worldthe Ferris wheel would measure up to 260.4 m high, the equivalent of a 62-story floor. With such a size it would easily surpass the Crystal Tower (249 m) and would become the tallest building from Madrid and Spain. It would also far surpass the Ain Dubai. The construction would sit on an area of ​​800 m2 and, instead of having the traditional structure of the London Eye or Ain, it would rise as a “ferris wheel tower”, with shops, commercial areas, leisure spaces and a panoramic viewpoint. The objective: to provide Madrid with its own ‘Eiffel Tower’. Images | Madrid City Council and Wikipedia In Xataka | Madrid has turned Manzanares into a new tourist attraction with LEDs. The neighbors have something to say

The AVE to Extremadura has taken a key step in its connection with Madrid. It’s a small step that takes us back a decade.

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They say that things in the palace go slowly. We could say the same about high speed. Not only because “high-speed” trains are taking longer than ever, but also because the construction of each new line resembles a birth that lasts decades. For example, the AVE to Extremadura. A quarter of a century has now passed since the project was approved. 25 years. And what we continue to have are connections typical of the 70s until we enter Extremadura where, coincidentally, the pace is already accelerating past Cáceres. We don’t lie. In 1970whoever took a train to Extremadura would arrive at the current Monfragüe station in 181 minutes. Today if everything goes well it will only take 20 minutes less. More than half a century after passing times collected in this guideit still takes more than three hours to get from Madrid to Plasencia. And right now it is necessary to stop at the aforementioned station and take a bus because the train no longer goes there. At least, in Extremadura they can boast since last December of having Cáceres and Badajoz connected, now, by high speed. Since the last days of the year, it is possible to cover the journey in 50 minutes. It is the result of works that, although they have taken time, have ended up being completed. A milestone that they cannot boast of in Castilla-La Mancha. And, 25 years after beginning to study where the AVE will pass on its way to Lisbon, a new step forward has been taken. One that also takes us almost ten years back. One step forward, Toledo. One step back When it was planned that an AVE would connect Madrid with Extremadura, it was decided that the work would have two large, clearly differentiated sections. One of them would be Madrid-Oropesa, the second Talayuela-Cáceres. With its obvious delaysthat second section is close to completion and its completion past Cáceres is what has allowed the arrival of high speed in that interprovincial Extremaduran section. And, as they point out in this great review of the diary Today Despite all the dates that have occurred in this quarter of a century, the end of the project could have been very advanced if the La Mancha section had been built at the same speed. However, since 2008 the various parties involved have been discussing what to do with the passage through Toledo. Or, rather, whether or not the train should pass through Toledo. That year, with the environmental impact report of the Madrid-Oropesa section already approved, the final approval was given to the informative study that contemplated a connection with the Andalusian corridor next to the Toledo town of Pantoja. The idea was to take a branch of this line towards Extremadura and thus save costs. The works, however, were not carried out. The 2008 crisis wiped out the project and it was never launched. Without machines working, the environmental report expired and that was when the Ministry of Public Works indicated that the AVE would pass through Toledo. We are already in 2017. The Government’s proposal was that, by passing through Toledo, the line would attract a greater number of travelers since the line would connect with a city that is a World Heritage Site. Of course, this meant traveling more kilometers and increasing travel time because Toledo is located further south than the first proposal. The idea was rejected by local authorities from the first moment. And the passage through Toledo It’s delicate. The Executive’s proposal has always been to take the AVE to the current station, which is just two kilometers in a straight line from the city center. But that means building a viaduct to overcome the passage of the Tagus, which has received continued rejection from local governments and the neighborhood platforms that consider that the image of the city would be damaged. Their proposal was to build a new station in a nearby industrial estate. This is how the year 2020 was reached, with an informative study in which it was proposed to subdivide the section into four parts: Toledo, Torrijos, Talavera de la Reina and Oropesa. They also showed their rejection of this project in Torrijos, which led to more bureaucracy and carrying out a complementary study in 2022. This document was presented in 2024 and had the approval of this town the following year… but in Toledo, as we have said, they still do not view the project favorably. In order to streamline the project, finally The Ministry of Transport has finally approved a new informative study that would contemplate building two branches from the Andalusian corridor. They explain in Today that if the branch goes ahead it would have its origin in Pantoja (as planned from 2008 to 2017) and that it would allow passage in both directions with trains of Iberian width and international width. However, it would be necessary to use trains capable of making this jumpsince the rest of the route to Extremadura is built on Iberian gauge. That is, right now what is being studied is the same to the conclusion that It was arrived in 2008 and that remained on the agenda until 2017. At least, as an alternative until it is decided whether or not the AVE to Extremadura passes through Toledo. And, if it happens, where is it going to do it. Photo | Gunnar Ridderström, Jaime Lillo and Falk2 In Xataka | The theory said that the entry of the AVE into Galicia would plummet aircraft prices. Practice is something else

Metro de Madrid has insisted on being a pop icon like London’s “Tube.” His plan: retro football jerseys

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There are cities that are recognized by their metro before you can place their flag. The iconic roundel red and blue Tube London has jumped from the tunnels and platforms to the closets of half the world, becoming a global emblem that people wear with pride. It is not a simple transportation logo: it is the city itself compressed in a circle. The Madrid Metro knows this well, which has been looking at its British counterpart for some time with the envy of someone who aspires to transcend their status as a mere public service. And he has just made his boldest move to close the gap: launching his own collection of retro football shirts. Nostalgia reaches underground. With its sights set on the 2026 FIFA World Cup, the Community of Madrid has launched Metro FC: five retro t-shirts inspired by world champion teams, at 54.95 euros each, sold in the Metro online store and at the Ópera, Sol and Plaza de Castilla stations. Each garment bears the Metro’s own embroidered shield – based on the historic rhombus of 1921 – and the seven stars of the Community, with a color that varies according to the World Cup of each honored team. Line 2 is the Spain of 2010; Line 1, Maradona’s Argentina in ’86; Line 3, Romario’s Brazil in ’94; Line 5, the Germany of Italy 90; and Line 10, Zidane’s France in ’98. The question that closes the campaign sums it all up: “And you, which line are you from?” It’s not just merchandising. It is a declaration of intentions about what the Madrid Metro wants to be. The model that Madrid envies. To understand what the Madrid Metro is after, you have to look at London, where this path has been taken for more than a century. He roundel —the red circle with a blue bar that identifies the London Underground— was born in 1908 as a simple stop sign. Today it is one of the most recognizable and emulated commercial symbols ever designed. The architect of that transformation was Frank Pickhead of communications for the Underground in the first half of the 20th century, whose philosophy was as simple as it was ambitious: design is not something optional that appears here and there. Design must enter everywhere. The result of this obsession is today an unparalleled brand machine in global public transport. According to a Nielsen studyhe roundel Londoner is more recognizable than Mickey Mouse, and the phrase “Mind the gap” has become one of the most identifying sounds of the city. The Underground generates more than five million pounds a year on merchandising alone, and carries more passengers during the working week than all other trains in Britain combined. The conquest of streetwear. It is no longer so much the scale, but rather who you sit down to negotiate with. His recent collaborations include Adidas, Arsenal, Prada Linea Rossa, Kurt Geiger and some Nike sneakers with the fabric moquette of the meter that are resold online for around 400 pounds. In 2026 it has launched its third collection with Uniqlowith t-shirts and bags decorated with iconic London transport graphics, celebrating the city’s character and heritage. And before, in 2023 he created a line of streetwear complete —London Underground Studio—in collaboration with the South Korean brand Handsome, from the Hyundai group, with leather bombers and knitted sweaters sold in Seoul. The symbol has transcended its signaling function to become shorthand for the city itself, inspiring fashion and pop music. It is, in the words of its scholars, “cool” in a way that public bodies rarely achieve. The Madrid Metro knows exactly what it wants. And the Metro FC shirts are their first big attempt to achieve this. The trend that opens the door. The Metro movement does not emerge from nowhere: it intelligently takes advantage of the exact moment when the football shirt has become the object of cultural desire of the decade. You just have to walk through any big city to find the image: dozens of young people walk around wearing Real Madrid t-shirts from the 2000s, the 90s Juve or the Japanese national team. They don’t go to the stadium, it’s not even match day. The border between catwalk fashion and sporting passion has been completely blurred. The phenomenon has a name: Soccercore either Blokecore. It takes its name from “bloke” – the common type of British working class of the 80s and 90s – and consists of combining vintage football shirts with baggy jeans or classic sneakers. What began to go viral on TikTok in 2021 has ended up on the Balenciaga catwalks and on the bodies of Bella Hadid, Kim Kardashian or Jennie from Blackpink. Brands like Etro or Stella McCartney have taken the style from the stadiums to the catwalks, and Loewe is in charge of dressing the Spanish team in this World Cup. The business of belonging. It is precisely in that context where the Metro’s commitment takes on all its meaning. The journalist Alejandro Mendo, from his substack Pieces of Fabricidentifies the key movement that explains it: the rise of institutional “white label” clothing. Clubs and institutions have discovered that they can produce their own collections, without large multinationals involved, that cost around 50 or 60 euros and that generate something that no external sponsor can buy: brand loyalty. Metro de Madrid does not sell t-shirts, but rather it sells belonging. The narrative of big brands has also changed in this sense. Mendo points out how brands like Adidas have put aside the muscular epic to sit your stars in chairs during their campaigns. Putting figures like Lamine Yamal or Jude Bellingham in a relaxed and introspective attitude turns them into cultural icons rather than gladiators on the grass. The footballer, like the shirt he wears, has stopped being just an athlete and has become a generational reference. A material anchor in the society of “non-things.” There is something else, however, that explains why these garments work … Read more

Europe has been a spectator of robotaxis for years. Madrid has just decided that it is okay

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The robotaxis They have already landed in some cities around the world, but their use is still testimonial. Even more so in Europealthough everything indicates that soon we will be talking more and more about this type of vehicles. In fact, just as they count In Expansión, in Madrid we are going to see the very first pilot test in December of autonomous taxis with the main VTC platforms on the market. It will be the first real-scale pilot test of the European Union. What has happened. In the last quarter of this year, the Community of Madrid will launch the first EU robotaxis pilot project with real passengers. Uber, Cabify and Bolt will participate in the initiative, although the call is open to more companies with which it is already negotiating. The test will start in Madrid capital and two other municipalities yet to be confirmed, with routes in previously defined and controlled areas. Just like share From the middle, the initial fleet will be between 50 and 100 vehicles with level 5 automation, that is, without the need for a human driver at the wheel. Why is it a milestone? Until now, no European city had launched a project of such magnitude. The only previous experience in the EU was a very limited test in Zagreb with just two vehicles. The rest of the world is years ahead, and the fact is that Waymo already operates about 3,000 autonomous cars in American cities such as San Francisco, Los Angeles or Phoenix and has accumulated more than 20 million journeys. in Chinacompanies such as Apollo Go (Baidu), Pony.ai and WeRide have more than 5,500 vehicles in circulation. Europe, on the other hand, had not yet taken the step. How the pilot will work. According to share From Expansión, in a first phase, the vehicles will have a human supervisor on board whose function will be to monitor the automated driving system and inform users about the technology. After a few weeks, and depending on the data collected, we will move on to the driverless phase. To do this, the user will reserve the car from their mobile phone, access the vehicle with their phone and arrive at their destination without anyone in the driver’s seat. Among the vehicle manufacturers that could participate are Jaguar, the Stellantis group and the Chinese brand Arcfox (of the BAIC group). From the media they indicate that the technological operators will be already established companies such as WeRide, Baidu, Pony.ai or Waymo. Legislation. The General Directorate of Traffic has been working since 2015 in a legal framework for automated vehiclesand the Community of Madrid has promoted the creation of the Office for Vehicles and Automated Mobility (OFVA). The pilot has, in this sense, the mission of collecting real usage data to then lay the foundations for future legislation on autonomous transport in Spain. The protocols include specific training for police, firefighters and emergency services. Anabel Díaz, vice president of Uber for Europe, the Middle East and Africa, counted to Expansión that Madrid has “the opportunity to be at the forefront of Europe.” Deployment in Europe. A few months ago, Lyft announced an alliance with the Chinese Baidu to launch robotaxis in the United Kingdom and Germany throughout 2026. Uber, for its part, already has agreements with more than 18 autonomous driving companies globally. Europe is rapidly becoming the next battlefield for autonomous transportation, and the large platforms know that whoever arrives first with regulatory muscle will have an advantage. And now what. The success of the test will depend on whether the data collected is sufficient to build a solid regulation, that users show reasonable acceptance of the technology, and that the companies that intend to participate want to continue investing in the technology. Uber has already indicated that plans to make large investments in this field in Madrid. All eyes are now on the project, as Spain could become a reference laboratory for robotaxis, like the rest of the European capitals that are already on the eve of landing the technology. We’ll see how everything turns out. Cover image | Amy Dugiere In Xataka | China has been boasting about its driverless robotaxis for years. Until more than 100 have stood at once in Wuhan

Vigo already has its “direct” AVE to Madrid without stops in Castilla y León. Now it takes longer than before

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A little over a year ago, controversy arose between autonomous communities. Abel Caballero, mayor of Vigo, claimed that one of the reasons why the AVE to Madrid did not take the promised time was due to “an excessive number of stops in the Castilla y León area.” The response was not long in coming. Now, the people of Vigo have their “direct” train to Madrid, without stops in this autonomous community. The problem: they come out earlier and take longer than before. 215 minutes. That is the promise with which the railway link between Vigo and Madrid was announced. Yes, you read correctly: three hours and 35 minutes. Since high speed was launched in this corridor, the trains that have approached the promise that Óscar Puente put on the table in 2024 have been an exception. Instead, the trains have taken at least four hours. In the best of cases, barely a minute has been cut from the journey, but in practice they continue to move on the psychological border of 240 minutes. As long as there is no delay. And in the Galician corridor they know well what we are talking about. Too many stops. Given the impossibility of fulfilling that promise, Abel Caballero, mayor of Vigo, proposed a simple formula: that the trains not stop in Castilla y León. He did not say anything about Galicia because, in his opinion, it was the arrests in the neighboring autonomous community where the most time was wasted. “The current travel time on some of the routes is very long due to an excessive number of stops in the area of ​​Castilla y León, an area already close to Madrid that currently has a very important coverage of trains coming from all over the north and the rest of Galicia on high-speed routes” The words were picked up in the local media Atlantic.net and, according to Caballero, they were well received by Álvaro Fernández Heredia, president of Renfe since where they quickly denied this possibility. The proposal collided head-on with Alfonso Fernández Mañueco, president of Castilla-León, who in words reported by The Spanish He described Caballero’s words as “intolerable.” Vigo-Madrid route starting May 20 “Straight”. So, in quotes. Because starting May 20, Renfe will have an AVE without stops between Vigo and Madrid. The long-awaited Galician demand has been heard. As you see in the image above, from that day on the train from Vigo will leave at 5:50 a.m. and arrive in Madrid at 9:55 a.m. Once it leaves Vigo, the train will stop only in Galician cities. Once we have passed Ourense, the train will not stop until it reaches the Chamartín station in Madrid. It is, finally, the “direct” AVE that the people of Vigo demanded to be able to travel back and forth to Madrid in the shortest time possible. Vigo-Madrid route until May 19 Sure? And, contrary to what logic says, Vigo-Madrid takes longer than before. And, in addition, it will force passengers to get up earlier. And until that day, the first train that connects Vigo with the capital will continue to stop in Zamora but its journey will take eight minutes less. In addition, it leaves at 6:00 a.m., instead of 5:50 a.m. The reason is that, with the reorganization devised by Renfe, the first train has to stop in Santiago de Compostela, which has been omitted until now. And the residents of Ourense do not see a great reduction in times either, since it will only take four minutes less to reach Madrid despite not stopping in the Castilian-Leonese city. To make matters worse, the residents of Pontevedra will not find a substantial advantage either. In fact, they will now take eight minutes longer than before the last change. Now, with the latest changes, all trains leaving in Vigo and arriving in Madrid will take more than four hours. Adif, in the spotlight. Part of these “delays”, they point out from Vigo Lighthouseare due to the works that are being carried out in the Guadarrama tunnel at the entrance to Madrid. These add seven minutes to the final amount but as they point out from The Region There are numerous temporary speed limitations on the Galician section that hinder the promises of connecting Vigo and Madrid in half an hour less. He Vigo Lighthouse He also points out that Renfe has been complaining for some time about Adif’s management of the roads. According to the Galician media, the operator has requested on several occasions that some crossings between trains be relocated so that they are not on the single track sections. And the passage times have not been updated either, so, they point out, the current speed cannot be increased either. An exception. Since the Galician high-speed corridor began to operate at full capacity thanks to the use of the Talgo Avril that can change track gauge, doubts about the reliability and performance of these trains have been on the table. First for its disastrous arrivalthen for their problems with the change of year in 2025 and finally due to the cracks that appeared in these trains on the Madrid-Barcelona. However, the trains have proven capable of operating at full capacity and getting closer to the famous 215 minutes promised between Vigo and Madrid. Last November, A Renfe AVE managed to cover the journey in 217 minutes. The problem is that it only served to alleviate the delay accumulated at the origin. Being the last service and with the tracks already clear along the entire route, the Avril was able to travel at maximum speed for as long as possible. Photo | André Marques In Xataka | Renfe has found a scapegoat for its problems on the Madrid-Barcelona line: Talgo and its AVRIL trains

Madrid is going to sacrifice one of its busiest tunnels for months. The reason: a new exchanger

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Madrid has several gigantic projects underway. In this house we have talked about the work of the Mayritt tunnel boring machineof the burial of the A-5the improvements and transformation of Metro Madrid, the Sales Parkand countless urban works that they barely give the capital a break. On this occasion, its residents will have another area blocked for a time, as the busiest underpass in the southern area of ​​Madrid will close for ten months to allow progress in another of those great transformations: the new interchange. Why is this happening now? Madrid City Council announced A few hours ago, the Conde de Casal road tunnel would close to traffic in both directions starting at 6:00 a.m. this Friday, and will not reopen until February 2027. The delegate of Urban Planning, Environment and Mobility, Borja Carabante, confirmed it on Thursday at a press conference after the Government Meeting, explaining that the closure is necessary to continue with the works on the new transport interchange and to execute the connection between the lines 6 and 11 Metro. This is a particularly delicate blockade, since according to data consulted by El Diario, 39,000 vehicles pass through this tunnel every day, with greater intensity in the center-outskirts direction and in the afternoon time slot, especially between 3:00 p.m. and 10:00 p.m. What changes on the road. During the ten months of closure, traffic will be redistributed for the surface. Two entry lanes will be enabled from the A-3 towards the Plaza de Conde de Casal and one exit lane from the Plaza de Conde de Casal towards the A-3 Valencia and the M-30 North. Just before the M-30 bridge, the section entering Madrid from the A-3 will go from two lanes to one. On the other hand, the outbound link branch from the M-30 towards Conde de Casal will remain open. In addition, two turns will be prohibited in the square itself: the turn to the left towards O’Donnell towards Doctor Esquerdo, and the turn to the left from Doctor Esquerdo towards Avenida del Mediterráneo and Glorieta Mariano de Cavia. Starting in September, the council plans to progressively expand the number of surface lanes. Where to go if you want to avoid the area. The Town Hall has published Alternative routes both to enter and leave Madrid. to enter: A-3 – Plaza Conde de Casal – Glorieta Mariano de Cavia; A-3 – Plaza Conde de Casal – Doctor Esquerdo – O’Donnell; or the M-40 for long-distance routes. to leave: Glorieta Mariano de Cavia – Cavanilles – Doctor Esquerdo – surface branch A-3 towards Valencia; Doctor Esquerdo – Plaza Conde de Casal – surface branch A-3 towards Valencia; or O’Donnell – M-30 southbound – A-3. What changes in public transport. The Madrid Regional Transport Consortium (CRTM) has activated several adjustments to the EMT urban bus network. Line E recovers stops 2125 and 2126 near the square, although it stops stopping at 2127 and 2128. Line 32 deviates through Cavanilles towards Conde de Casal. Lines 63, 143 and N9 recover stops near the square. The headers of lines 20, 30 and 140 are still located in the Pavones intermodal area. The Town Hall recommended in its publication the use of public transport to reduce pressure on an area that has already been accumulating traffic restrictions since works began in August 2023. The project behind the chaos. As we have said on several occasions, the objective is to extend Metro line 11 from Plaza Elíptica to Conde de Casal, a 6.9 kilometer route that will include two new stations, in Parque de Comillas and Madrid Río, and three interconnection nodes: Palos de la Frontera with line 3, Atocha with line 1, Cercanías and AVE, and Conde de Casal with line 6. Precisely this last connection will allow, according to Carabantedecongest line 6, which moves a million passengers a day and is the most saturated on the network. In parallel, the transport interchange is being built, which will integrate the buses that currently operate on the surface underground. When it comes into operation, scheduled for the first half of 2027, it will benefit more than 65,000 daily travelers, according to data of the consistory. And meanwhile. The special mobility device activated by the City Council includes the deployment of Municipal Police officers and mobility in the surroundings during the entire works phase. Working hours are limited to between 7:00 a.m. and 11:00 p.m., a limit that the delegate recalled in response to neighborhood complaints about noise and dust. Carabant recognized that the council is “aware” of the inconvenience, but insisted that the works “are necessary to continue.” Cover image | Madrid City Council In Xataka | The Madrid Cercanías have become a nest of problems and delays: their solution is new “megatrains”

Even if you are neither from Barça nor from Madrid, a Clásico is a Clásico. You can watch it without leaving home on Movistar Plus+

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Football has an impact all over the world, but not just any game. The Champions League always has a lot of pull, but if we talk about specific matches, there are few more attractive nowadays than a Clásico between Barcelona and Real Madrid. This weekend we have the last one of this season and we can see it on Movistar Plus+ for 9.99 euros per month. Remember: without permanence and whatever operator you are. Monthly subscription to Movistar Plus+ The price could vary. We earn commission from these links You also have the new Movistar Plus economic plan for less than five euros per month If you were waiting for something to arrive to try Movistar Plus+, there are few things better than a great game like El Clásico. The platform, as we say, does not have any type of permanence. This means that you can subscribe, try everything it offers and, if you are not convinced, unsubscribe whenever you want. What do you end up enchanted with? Well then you can switch to the annual plan with which you would save two months (costs 99.90 euros). The match between Barcelona and Real Madrid, which will take place next Sunday at 9:00 p.m., is not the only match that we will be able to see. Movistar Plus+ will also show the Alavés – Barcelona on May 13, as well as a match on matchdays 37 and 38 of LaLiga. In addition, it will also broadcast the Champions League final and the FA Cup finalanother great game between Chelsea and Manchester City. To all this we must add a catalog of series, movies and documentaries with very good options. From ‘Gladiator 2‘ which premieres today, to other award-winning films such as ‘Sundays‘ either ‘Sirat‘. Of course, there is also room for series like ‘I always sometimes‘or documentaries true crime by Carles Porta, among many other things. One thing remains to be added. If in your case you are not too interested in football, but you are interested in the rest of the Movistar Plus+ catalogue, then you have their new one available Free Plan. This, in essence, offers all the movies, series and documentaries on the platform (as well as more than 70 television channels) for only 4.99 euros per month. Also without permanence and, as with the other plan, you can share it with a friend without problems. Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Images | Movistar Plus+ In Xataka | Movistar Plus+ activates its Free Plan with complete programs and a lot of content, regardless of which operator you are In Xataka | Less than five euros per month and without permanence: this is the new Movistar Plus+ plan that you can even share with a friend

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