Madrid

Madrid is a black hole of workers and students who live outside Madrid. And they just took away their transport pass.

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No Autonomous Community lost as many inhabitants as Madrid in 2025. No Autonomous Community gained as many inhabitants as Madrid in 2025. It may seem paradoxical but is what the data says. Madrid has become a labor and economic black hole. And the consequences are obvious. It is the region that attracted the most population last year, adding more than 100,000 new residents. But it is also the one that lost the most population, with just over 12,000 people who have gone to live outside the Community of Madrid. The increase in house prices and the day-to-day cost of living is expelling some of its workers from the city. Some of them simply go to live far enough away to find more affordable housing with the promise that a quick train connection allows them to be just over an hour from their work. A good example is Valladolid. Those, perhaps, are the luckiest. Others have simply grown up outside the region, in a rural environment, and have come to Madrid to try their luck to get one of those jobs. statistics place only in large cities. Workers who, perhaps, simply They arrived in Madrid during their university days. and they have ended up staying. Unlike when they were in their twenties and returned to their place of origin every summer. Or workers who do not appear anywhere because they are irregular immigrants who have arrived in Madrid with the same promises as any other profile we have talked about before but that remain outside of any type of statistics. Madrid has decided to remove their transport pass from all of them. Or make it much more complicated. Unnecessarily unnecessary registration All the previously mentioned profiles could have access to the transport subscription of the Community of Madrid without any type of hindrance. All that was necessary was a DNI, a residence permit or a passport and to pay the corresponding fee each month. This transport pass allows you to take Metro, bus and Cercanías throughout the Community of Madrid, which is divided into zones. These areas even reach the closest towns in Castilla-La Mancha and Castilla y León and They range from 32.70 euros to 79.00 eurosdepending on the extension we seek to cover. Obviously, the pass is especially useful for those who travel by public transport to go to work or school, since it is a flat rate that in zone A is compensated after 40 or so trips. That is, if every week you take a train, a subway or a bus twice a day, the investment is already worth it. Much more if we take into account that the cost of the youth subscription (from 15 to 26 years old) is just 10 euros. But the Community of Madrid has announced something: you will have to be registered in the region or in one of the municipalities covered by the transport pass. (even if they are in one of the Castiles) to enjoy the flat rate. That is, this leaves out all those who have left the city to more distant municipalities, the students who do not register in the city because they return to their places of origin once the school year ends. Or immigrants who cannot prove their stay in the city. And the latter is what, everything indicates, has served as fuel for the Community of Madrid to make this decision. When the Government of Spain opened the door to the regularization of thousands of immigrants in April, some conditions were placed. One of them was to demonstrate certain rootssuch as receipts for rent, purchases… or being the holder of a public transport pass. The latter, because it is the simplest, filled the transportation offices with immigrants who wanted to get said transportation pass.. In response, in the Community of Madrid the requirements to obtain this card have changed and now they require proof of registration (unless you are a large family) in a municipality in Madrid or in surrounding regions. The result is that, automatically, immigrants in an irregular situation cannot get this transport pass but, as we said before, neither can workers expelled by the city itself, those who come to try their luck for a few months or university students. In The Country They point out that the Community of Madrid estimates that around 200,000 people are affected by this change, which will also be extended to all renovations in the future. That is, if you are not registered in Madrid and you renewed your transport pass last year, you will not have problems in a decade but it will be more complicated for those who renew it next year. The measure has sparked great controversy. And there are those who have pointed out the measure as “racist and exclusive”, as Oscar Lopezminister of the government of Spain and general secretary of the PSOE in Madrid, and of course numerous associations in defense of immigrants such as Regularización Ya, as reported in the newspaper. From the Community of Madrid they defend that The measure has been approved since 2011 and that has been delayed due to technical issues but in addition they have already opened the door for some autonomous communities to co-finance Madrid transport so that Your students can benefit from this flat rate. Those 200,000 affected barely exceed 3% of Madrid’s public transport users, but the economic hole is especially harmful to them. Right now, a university student who lives and goes to class within the city of Madrid pays 10 euros. If you take a bus and a subway each day there and back, you will make a minimum of 80 trips a week (Monday to Friday only). Without registering, you will start paying 58.40 euros. If you live in Madrid but study in another area beyond the city, you will pay at least 85 euros. The punishment is even greater if you combine the metro and/or the municipal bus with the Cercanías service. The situation is … Read more

Spain will dedicate 719 million to build an “AI Gigafactory” between Madrid and Tarragona. It will have little giga

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While the world debate about control of models like Claude Fable 5the Government of Spain has moved to try to gain positions in the race for technological sovereignty. The Council of Ministers has authorized a public investment of 719 million euros with one objective: to create an “Artificial Intelligence Gigafactory”. The investment is notable for a country like Spain, but it is a drop in an ocean absolutely dominated by large US technology companies. The political signal here is strong. The European Commission wants to mobilize 20,000 million euros to develop AI projects. That money is reserved for gigafactories, and presents these data centers as a bet so that Europe does not depend only on external actors. Here Spain not late at allbecause it already has “AI Factories” linked to the EuroHPC consortium, and the MareNostrum 5 The BSC is precisely one of those reference centers. The Spanish project “will compete with a multi-site candidacy that includes the locations of Móra la Nova, in Tarragona, and San Fernando de Henares (Madrid), to house the gigafactory,” explains the official announcement. Many unknowns. The announcement mixes things like public investment with the promise of strategic infrastructure. The problem is that it is one thing to “approve” the plan and another to build those data centers. We still need to know the final composition of the consortium that will provide the funds, the deadlines, and above all the fine print that clarifies who will have access to these data centers and who will manage them. The description of its scope is also ambiguous. There is talk of a service to the “Spanish AI ecosystem”, but it is not clear if this infrastructure will be available to end users or will be exclusive to public organizations and large companies. Perspective puts everything in its place (for the worse). In the United States, private investment in data centers is skyrocketing. Only that belonging to venture capital companies reached 45.7 billion dollars in 2025. But as we know, the capex of large technology companies, dedicated almost entirely to AI, will reach 2026. the 673 billion dollars. In China the ambition is also colossal, and the country is already preparing an investment of about 295 billion dollars in the next five years to create data centers throughout the country. China-Spain, compared. There are several ways to compare this data, and China is a good way to size this news: China is 19 times larger than Spain in surface area In addition, it is about 29 times larger in population China will invest more than 400 times Spain’s nominal investment, although it is true that the Chinese plan is five-year. In China, about 195 euros per person are invested, while in Spain about 15 euros per inhabitant are invested. China invests about 14 times more for each citizen. Chinese investment (again, five years) represents 1.5% of its GDP (0.3% per year). In Spain the figure would be close to 0.05% of GDP. Chinese investment could be considered six times higher in terms of GDP. Who will have access. To understand who will have access to this gigafactory, the best mirror to look at is MareNostrum 5, which is not “public” in the sense of free use by any citizen. This, like other centers in the EuroHPC consortium, is supposed to be available to European researchers, industry, SMEs and startups. All of them can theoretically take advantage of this infrastructure with access requests to resources. This is not like someone who connects to chatgpt.com and starts working: whoever wants to use those resources must justify it and go through a bureaucratic process. The data center is from Spain, its chips are not. Although the Government’s message is that of avoid dependency of foreign technology, the reality is obvious: those data centers may be in Tarragona and Madrid, but the chips with which the data will be processed They will be from the American company Nvidia and will be manufactured by the Taiwanese company TSMC. Europe and Spain are making efforts to try to mitigate this dependence, yes, but the reality is overwhelming: We continue to depend on these and many other companiesand it is not likely that we will stop doing so in the short or medium term. Promises and realities. The approval of the project is undoubtedly good news, but once again this is at the moment more of a promise to act than an immediate initiative. There are no estimated dates or clear details about the execution of the project, and once again in both Europe and Spain It seems to be more important to say things than to do them.. Let’s hope that this investment soon crystallizes into a real project: the intention and purpose are good. Now it remains for them to come true. In Xataka | I have decided to become independent from all US technology and embrace European technology. This is how I’m getting it

There is a company proving that AI can be the perfect interviewer for companies. His name is Orbio and he is from Madrid

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AIs have started doing job interviews, and the interviewees are leaving them horrified. It is a palpable reality in a segment that is experiencing its particular revolution, and that is where it comes in. Orbiuma Madrid startup that has jumped on that wave. And he has done it in a big way. How it all started. In 2025 three entrepreneurs (in the image, from left to right, Nacho Travesí (CRO), Sergi Bastardas (CEO) and Antonio Melé (CTO)) decided to solve a clear problem that they detected in the industry: the “human infrastructure” to manage the companies’ workers was not efficient enough. To solve this, they created Orbio, a startup that precisely helps manage workforces thanks to the use of AI agents. 18 million euros. This Monday, the company announced that it has closed a Series A financing round of 21 million dollars (almost 18.2 million euros). The financing was led by Dawn Capital, but other investment companies such as Visionaries VC, Plus Partners and Enzo Ventures have also participated. This round adds to the one that was made in September of last year, and in which they raised 6.5 million euros. Assault on the US. This injection of capital will allow this technology company to triple its team of engineers in Madrid, but the intention is to also open an office in New York to compete head to head with other native platforms created in Silicon Valley. Robotic interviewers. The fundamental pillar of the platform created by Orbio are the language models that, according to the company, have been polished to maintain fluid and technically rigorous conversations with job candidates. Those “robotic interviews” with AI agents They can be done through both voice and text channels. There is another differential detail in these processes: Orbio’s AI questions, for example, about the candidate’s experience, evaluates their skills and resolves doubts about the position in real time. The promise: eliminate biases from human interviewers and screen thousands of applicants in record time. A platform for those “frontline” workers. Orbio’s technological solution it is not thought to interview professionals who want to occupy traditional office positions (known as white collar), but is aimed at that mass market of frontline workers. Sectors such as delivery, logistics distribution centers or restaurant chains often suffer from very high staff turnover rates that exhaust the resources of HR departments. Orbio not only automates the interview process: it is capable of collecting documents, verifying backgrounds, and facilitating the onboarding process. The idea: cover job demand in hours or a few days instead of weeks. But. Of course, the automation of these processes It dehumanizes them and generates a clear ethical and social debate about the current situation of the labor market. That a machine ends up “scoring” you after these interviews is disturbing, and above all it means that you give up things like intuition and empathy in the personnel selection process. At Orbio they argue that this filtering precisely allows Human Resources managers to dedicate their time exclusively to the final phases of the process, treating the preselected candidates individually with much greater attention. If AI solves a problem, reward. The investment round is the validation of an idea that is beginning to gain strength: there are companies that are taking advantage of AI to propose solutions to real problems. In this, as in other cases, due to the efficiency of its use, something that is crucial in massive processes such as choosing candidates for a job, but also in the field of customer service, where AI is also infiltrating in leaps and bounds. The Madrid startup has been able to identify a bottleneck, and of course its technological solution has already attracted several business clients. In Xataka | Chargebacks are the silent hemorrhage of e-commerce. A Catalan startup is making money by covering it

The Silver Route seemed like the perfect train for the Spanish west. They seek to recover it with one objective: forget about Madrid

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Cáceres and Salamanca are separated by just 200 kilometers but the journey takes seven hours in the best of cases and requires passing through Madrid. We talked, of course, about going by train. And the capitals of these two provinces represent one of the biggest railway holes that our country has. The situation is not unique in Spain (from Murcia to Granada you also have to go through Madrid) but perhaps it is more bloody because one day there was that option that structured the west of Spain. It was known as the Silver Route. Now, more than 40 years after its closure, there are those who continue fighting for its reopening. A line that was born sentenced From Seville to Gijón, passing through Mérida, Cáceres, Salamanca, León or Oviedo. The Silver Route It was designed as a railway corridor for passengers and goods away from the large Spanish economic centers. It was about finding an alternative so that not everything went through Madrid, Bilbao or Barcelona. And, curiously, its origin must be sought very far from these cities. It was in Paris in 1877 when the contract was signed to build a railway between Palazuelo (current Monfragüe station) and Astorga, they explain in The Extremadura Newspaper. The project was ambitious as it passed through a lot of unpopulated area in its attempt to connect the north of Extremadura with Salamanca, Zamora and León. Yet, the line went ahead in the last years of the 19th century. Between 1893 and 1896, the four sections that would end up forming the most representative axis of the line were inaugurated from south to north. This was the backbone of a road that connected to the south with the Mérida-Seville section and the Venta de Baños-Gijón in the north. Without a large city to drive it and without direct access to a large port, the line was falling into ostracism. First, because the State did not find sufficient reasons to modernize it and, at least, electrify it. And without investments, the tortuous path became less attractive for passengers and companies. The axis survived the Civil War but beforehand an investment had been requested that never arrived. In 1933, the iron bridges were replaced by steel ones but no major efforts were made. In the following years, they point out in the local mediaderailments and accidents multiplied due to lack of investment. For decades, once sentenced, the line remained open but in 1984 its definitive closure was confirmed. By then, the trains were barely running at 50 km/h, an average speed lower than that recorded during their opening. A train bus accident in 1981 in which a woman died put the finishing touches on a decision that began decades ago when no one wanted to invest in the western axis. Let it come back! Today, the connection between Cáceres and Seville, passing through Mérida, continues to exist, although it is a single-lane railway and is not electrified. The connection between Salamanca and Gijón is also maintained. But how you can see on this Adif mapa hole separates Cáceres and Salamanca. From Plasencia, you will see a green line leaving towards the north. In Salamanca, another leaves in a southerly direction. Are they projects to recover this train? No, they are Greenwaysconditioning of the old railway section to convert them into easy paths for walking, running or cycling. What some institutions have been demanding for years is that these Greenways are not the only vestige that remains from those days. In 2023, the city councils of Salamanca, Cáceres, Béjar, Plasencia Guijuelo and Hervás together with the Chambers of Commerce of those first three cities signed an institutional declaration demanding the return of the train. “Employment, creation of opportunities, logistical development, diversification of the productive system and stopping depopulation,” with these words they began a text to justify their demands. It pointed out some technical issues such as that the section between Plasencia and Salamanca has 4G network coverage on 90% of the route. But, above all, it was remembered that the new train could be an alternative route for the transport of goods in the western area, capable of connecting the Atlantic ports in the north with those in the south without passing through Madrid. This was the premise, in fact, with which the idea of ​​resurrecting the West Corridorunder the Government of José Luis Rodríguez Zapatero. A project that, as they remember in the text, was not carried out. in the diary Today They collected information that the Gijón Chamber of Commerce put on the table in 2022 to defend this line: it could capture up to 625,000 journeys for goods which now carry trucks going up the A-66, also known as Vía de la Plata. Beyond unfulfilled promises (in addition to Zapatero, José María Aznar also promised to reopen the line after Felipe González closed it to passengers in 1984 and to goods well into the 90s), one of the biggest problems that this Western Corridor has is that it does not fall within the plans of the European Union as far as the railway is concerned. The Trans-European Transport Network ignores this and maintains that hole already mentioned between Cáceres and Salamanca and Salamanca and the south of Asturias if it is not passing through Valladolid. Regardless of whether we are talking about a passenger or freight network, the result is the same. That is why from the Corredor Oeste platform, together with the city councils and the rest of the local organizations, They have been organizing mobilizations and meetings to press and get the project taken to Europe. According to his calculations, it would hardly be necessary to invest 1.9 billion eurosvery far from what is being invested in other corridors such as the Mediterranean, which already exceed 8,000 million in investment. They also defend that the new Silver Route railway would be key to connecting the Atlantic Corridor, which does have European approval, with the Spanish south, offering a … Read more

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

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