Madrid

Madrid and Catalonia are losing national population while gaining foreign population

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The latest data of the INE on population flows show a curious phenomenon (almost contradictory) in two of the most populated regions of the country: Community of Madrid and Catalonia. Although both maintain their capacity to attract emigrants from other countries, they have been losing already resident populations for some time. in favor of other autonomieswhich translates into an “internal” migratory balance in the red. In short: your migratory motor has two speeds. The big question is to what extent it is the result of housing cost. What has happened? that the latest data from the INE confirm that Madrid and Catalonia remain the favorite destinations for immigrants who decide to move to Spain, but at the same time both communities see how many of their own neighbors pack their bags to move to other regions neighbors, such as Castilla-La Mancha (case of Madrid) or the Valencian Community (case of Catalonia). The data is especially interesting if we take into account that they arrive with a residential market with skyrocketing prices. Community Total immigration balance SM Exterior indoor SM Andalusia 61,912 67,770 -5,858 Aragon 18,024 17,048 976 Asturias 14,225 10,340 3,885 Balearics 17,118 15,735 1,383 Canary Islands 27,770 27,331 439 Cantabria 5,977 5,051 926 Castile and León 26,407 24,316 2,091 Castile-La Mancha 27,746 23,819 3,927 Catalonia 122,593 129,030 -6,437 Valencian Community 115,742 104,776 10,966 Estremadura 4,008 5,096 -1,088 Galicia 30,325 27,730 2,595 Community of Madrid 100,971 113,964 -12,993 Murcia region 17,531 18,704 -1,173 Navarre 6,976 7,264 -288 The Basque Country 24,190 23,420 770 Rioja 3,906 2,998 908 Ceuta 217 416 -199 Melilla 630 1,460 -830 Is the trend so clear? Yes. It comes with taking a look at the tables of INE immigration balances to verify it. If we look at the balance of foreign migration (the difference between the population from other countries that moved to Spain and the Spanish population that settled in other nations), in 2034 the Catalan community registered a clearly positive result: +129,030 people. Things change when we talk about “internal migration”, which reflects population movements between the different Spanish communities, always within the country. In that case the balance left a negative result: -6,437. That is, there were 53,585 people from other regions who settled in Catalonia, but 60,022 Catalans who packed their bags to go to other autonomies. And in Madrid? The ‘photo’ It’s not very different. Its external migration balance showed a positive result of 113,964 people, but that of “internal migration” left a negative balance, with the loss of 12,993 residents. In 2024 there were 100,342 people from other communities who registered in one of the municipalities of Madrid, but 113,335 did exactly the opposite: they decided to pack their bags and change the capital for other regions. In fact, the Community of Madrid shows the worst internal migration balance (at least in net terms) in the country. Only Catalonia (-6,437) and Andalusia, which showed a negative balance of -5,858, come close (and by far). It’s not really a surprise. In May we told you how there are people from Madrid moving to Valladolid and taking the AVE every day to continue working in the capital. Can it go further? Yes. The INE allows you to go beyond the autonomous communities and obtain data at the municipal or even submunicipal level, by neighborhood. It is an interesting tool because it confirms how this double phenomenon is exacerbated in the two main cities of the country: Madrid and Barcelona. In the first (Madrid) the external migration balance was 73,959 people and the internal one was -18,722. In Barcelona these indicators marked +46,974 and -17,020, respectively. Valencia also presents a positive external balance and a negative internal balance, despite the fact that the community as a whole gained migration. Why is it interesting? Because population flows are not isolated phenomena. They occur in a context marked by multiple factors, among which is (especially if we talk about recent years) the increase in price of housing and an increase in ‘overcrowded homes’those in which people reside in overcrowded conditions. There are also another clear trend: the increase in certain migratory flows, such as those of Venezuelan origin, a phenomenon that is being felt in neighborhoods of all types of income. A recent study from Idealista confirms that Madrid and Barcelona are two of the most expensive cities in Spain. And he is not the only one. Photohouse calculate that Madrid and Catalonia are two of the regions with the most expensive second-hand housing in Spain, only surpassed by the Balearic Islands and (in the case of Catalonia) the Canary Islands and Euskadi. Does housing have that much influence? The INE study suggests this, especially because it appreciates differences within the municipalities themselves. “In some of the main cities it is observed that the most central districts are losing population, while the most remote ones are gaining it,” comments the organizationwhich cites several specific cases already confirm the trend: “In 2024 in Madrid, the subdistricts on the southeastern periphery were the ones that had the highest balance. In Barcelona and Valencia, those in the south were the ones that gained the most.” Of course more factors come into play. The Canary Islands or Balearic Islands, two regions very marked by rising housing prices and tourism, closed 2024 with a positive balance in both external and internal migration, just like the Basque Country. Castilla-La Mancha and Castilla y León also grew, receivers of a good part of the population that decided to leave the capital, and the Valencian Community, also a destination for internal migration from Barcelona. Images | Joshua Aguilar (Unsplash) and INE In Xataka | The silent surprise of Venezuelans: the number of immigrants has skyrocketed in Madrid, eclipsing Romanians and Moroccans

Every year thousands of Madrid residents go up to Puerto de Cotos to see something exceptional. And every year they get trapped

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For those of us who live in Madrid, Christmas has convinced us that there are issues that are completely unchanged from year to year. We know that the best thing we can do on the December long weekend is to flee the city (or at least the center), that going to Doña Manolita to buy a lottery ticket is almost impossible and that someone is going to be left stranded in Puerto de Cotos when the snow makes an appearance. Let the Civil Guard come! The day of marmot snow. Madrid has its favorite place to go to the snow in Puerto de Cotos. Those who grew up in Madrid are very likely to have launched a sled down the slope, taken their first steps on skis in Valdesquí or taken a broth for Sale Marcelino. And, above all, they have been snowed in, have been cold and had problems returning to the city. It doesn’t matter whether it’s public transportation or private transportation, every year Cotos collapses. The last time was yesterdayMonday, December 22, when hundreds of people sought refuge on buses to return to Madrid with temperatures below zero and snow accumulating. But the year doesn’t matter. In 2024 There were those who waited three hours to get on one of the buses that serve the port. In 2023 Cars piled up in the ditches. In 2021 Access had to be cut off and endless queues to get on the buses were repeated. In 2016 Dozens of hikers had to take shelter due to a sudden change in the intensity of the snowfall. It is clear that we could continue. Between the cold and the bus. Yesterday was one of those snow days that turn into a nightmare. One of those in which the Civil Guard has to intervene to control the situation. And the perfect storm occurred: snow in the mountains and a non-working day. Perfect situation to get stuck at the top of the mountain. This was how it was for the more than 200 visitors who saw a way not to return to the city, they collected in The Spanish Newspaper. At two degrees below zero, snowing and with the prospect of not being able to get on the bus, the Civil Guard had to go to the top of Cotos to bring order and control the chaos. In statements to Telecincoa user pointed out that she had been waiting since midday for more buses to board, as the driver had promised, but the volume of potential passengers continued to collapse public transportation. In the images you can see how a traffic jam completely collapses the only available bus. Click on the image to go to the original tweet Insufficient The big problem with the Cotos port is that it can be relatively easy to go up, but going down is another problem. And while the climb is staggered, on the way down there are crowds of passengers waiting to take refuge inside a bus that will take them down to the street. Buses in which you can only travel seated, just as one of the drivers claimed. And to get off the port on a daily day and with the Valdesquí station closed, the frequencies are very low. In those conditions only bus line 691 which connects the city of Madrid with the top of the port is available at 11:05, 16:35 and 18:35. The only alternative is to go up with a car and chains in the trunk in case the situation gets complicated. Click on the image to go to the original tweet And the train? Yes, indeed, Cercanías had a train that covered the climb to Cotos from the town of Cercedilla. It is line C9opened in the 1960s but has been completely closed for renovation works on infrastructure and trains since 2024. The reopening is not expected until the summer of 2026. As long as the deadlines are met. The Cercanías trains also used to be full when the snow arrived but they offered some guarantee to passengers. First because they could move a high volume of people (up to 220 passengers per trip) and second because you could buy the tickets in advance, thus reserving the place to go and return to the mountains. The bus alternative, however, has been scarce. With the train line closed, Renfe has only arranged five departures bus from Puerto de Cotos to Cercedilla where hikers can opt for another Cercanías train or intercity buses to return home. On daily days, Renfe had the same volume of trains but its capacity was greater. Foreseeable unforeseen. What is surprising is that these situations occur every year. And despite the fact that the AEMET had already warned of the arrival of snow and an increase in traffic to the Port of Cotos on a non-school day was foreseeable, the hikers found themselves with public transport that was clearly insufficient and without Civil Guard patrols to order the chaos. It seems evident that these situations occur exceptionally but the Madrid Transport Consortium (CRTM) shows that it does not have sufficient flexibility to guarantee the arrival and evacuation of those who go up to the Puerto de Cotos by public transport, with a clearly insufficient provision of buses for these days. And few alternatives. But, also, the other big problem that Madrid has is that the alternatives are minimal. The region has more than six million inhabitants but the options of visiting the snow for those who go to the Madrid mountains on time are minimal. And the thing is that Puerto de Cotos is located above 1,800 meters of altitude. Among the alternatives is the Port of Navafría or the Puerto de la Morcuera, which can be reached by road. However, getting there by public transport is nothing short of a pipe dream since there are no nearby towns the size of Navacerrada or Cercedilla with Renfe stations to get there quickly. Thus, a funnel is … Read more

Óscar Puente wants to connect Madrid and Barcelona in less than two hours. The fastest solution goes through China

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Last month we learned that the Ministry of Transport tendered for 2.3 million euros two studies that analyzed the possibility of increasing the speed in the Madrid-Barcelona corridor to 350 km/h. Minister Óscar Puente’s promise was to reduce the travel time between both cities to less than two hours. However, to achieve this it is not enough to improve the infrastructure. Rolling stock capable of running at those speeds is needed, and that is where the capacity of China’s trains comes into play. The problem is in the deadlines and prices. In Spain and Europe we have a large railway industry, although delivery times are reducing the local choice compared to other alternatives such as China. Deliveries are around 60 months and the prices offered by European manufacturers are higher. “Chinese manufacturers deliver trains at half the price within six months to two years,” counted Bridge to the SER Chain. Renfe urgently needs to renew its fleet, especially after the Avlo disaster in the Madrid-Barcelona corridor, and China seems the only viable alternative according to the searched criteria. China dominates global high speed. With 48,000 kilometers of high-speed roads compared to 4,000 in Spain, the Asian country leads the sector by far. Its star manufacturer, CRRC Changchun Railway Vehicles, produces the Fuxing platform and has developed the CR450 prototype, capable of reaching 400 km/h. These trains already circulate in China at 450 km/h, although they would need adaptations to operate on the Spanish network. The minister and the president of Renfe, Álvaro Fernández Heredia, recently made a visit to the facilities of the Chinese giant to learn first-hand about its production capabilities. Europe looks askance the entry of china. The European Commission investigate CRRC for alleged state subsidies that would allow it to compete with artificially low prices, a case similar to that of Chinese electric vehicles. Bulgaria already tried to buy 20 trains from the Asian company for more than 600 million euros, but the investigation by the European organization forced the manufacturer to withdraw from the contest. Spain, however, is pressing to facilitate the entry of these trains or, failing that, to create an “Airbus model” that improves the competitiveness of the European railway industry. European alternatives are on the table. In addition to CRRC, Renfe is considering options such as Siemens’ Velaro Novo trains, which can reach 400 km/h but have yet to demonstrate mass production. There is also Hitachiwhose ETR-1000 is used by Iryo in Spain, although underused because the network does not allow speeds to exceed 300 km/h. Alstom, CAF and Talgo complete the list of candidates for the tenders that the public operator will launch at the beginning of 2026. It is estimated that each unit will cost around 27 million euros and that Spain will go to the European Investment Bank to finance the purchase. The infrastructure also needs changes. The studies They include new variants of access to Madrid and Barcelona, ​​a high-speed station in Parla with connection to Cercanías, another in El Prat de Llobregat linked to Rodalies, and a direct Lleida-Barcelona section that avoids passing through Camp de Tarragona. The current route is already designed to withstand 350 km/h, according to the Ministry, and Spanish Aerotraviesa technology will be used to allow these speeds without increasing maintenance costs. The renewal of the line will begin when the Madrid-Seville line ends. It remains to be seen whether Europe will allow it. Puente’s institutional trip to China has served to strengthen commercial ties and explore cooperation with the manufacturer. The Ministry of Transport defend that the country is “at a time of enormous expansion” of its railway network and needs quick solutions. And right now China is possibly the only country that can offer the material in the desired times. Cover image | Miguel In Xataka | In the race for autonomous driving, China is ready to literally take the next leap: L3

Madrid wants to convert its least used Metro line into the “Gran Diagonal”. A 1,000 million project without a clear end

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A line that connects the southwest of Madrid with the northeast of the city. A project to quadruple the extension of Madrid’s least used line with the aim of turning it into one of the city’s great arteries. We are talking about the expansion of line 11 of the Madrid Metro. In 1998, Madrid inaugurated a new Metro line. It had been 20 years since new lines had been launched in the capital and the project ended up being the first of the last major investment in the Madrid Metro that the Autonomous Community has made. until the reforms we are experiencing today. The work attracted attention due to its short length (only three stops at the beginning). Then Metrosur (Line 12) and the Light Metro lines (LM1, LM2 and LM3) would arrive. Except for LM1, all the aforementioned lines were longer than the new Line 11 whose 8.5 kilometers and seven stations were dwarfed by Line 12, with its 28 stations and more than 40 kilometers long. Now, Madrid wants to transform that line and make it one of the main axes of the Madrid underground. The numbers point high. From a “forgotten” line to the Great Diagonal Currently, line 11 of the Madrid Metro is, by far, the least used in the city. According to the company’s own report, there are only three lines that are below it but two of them are branches of main lines that far exceed the flow of line 11. Beyond the numbers on lines 7B and 9B, line 11 and its 10.8 million passengers per year they are located just above the Ópera-Príncipe Pío Branch, which moves 10 million passengers despite only having one stop at origin and another at destination, with a train that is round trip. However, Madrid wants the seven stations that currently make up line 11 to be the embryo of a gigantic line that is beginning to be known as the “Gran Diagonal.” The project, of course, has several phases but some of them are still up in the air and others do not have an execution date, although they do have a budget. Map of the expansion of line 11 At the moment, what is underway is the connection of the Plaza Elíptica station in Carabanchel with the Conde de Casal interchange. This link involves excavating more than six and a half kilometers and the creation of two stations: Comillas and Madrid Río. These will join the Plaza Elíptica station to the south and continue north with stops at the already existing Palos de la Frontera and Atocha, before reaching Conde de Casal. 514 million euros will be allocated for this section and although it was expected to be ready in 2026, everything indicates that the works will not finish until a year later and that It won’t be until 2028 when finally the new link will be available. In order to speed up the works, Madrid already has Mayrit readya tunnel boring machine from Germany that can drill 15 meters a day, compared to the two meters that are excavated a day if working only with a pick and shovel. In Xataka we have already talked of this tunnel boring machine that measures 98 meters long and weighs 1,500 tons. After arriving piece by piece, it has taken almost a whole month to be able to operate with it, since assembling it was quite a puzzle. complete at 27 meters depth. This will be the first section that aims to almost double the extension of line 11 and increase the number of people who pass through its trains by up to 75,000 daily passengers. This first section should become the heart of a line that is clear your future in the south. The expansion at this end plans to link the La Fortuna station with Cuatro Vientos, with just over two kilometers of track and an awarded budget of more than 75 million euros. But, at the moment, there are no execution dates for it. Where more doubts are being generated is in the north of the capital. From Conde de Casal to Mar de Cristal, the city will add its main stops to already built stations, specifically in Vinateros, La Elipa, Pueblo Nuevo and Arturo Soria. But it is from Mar de Cristal where the project, for which 600 million euros will be invested, has been changing. As can be seen in the map above, the project contemplated taking the line to the airport and later to a final stop called Valdebebas Norte. In elDiario.es They assure that Metro de Madrid retains the possibility of building a second station to double the latter. The opening, according 20Minutes It would therefore be staggered, coinciding with the three sections already mentioned. Once completed, Madrid line 11 will become one of the main routes to transport passengers. An approximate extension of 33.5 kilometers is expected (from just over eight kilometers currently) and 20 stations from the mere seven it currently has. All this with an expense of more than 1,100 million euros. Photo | Madrid Metro and Community of Madrid In Xataka | Faced with daily collapses, the Madrid Metro could increase frequencies or put in “pushers.” He has chosen the second

While Madrid becomes the “European Miami”, a group has grown to historic numbers: Venezuelans

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In the streets of Madrid every time it’s easier hear Latin American accents, but there is one in particular that stands out above the rest: Venezuelan. The number of Nicolás Maduro’s compatriots has skyrocketed in recent years in the community. So much so that the latest data from the INE show that they have already overcome the barrier of 200,000 peoplewell above the 120,400 of just five years ago. In fact, there are those who already refer to part of the capital as the “Little Caracas” or see one in Madrid “European Miami” which attracts immigrants of all kinds, including rich people who want to buy. The data shows that they are not wrong. The “Latin American” Madrid. That the Latin American population and specifically the Venezuelan has been growing for years in Madrid, it is nothing new. A year ago The Country revealed that the region had for the first time surpassed the symbolic figure of one million immigrants arriving from Hispanic America, a milestone achieved largely due to the increase in Venezuelans. Now the latest data from the INE They confirm that, far from reversing, the trend continues. And clearly. Community of Madrid Venezuelans Romanians Moroccans 2025 210,408 111,309 100,939 2024 184,387 115,911 98,360 2023 158,422 117,274 94,631 2022 130,779 123,834 92,563 2021 120,434 128,793 92,279 One figure: 210,408. The figures They speak for themselves. In 2021, the INE counted 120,434 people born in Venezuela in the Community of Madrid, the following year there were 130,779, in 2023 there were 158,422, in 2024 there were 184,387 and this year the figure has taken another rise until reaching 210,408. In short, a growth of almost 75% in a matter of five years. If we look back a little further and go to the last decade, the growth is even clearer. In 2020, 115,289 people born in Venezuela resided in the community, in 2019 there were 90,254 and in 2018 the indicator marked 66,421. A collective at the head. Beyond the percentages, there are two other approaches that demonstrate the extent to which the Venezuelan population has grown in the region in recent years. The first is that right now it is the most abundant foreign group in Madrid, significantly above the other most populous groups: Colombians (199,760), Peruvians (164,786), Ecuadorians (140,794), Romanians (111,309) and Moroccans (100,939). What’s more, The Confidential remember that Venezuelans in the region now exceed the sum of Romanians and Moroccans. The other clue is obtained by looking beyond Madrid and analyzing the Venezuelan diaspora in Spain as a whole. According to the INEIn our country there are 692,316 people born in Venezuela, of which 210,408 (almost a third) live in the Community of Madrid. The capital’s figure far exceeds that of any other region. In fact, the other two with the largest volume of population from Venezuela are the Canary Islands and Catalonia and in none of them do Venezuelans even reach 90,000 people. In Andalusia, there are barely more than 47,000. Year Population born in Venezuela registered in Spain 2025 692,316 2024 599,769 2023 518,918 2022 440,953 2021 411,996 One question: Why? At this point the big question is: Why? What is the reason for this migratory flow to Madrid? There are several factors at play. One (crucial) is the Venezuelan diasporathe volume of people who have left the country in search of better opportunities or as exiles. UNHCR estimates that 7.9 million of people have left Venezuela in search of protection or a better life. In 2024, Nicolás Maduro himself assured that between 2013 and 2023 2.5 million Venezuelans They emigrated from the country, although at that time he maintained that half (1.2) had returned between 2020 and 2023. The Trump factor. Beyond the dance of figures, the undeniable thing is that Spain has long been one of the main destinations of Venezuelans who choose to pack their bags as immigrants, refugees or asylum seekers. Years ago many of them headed to the US, but with Trump’s return to the White House “the American dream became a nightmare” for a large part of that diaspora refugee in the US, such as recognized in May Saray Díaz The Country. He knows well what he’s talking about. She is Venezuelan, she had resided in the US since 2024 thanks to a humanitarian permit and basically dedicated herself to cleaning houses. After Trump activated his policy anti-immigration Saray received an email from Department of Homeland Security inviting him to “leave” the US. A few days later he was on a flight to Barajas. It is not a unique case. During the first trimester 23,724 Venezuelans They requested asylum in Spain, a record. But… Why Madrid? That so many Venezuelans choose to settle in Spain and more specifically in Madrid is not a coincidence. Influences the open arms policy applied for yearsthe presence of relatives who have already migrated to Spain (this is, for example, the case of Saray, who had relatives here) to help them upon their arrival and of course the cultural ties with the country. Like other cities in the country, Madrid has also welcomed protests of critics of the Maduro regime and in defense of the opposition María Corina Machado. “There are several ingredients to take into account. The political and economic crisis in Venezuela is worsening. Trump’s immigration policies, together with a possible military intervention, with this situation of insecurity, also have an impact. And we must take into account that in other Latin American countries the entry of Venezuelans is being rejected,” comment to The Confidential Elisa Brey, expert in international migrations and professor at the Complutense University. “In Madrid there are already many Venezuelans and more arrive through contact and support networks.” Beyond the statistics. The influx of Latin Americans and specifically Venezuelans is felt beyond the statistics, in society, the economy and even in the residential market, as explained in 2024 the BBC network, which reminded that not only people in difficulties come to the capital. In fact, … Read more

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

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

Torrejón de Ardoz promised them happiness as the epicenter of the Madrid festivals. Until he started canceling them

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Torrejón de Ardoz does not seem willing to become the epicenter of the Madrid festivals. Although City Councils usually boast of their ability to attract concerts, fairs and other mass events, a few days ago the Consistory of the Corredor del Henares did exactly the opposite: published a statement to announce the cancellation of “all macrofestivals that were made in the city.” From their extensive list only one will be saved, Elrow Town. The rest will be forced to find a new location next year. What has happened? Que Torrejón de Ardoz has announced the “cancellation” of three music festivals: Brava Madrid, Madrid Salvaje and Torrejón Summer Fest. The reason? The Consistory alleges basically two reasons. The first, that he wants to “minimize the inconvenience to the neighbors.” The second, that in the opinion of the municipal government, the leisure offer for the inhabitants of the town is already well covered with the Magical Christmass and the patron saint and popular festivals. “They offer an excellent offer of free leisure and a sufficient attraction, such as large events, to promote the Torrejón Ciudad de Moda brand,” he says. Is everything cancelled? No. They fall at least Brava Madrid, Wild Madrid and Torrejón Summer Festbut not the Elrow Townwhich will be celebrated on a holiday (May 1) during daylight hours. From the Torrejón City Council they argue that the festival does not cost the municipal coffers money and represents an “important” source of income for the town. In addition, residents will have the right to purchase tickets starting in April with a 50% discount. Click on the image to go to the tweet. What does it mean for Torrejón? A priori and how recognize the City Council itself, the fairgrounds will be left without events for most of the spring-autumn season of 2026. At the moment there is nothing scheduled for March, April, July, August and September. In June and October there will also be no appointments, except for the celebration of Popular and Patron Saint Festivals, respectively. The strong month will be May, with elrow Town, Tributos, Locos X80 and Urban. The City Council assures that an effort will be made to reduce the acoustic impact, which would even include orienting the stage towards the Polígono de Las Monjas, in such a way that the sound is not directed towards the homes. During elrow Town, the installation of acoustic screens is planned to protect the buildings. Why is it important? Because of the context. Madrid Salvaje, Brava Madrid and elrow Town had not been in Torrejón de Ardoz for long. What’s more, the three festivals they relocated there this year after having to leave IFEMA. In the Torrejonero area they found a large, close space, well connected to Madrid and with green areas. Its great potential led to some saw to the town of Corredor del Henares as the potential new “epicenter” of the Madrid festivals, a not unreasonable possibility after the turn from IFEMA. A few months ago the IFEMA consortium confirmed their decision not to hold outdoor festivals at least in 2025 and focus on indoor ones. The measure came at a special time, with those responsible for the fair institute betting on the organization of the Spanish F-1 Prize, which will be held in September 2026. in spring The World public In fact, IFEMA’s step back from the open-air festivals sought to appease the residents’ spirits ahead of the Formula 1 event and the noise that the cars may cause. Perfect, right? It doesn’t seem like it. Although the festival organizers stood out At the time, the advantages of moving to Torrejón de Ardoz had, in practice things seem to have been different. At least for its inhabitants. In the statement in which it confirms the cancellation of “all macro-festivals” (except elrow Town), the City Council insists that the objective is to “minimize inconvenience to neighbors”, a maxim that goes beyond the musical calendar. “The City Council, listening to the feelings of many Torrejoneros, is going to reduce and celebrate fewer events, concerts and parties, and will focus all its efforts on taking better care of and keeping the city cleaner,” the statement continues. Neither Torrejón nor the neighborhoods close to IFEMA are the first to have seen how difficult it can be to combine the residential use of an area and the celebration of mass shows. Probably the most publicized case is that of the complaints of surrounding neighbors of the Bernabéu, which even led to heavy fines. In Torrejón, an extra element was also added that has little or nothing to do with noise: several festivals They were tarnished by their ties to a pro-Israel fund in the midst of the Gaza war. Image | Elrow Town In Xataka | Madrid has turned Manzanares into a new tourist attraction with LEDs. The neighbors have something to say

Madrid was supposed to have renaturalized the Manzanares for its ecosystem. Now he has turned it into another tourist attraction

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It is not strange that in December talk about lights. In recent years some cities in Spain have launched a crazy race for displaying millions of LEDs along its streets or raising the tallest luminous Christmas tree in the country. What is less common is that people talk about the lights that decorate the bed of a river, which is precisely what has been worrying environmentalists and residents of Madrid for days. To be more precise it worries them the City Council’s initiative to activate 61 projectors in Manzanares. For the City Council, these lights are a success that will “more attractive” the riverbank and will reinforce its security. For neighbors and environmentalists, it is a mistake that will generate something very different: “light pollution.” What has happened? That Manzanares is news. And not because of the “renaturalization” process that began years ago, of which they stick out their chest the Madrid City Council and the neighbors and (among other things) has helped recover its fauna. The key in this case is quite different: the lighting system installed in a 560-meter stretch of the river, around Dam 6, between the districts of Arganzuela and Latina. Although the spotlights were installed there more than a year ago They were not activated until a few days agocoinciding with the on of Christmas lights. The problem is that what for the City Council is a cause for celebration for residents and environmentalists is a problem. Why’s that? Because the opinions regarding the Manzanares lights could not be more different. If you ask the City Council, it is an initiative “sustainable and respectful” with the environment that will benefit the neighbors and attract tourists. “It will make this city environment more attractive for residents and visitors, also offering more security to pedestrians,” claims José Luis Martínez-Almeida’s team in the statement in which he celebrated the commissioning of the lights, last Saturday the 22nd. “The 61 LED projectors will project a blue light to boost the attractiveness of the area and realize the central construction,” abounds the City Council before stating that the lights are part of a “pilot project” and are here to stay. For now, they will continue to operate beyond Christmas, on Fridays, Saturdays and Sundays, adapting their operating hours to sunset. What do the critics say? They talk about “light pollution” and a measure that has been deployed “despite citizen and scientific rejection.” Among those who have spoken out most vigorously against the 61 river projectors are: Ecologists in Action and the Corridor Verde-Imperial Neighborhood Associationgroups that put forward various arguments, such as that the new outbreaks will negatively affect the ecosystem or that they only seek to attract visitors. “It is unnecessary and harmful, it is not justified by any reason of general or public interest and it only responds to the arbitrary whim of the City Council in its desire to continue touristifying the city in general and Madrid Río in particular”, regrets Ecologists. However, the greatest emphasis is placed on the impact that LEDs will have on fauna, something that has already earned them “scientific rejection.” Will it affect the river ecosystem? It depends on who you ask. For the environmental group there are no doubts. “You cannot subject the fauna of Manzanares to an eternal day, not only the birds, but also the insects, which are a crucial part of the ecosystem,” warns in The Confidential Erika González, biologist. “Fauna, like human beings, also need darkness for their life cycle (…) It is difficult for us to understand why the City Council, the same one that decided to successfully renaturalize Manzanares and dedicates a budget for maintenance, now decides to attack the ecosystem.” Things are quite different for the local government, which in the same statement in which he reports on the switching on of the projectors, he emphasizes that the system has been designed applying environmental criteria. “It has been developed using solutions that minimize light pollution. The spotlights are located in a pocket of the river, limiting light emissions to the sky.” Is it the only disagreement? No. Another idea in which the City Council and the neighbors clash is the convenience and necessity of the lights. From the City Hall they argue that the lights will improve “safety” around the river, but residents question whether that is necessary. “There is no insecurity problem and if there were, the logical thing is that lights be installed on the street, not in the river bed,” reasons Susana de la Higuera, from the Pasillo Verde-Imperial Neighborhood Association. The controversy surrounding the Manzanares lights dates back a few months. In fact, the City Council installed them in 2024 with a view to Christmas of that year, but his critics took the issue to the courts and requested precautionary measures. Although the process is not resolved, the judge handling it denied a few months ago the temporary stay that kept the lights disconnected. Ecologists in Action regrets In any case, the City Council has turned them on with the contentious appeal still open. Their discomfort (like that of the neighbors) has already moved to the street with a protest on friday. Images | Madrid City Council In Xataka | Felipe II wanted to build an XXL canal from Madrid to Lisbon. Now the city has recovered it, inspired by Ancient Egypt

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

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

Cities are becoming theme parks. The “ship” that has landed in Madrid is the latest example

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A spaceship has parked in the center of Madrid. No, you don’t have to you start running like you were Naruto because it will be there for a few days. This is not a real ship, but the Sol station. And the reason why the design of the subway entrance has been changed to that of this ship is because it is a PlayStation advertising action. And more than something special, it is part of a phenomenon. That of converting part of large cities into theme parks. what has happened. Last Tuesday, November 4, one of the entrances to the Sol station in Madrid appeared “tuned.” Representing a “crashed” ship, PlayStation itself gave some details about the action on your blog. Streamer The Grefg is involved in a campaign that will be resolved on November 19 and in which four PlayStation 5 Pro. It is not a celebration of the launch of any game, but rather a big raffle for which PlayStation has decorated an emblematic point in the city. Experiential Marketing. These types of interventions are not new, although in Spain it is one of the largest marketing movements seen in recent years. It is a strategy designed to create links with users beyond those that can be traced with traditional advertising. A giant LED screen or a billboard is something that we have so internalized that we even ignore it in many cases, but when the station you pass by every day becomes something else, it inevitably draws attention. It is something that reconfigures the perception of the urban environment and can manifest itself in multiple ways. Transportation stations are some of the favorite centers of companies because they are points where many, many people pass through. Sol, without going any further, was “Vodafone Sol” for many years and, although it is a different example, it serves to identify a place and a brand. Advertising outside the advertising space. It has come to be called “visual pollution of a commercial nature” by generating advertising exposure that the citizen cannot avoid. You are going to see it, whether you want to or not, but beyond the subway users themselves, it is an advertisement that generates a conversation on social networks. Public landscape = advertising canvas. As we said, Madrid is becoming an example of how public settings are converted to support a commercial narrative. Next to the PlayStation ship, and literally at kilometer zero of Madrid, the watch brand TAG Heuer placed a few weeks ago a giant clock with a countdown indicating the 365 days left until the Formula 1 returns to Madrid (something with which the neighbors also have their pluses and minuses). It is not very different from what happens with the Olympic Games, but there are other bloodier examples. Without leaving the metro, in 2016 the Chueca station was transformed with the colors of the rainbow. It was not something promoted by political movements in favor of the LGTBI+ collective, but rather an advertising action by Netflix under the slogan “Rainbow is the new black“The campaign was temporary, but the collective managed to keep the colors after Netflix withdrew its brand. And Puerta de España has also been personalized in the past. Pragmatism. This, obviously, does not come for free. Madrid, under Mayor Alberto Ruiz Gallardón, approved an ordinance that regulates outdoor advertising in Madrid by which advertising banners in Puerta del Sol and other central environments would be placed exclusively in buildings with certain characteristics. That is why Puerta del Sol is wallpapered with advertisements from big brands, series or movies, for which companies they have to pay a large fee to the city. In the end, looking at it from the most pragmatic point of view, these public-private activities finance infrastructure and furniture that municipal administrations could not afford. That is to say: cities obtain income through these advertising permits and companies gain a scenario that hundreds of thousands of people see every day. In a context in which many cities are attracting tourism and investment, it is a win-win if we think with a cooler head. The mentioned contract of Vodafone Sol was three million euros for changing the name of the station between 2013 and 2016, as well as the name change in the red line public address system. And, when the contract was not renewed, it was Vodafone that bore the management costs. Reactions. Now, while cities like Madrid, Barcelona or New York allow these activities, others restrict them. An example is Lyon, which has decided reduce outdoor advertising in public spaces by up to 75%, eliminating above all digital screens. Outside of the previous pragmatism, it is something that exerts a tension between municipal revenue, commercial freedom and the protection of the urban landscape. In the case of the PlayStation ship, varied reactions have been seen, from enthusiastic voices to those who criticize this conversion of the city into an amusement park. The truth is that PlayStation is a company that carries out very imaginative advertising campaigns in several cities and in Spain nothing this big has ever been seen. Another recent action also had much angrier reactions in the subway, when the company Uber Eats changed the name of the emblematic Goya station to… yes, you’re guessing: Gyoza. Or the former name change of the Blue Line to Stonewashed Blue. and the future Santiago Bernabéu station customized by Real Madrid. Images | PlayStation Spain In Xataka | Japan has an amusement park dedicated to Spain. And it’s as wonderful as it looks

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