Spain

China looks at Spain and Spain is willing to be a European delegation of Chinese factories

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Renew or die. That is the maxim that the Government claims to follow in its plans and projects related to the automobile industry in our country. Some plans include the electrification of current plants and attracting more investments. Investments that, everything indicates, will come from China if the rumors take shape. Sweeping for home A few days ago, the Government ended up confirming the details of the Auto+ Planthe new aid system for the purchase of electric cars. With them it is confirmed that, now, The maximum discount for an electric car will be 4,500 euros But to obtain it it will be necessary to meet two requirements: the car has to be assembled in Europe and its battery too. Shortly after, Jordi García Brustenga, Secretary of State for Industry, defended the Auto 2030 Plan during the event Future: Fast Forwardorganized by 50 companies directly related to the automobile industry. There he presented the main lines of the future of the Spanish automobile: electrification and embrace of new investments. Wherever they come from. an obsession. “We are in favor of electrification and we will continue taking steps in the coming years in this obsession,” defended García Brustenga in statements collected by Europa Press. In them he stressed that the Government acts with the certainty that the electric car is the vehicle of the future. And to walk that path, the Government says it is open to taking the hand of anyone who does so in that direction. Asked about possible investments by Chinese manufacturers, the Secretary of State for Industry responded: “The Government’s position is to welcome these investments and we want to do it well, not with quick permits, but rather with compensation that represents advantages for both sides. It is important that these competitors have the Spanish value chain, technology and workforce” Because? The automobile industry is, after the agri-food industry, the one that produces the most in our country and it is the industry that it exports more products than it produces. Its weight translates into 10% of GDP and we are the second largest vehicle manufacturer in the European Union, only surpassed by Germany. It is logical, therefore, that the Government maintains its attention on the sector, which has focused enormous amounts of money in the form of subsidies taking advantage of European funds. The latest project, the Auto 2030 Plan, is based on 25 measures that focus on attracting investments to produce batteries and components for future vehicles in our country, new factories and the modernization of current plants. The project seeks to maintain the privileged position of our country. And between 2019 and 2024, 400,000 vehicles per year have stopped being manufactured on our soil, according to the information published by Anfac in collaboration with the Ministry of Industry. Furthermore, competitiveness has been lost in the market and we have suffered more with the cuts, since our industry is based on assembly and not so much in product development. Chinese interest. In the recent past, Spain has undoubtedly attracted Chinese interest in landing in Europe. Our country has repeatedly been considered one of the main candidates to host a new BYD European factory. The latest rumor is that Ford would be interested in sharing space with Geely in Valencia. But beyond collaborations, CATL does have it going the construction of a plant to produce batteries in Zaragoza and feed the Stellantis factory. Precisely, on the land of the latter the Leapmotor carsthe Chinese company that this automotive group distributes in Europe. And from 2024the Chery Group keeps the old Nissan plant in Barcelona alive with Ebro. Later Jaecoo and Omoda models should arrive. And not only from a manufacturing point of view. Spain has turned its ports into China’s gateway to Europe. 81% of vehicles exported from China to Spain and 13% to Europe They entered through Barcelona during 2024. He port of Santander was chosen by BYD in the first steps it took in our country. An approach. The Government’s position has been varying. So much so that we have gone from supporting tariffs on Chinese electric cars, that are still validto abstain from voting and put ourselves in profile so as not to compromise investments. Investments that China, everything indicateshas ordered arrests in the countries that finally supported this protectionist measure and that have remained in Spain after a Pedro Sánchez’s trip to the Asian country where he praised the Chinese automobile industry. Spain was risking the future of new investments and the future of the Iberian pig in one of its most important markets. Yes, but. For now, it is clear that Spain has made a strong commitment to attracting Chinese investments. The plan, everything indicates, has gained strength taking into account that it only proposes to deliver the maximum purchase aid to those who manufacture on European soil. Despite this, there are those who are questioning that these investments really impact the economy or, at least, impact as much as we are told. And CATL, like BYD is doing in Hungaryseems to give the bulk of your labor pool to Chinese employees. Likewise, at the moment at Nissan plans remain unconsolidated for Omoda and Jaecoo to drive cars through their doors. On the table was the intention to give the final assembly to cars that They arrived in kits already almost assembled. It is the same thing that is proposed for the Santana factory in Andalusia. Those plans have been delayed after the European Union has not ensured that serve as a bridge to skip current tariffs. Photo | Moncloa In Xataka | “They assemble Chinese cars with Chinese components and Chinese personnel”: the EU is beginning to suspect the manufacturers’ plants

Ransomware has exploded in Spain and the data confirms it

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He ransomware It is one of those attacks that no one wants to suffer. Companies fear it because, if they do not manage to contain it in time, they can be paralyzed for days, weeks or even months, with million-dollar losses as a consequence. It is not foreign to private users either: we will not always be willing, nor able, to pay a ransom, which in many cases means losing our files. However, this threat continues to advance, gaining presence in our environment and forcing us to remain more alert than ever. Spain, among the most affected countries. The team of Thales Cyber ​​Threat Intelligenceone of the largest European defense and cybersecurity groups, places Spain as one of the most attractive targets for actors operating with ransomware. According to their report shared via email, the country recorded 164 attacks in 2025, with 79 in the first half of the year and 85 in the second. The most relevant data comes when putting these figures in context: Spain ranked sixth in the world in the number of attacks during the second half of the year. A trend that points upward. Thales experts also point out that ransomware attacks in Spain grew by 7.6%, an increase that is part of a general increase in cyber activity. Behind them are factors such as geopolitical tensions, the evolution of ransomware tools, the increasingly rapid exploitation of vulnerabilities and the interconnection of threats between critical sectors. All of this creates a scenario with more mature, organized and difficult to contain actors. The global context changes the scale. Although the situation in Spain invites vigilance, the panorama is transformed when it is expanded to an international level. The United States was the most affected country in the second half of 2025, with 3,946 attacks. They were followed by Canada, with 411, and Germany, with 296. The weight of the United States is especially striking: it accounted for 51.23% of the attacks recorded in that period, which shows a very unequal distribution of this criminal activity. A particularly exposed sector. On a global scale, and always according to Thales, the financial sector continues to be among the main objectives. Banks, payment institutions and fintech companies face not only ransomware campaigns, but also persistent threats from advanced cybercriminals, state-sponsored actors and hacktivist groups. In 2025, this sector accumulated 533 ransomware attacks, the highest number among the industries analyzed. The report also identifies the most active groups. Qilin led the activity with 60 attacks, followed by Akirawith 29, and Inc Ransom, with 17. To them were added two operations that emerged in the second half of the year, The Gentlemen, with 13 attacks, and Sinobi, with 10, which managed to place themselves among the five most active groups against the financial sector. Consequences that go beyond the numbers. When a ransomware attack manages to overcome an organization’s defenses, the impact stops being statistical and becomes tangible. At the international level, Jaguar Land Rover was forced to paralyze its factories for more than a month after an incident of this type. In Spain, several town councils have also suffered similar attacks, with service interruptions and operational problems that show to what extent these threats have ceased to be a theoretical risk and have become a very real challenge. Images | Xataka with Gemini | Thales In Xataka | How often should we change ALL our passwords according to three cybersecurity experts

Spain has been dealing with the weather in the United Kingdom for a month and a half. And that forces us to rethink how we build our roads

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Roads closed, prohibited overtaking and new speed restrictions, landslides that are swept away by a moving car or potholes that become sinkholes with the continued passage of vehicles. The roads in Spain have suffered greatly with a month and a half in which a succession of storms has barely given any respite. But is the fault of the investments or is it that we are not prepared for this climate? Potholes, sinkholes and closed roads. We have experienced a beginning of 2026 where news of intense snowfalls and continued rains have accumulated. And that has had an impact on the way we move. In some cases, airports have been forced to stop their activitythe trains have stopped due to the wind and, on the road, we have had all kinds of problems. Videos have become popular on social networks where a string of cars suffers the consequences of a sinkhole. Or the statements of those who affirm that in the same service area they have had to rescue a good handful of cars due to blowouts as a result of the poor condition of the roads. There is information that points to all types of roads: those managed by the Statethose that are from autonomous ownership and those that are from municipal ownership. We have had complaints for everyone. An unexpected event. Beyond the money dedicated to our roads, what seems clear is that a perfect storm has occurred: roads that should be better maintained and a succession of storms for which our roads are not prepared. If we look back, in the first 40 days of the year it rained in Spain triple the average recorded between 1991 and 2020. The recorded figure not only confirms that the swamps have filledalso calls into question to what extent Spain is becoming in a rainy country. And, above all, how we can prepare for climate change with more extreme weather events, repeated more frequently and further away from the typical climate of our country. Are we prepared? The truth is that our roads are prepared for something else. In Spain, roads are based on the PG3 regulations that draws on the European guidelines. Most of them respond to the premises aimed at building roads in hot climates. In fact, the next category is for a “medium” thermal zone and the next is considered “temperate.” This is important because as I said Francisco José Lucas Ochoatechnical and business development director at Repsol in his Twitter account, some time ago, on these roads A bitumen is used that is harder and withstands high temperatures better.. In the wetter climates A softer bitumen is used, as in the United Kingdom, but this can soften and melt if it is very hot. Our disadvantage? Asphalt resists high temperatures better but is more fragile and breaks more easily. This structure on our road leaves us, in most of the country (because high mountain roads are slightly different), roads that are less permeable to the passage of water. And the main objective has never been to resist humidity, it has been to resist extreme heat and fatigue due to the passage of numerous vehicles, since Spain is the second country in Europe with the highest heavy vehicle traffic. What consequences does it have? Asphalts designed for dry climates that have to suffer constant punishment from rain and humidity are more likely to accumulate water and encourage aquaplaning. But when the absorption of water is continuousthe problems are bigger. If the soil receives a constant amount of water, there comes a point where the layers beneath the asphalt remain constantly moist. This alters its ability to distribute loads, which is essential when you have a more rigid or less elastic asphalt like ours. This limited distribution of loads favors the fracture of the upper layer, generating potholes that end up becoming sinkholes both due to the action of the vehicles themselves and the punishment inflicted by the constant fall of water, further delving into the depth of the hole that is exposed. In addition, the useful life of asphalt is limited. Where it doesn’t rain and where it does rain. The added problem is that this train of storms has left a lot of rain where the roads are directly designed to withstand intense vehicle traffic circulating in a dry and hot climate. Andalusia and Extremadura have faced rains typical of Cantabria but, curiously, in Cantabria it has barely rained. In United Kingdomwhere the problem of water on the road is a constant, the construction of roads plays with the porosity of the asphalt, with the aim of making the soil capable of absorbing as much water as possible. A technique that is applied to the surface itself but in which the ditches are also taken into account so that the accumulated water does not infiltrate and, as we said, change the ideal load distribution. This type of asphalt is limited in Spain to very specific areaswith limited traffic and low risk of snow and smelt. In cold and humid climatesFor example, they have to deal with asphalt that is also more rigid but without losing sight of the accumulation of water. There the problem is not so much the latter as it is the formation of ice and the passage of vehicles equipped with studded tires on depending on which roads. If the road were as porous as in the United Kingdom, water would accumulate in the small gaps in the road surface and freeze, turning the road into a skating rink. Is there a solution? Yes and it seems to be underway. From 2021the Center for Studies and Experimentation of Public Works (CEDEX) coordinates the Transversal Working Group on Climate Change and Resilience in Roads. This group is analyzing the current situation of Spanish roads and infrastructure such as bridges, tunnels or aqueducts and what investments must be made to adapt them to the new meteorological reality of our country. Furthermore, in collaboration with CEDEX … Read more

There was a day when Spain was a reference on the roads of Europe. 13.4 billion need to be invested to recover its splendor

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Floods, landslides, fractures, potholes or, directly, sinkholes. What is happening with Spanish roads? Are we facing a real maintenance problem or are we simply facing an avalanche of information or viral videos fueled by railway accidents and doubts about their maintenance? These are the answers we have. The controversy. The roads are bad. Very badly. At least that is the popular sentiment on social networks and in much of the media. The potholes (or directly sinkholes) They are the main ones accused of an alleged lack of investment in the maintenance of Spanish roads. Since the Adamuz train accident (Córdoba) in which 46 people died on January 18, the state of infrastructure in Spain is in the spotlight. The Adamuz railway accident was followed by new accident in Rodalies (Catalonia) in which a trainee train driver died and 37 people were injured just 48 hours later. The focus was then placed on the condition of the roads and their maintenance But, as the weeks have passed, the controversy has moved to the roads. And in recent days there have been videos in which cars are counted that have suffered blowouts due to going over a large pothole and statements on social networks. Is there data?. According to the Association of Infrastructure Conservation and Exploitation Companies (ACEX)Spain has a deficit of 5 billion euros of investment in its roads, distributed as follows: Highways under the responsibility of the State: 2,000 million euros. Highways of the Autonomous Communities: 2,000 million euros. Provincial roads: 1,000 million euros. According to ACEX, Spain invested half that of neighboring countries between 2009 and 2017, with a clear impact of the economic crisis of 2008. Since 2022, the deficit with Germany, France, Italy and the United Kingdom has been reduced to 30% with the arrival of European funds. It must be noted, however, that ACEX is made up of large construction companies. Source: AEC Officials? More or less. It must be taken into account that the budget items for road maintenance are not only presented in the General State Budgets, they must then be executed by the corresponding administrations. However, the DGT validates the data provided by the Spanish Road Association (AEC). And they say that half of the road surface in Spain is in poor condition. The data is even long before the last rains and a winter that is especially punishing the pavement. In fact, although the report was presented in 2025, the information was collected in 2024 so there is no data after the first months of last year either. which were also especially rainy. The AEC is an association created in 1949 and is non-profit. In 1998, it was also declared a Public Utility Entity and has international recognition. According to their evaluations, Spanish roads are “at the worst moment in its history” and that 13,491 million euros are needed to repair all the roads that need some type of intervention and they are distributed as follows: 4,721 million euros in 26,000 km managed by the State. 8,770 million euros in 75,300 km managed by the regional and provincial governments. A creeping problem. The problem of investments in road maintenance in Spain is not new. According to data from the Independent Authority for Fiscal Responsibility (AIReF) in a 2019 studyroads had absorbed the majority of infrastructure investments between 1985 and 2018, surpassed only by train investments between 2008 and 2012. Those days, from Europe it was supported that the quality of Spanish roads was much higher than average and among the best in Europe. However, investments had been declining for years and although they exceeded 1% of GDP in the 1990s, in 2018 they were below 0.5% of GDP. Of the total money invested, the AIReF report indicates, 35.98% corresponded to the State, 19.96% to the Autonomous Communities and 8.41% to local entities. Money received, for example, with European funds, is not taken into account. European entities, however, attributed this decline in investments to an infrastructure that was already established and in good condition. The OECD pointed out that Spanish roads were above average in quality and connectivity and were only behind in density. Are there solutions? European aid is what once again boosts investments in roads. From the Ministry of Transport, Mobility and Urban Agency they collected that between 2022 and 2024 2,460 million euros would be mobilized, placing special emphasis on the maintenance of the roads but announcing that they foresee a study to analyze the financing channels, which once again gives rise to the constant background noise about the implementation of tolls. Furthermore, with the impetus of Europe, a project has been created to adapt Spanish infrastructures to the new climate reality, analyzing the interventions that must be carried out to readapt them to more extreme climates where aggressive weather episodes occur more frequently. Photo | Feranza In Xataka | Spain has dozens of unique abandoned roads. Now he wants to save them by turning them into “historic roads”

The canonical “living room furniture” in Spain in the 80s and 90s is dead. That says more about us than it seems.

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There is an object that disappeared from Spanish homes within a generation or two, without almost anyone noticing: the living room furniture. I’m not talking about a base for the TV but about that solid wood architecture that occupied an entire wall, with its display cases, shelves, drawers, space for the TV and, in the most ambitious models, even an integrated minibar, the only thing in my childhood home that seemed like a luxury to me. For decades that piece of furniture was the nerve center of the home. It housed books, television, mini chain (another vestige of another era), family memories and the boy’s judo medals. Today it is a relic that no one millennial buys and that Generation Z doesn’t even recognize. The obvious explanation is practical: televisions grew much faster than the space that these pieces of furniture reserved for them. It became impossible to fit a 42 or 55 inch screen where barely 21 could fit.. Apartments shrank while prices skyrocketed, and dedicating four square meters to a cherry monolith no longer made sense. Furthermore, moves have multiplied because job insecurity forces people to change cities more than in the past, and no one wants to carry a piece of furniture that requires a truck and three rocks. But That doesn’t explain why no one misses them.. What died with the living room furniture was something deeper: the idea that the home should display who we were. These displays were, in addition to functional display cases, a showcase: the good dishes that were only used at Christmas, the collection of porcelain figurines, the religious motifs if the family was a believer, the bound volumes of encyclopedias that no one read but that let visitors know that culture is valued in this house. The shelf with the VHS carefully arranged, the crystal glasses, the framed photos. It was all there to be seen by those who came to see us, to say, “This is our family, this is our status, this is what we value, this is who we are.” That today is, at best, a piece of melanin furniture with some funkos and the Switch. Image provided by an acquaintance. In this case, a 55″ TV covers more than what the furniture manufacturer had planned and there is no room for more. In this case, the tradition of furniture and tea sets coexist with the modernity of consoles, the yoga mat or souvenirs definitely different from those of yesteryear, such as the Japanese torii or the Mexican mask. Where was the ceramic with ‘Memory of Torrelavega’. Today we exhibit on Instagram, or in our profile photo and WhatsApp statuses, but not in the living room. Identity is no longer constructed through physical objects arranged in a display case, but through selected images on a screen. It is no longer necessary to demonstrate to visitors that you have good taste (visits, in fact, are increasingly rare) because your followers They have already seen it in the stories. The other thing is a matter of our parents and in-laws. The living room furniture was a gesture of permanence and stability: We bought one that we knew would last a lifetime, we even inherited it. Now we live in forced flexibility, in rental apartments with annual contracts, in Ikea as religion and in the imperative to travel light. It’s not just that it doesn’t fit. It is that its very logic (the solid, the definitive, the expository) belongs to a time that no longer exists. The space where the furniture used to be is now occupied by a giant television mounted on the wall, a minimalist shelf from Amazon or, directly, nothing. And that absence is not coincidental. It is the symptom of a culture that stopped believing in the idea of ​​the home as a personal museum. and he began to conceive it as a provisional set for a life that happens, above all, elsewhere. On the screens. In Xataka | The 17 photos that explain the 90s as if you had lived them Featured image | Xataka

If Spain wants to imitate China and be a “country of engineers”, this map reveals the extent to which it has a problem

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An essential requirement for an energy and digital transition to occur in Spain is that there are enough engineers to cover demand. While it is true that there are more and more degrees that have the last name of engineering, the reality is that there are fewer and fewer professionals with the legal capacity to execute the transformation of the state, such as collects the Third Report from the Institute of Graduates in Engineering and Technical Engineers of Spain. In addition, the offer is being concentrated in specific communities. And that is a problem. Why is it important. Enabling engineering is that which grants legal powers for infrastructure and safety, for example what is behind ensuring that a bridge does not fall. With classic branches such as Civil, Mining or Naval Engineering decimated, Spain would lose autonomy and competitiveness by having to resort to imports to sign its essential projects. Jose Antonio Galdón, president of INGITE, deepen on the consequences of this fact: “On the students, who access Degrees with an Engineering denomination without a clear professional exit, and on society, which needs engineers with powers and responsibility to guarantee the safety, quality and sustainability of infrastructures and services.” On the other hand, the lack of complete supply in certain communities forces talent to emigrate, emptying technical capacity to regions that need engineering professionals to develop and establish their industry. Engineers are going to be needed. Two decades ago, those studying engineering represented 24% of the total number of university students and today that weight has fallen to 17%. as detailed by the COIGT. The engineering They are the ones that have lost the most students and also this one concentrates around computer engineering and emerging technological branches. Although the global female quota in engineering is 23%, it is precisely in these branches where it is most concentrated. On the other hand, Engineering such as Mining and Energy, Topography, Civil or Naval continue to decline and in some Autonomous Communities they already have less than 10 graduates. Although there are thousands of graduates each year, it is estimated that in Spain will have a deficit of 200,000 engineers in the next decade to meet demand. More engineering but less enabling. The IGNITE report confirms a phenomenon that has been registering for a long time in previous analyzes: Non-qualifying degrees, that is, those that do not allow the exercise of the regulated profession, have increased massively and now reach 53% of the total. On the other side of the scale, those enabling them are stagnating and even decreasing in some autonomous communities. The decline has been especially serious in places such as Asturias (-28.56%), Castilla y León (-28.79%) or Extremadura (-34.02%). The report makes a special mention: La Rioja. The small upstate community takes the cake with explosive 190% growth in engineering. But in small print: the fault lies with the non-qualifying degrees, which have grown by 431%, going from 433 to 2,289 enrolled. At the opposite extreme is Extremadura, which has the greatest drop in students, with 20.25% less. Engineering students from CCAA in Spain. INGITE Spain at two speeds. According to the reportthe Autonomous Communities that concentrate the largest number of engineering students and graduates are in Andalusia, Catalonia, the Valencian Community and the Community of Madrid. In addition to obviously because its population is larger, also because only Andalusia, Madrid and Catalonia have all the branches of engineering, revealing a territorial inequality in access to studies. The gap between public and private. The phenomenon of non-qualifying degrees is especially important in private universities, a type of center that grows out of control in the statealthough unevenly. Thus, while in the Balearic Islands, Castilla-La Mancha and Extremadura there is no this type of center and Galicia opened the first in 2022-2023, in Madrid there are 13 according to data from the Community itself. Since the 2015 – 2016 academic year, the autonomous communities where the number of degrees in private entities has grown the most has been Andalusia (from two to nine), Aragón (from three to nine) and La Rioja (from two to seven). In Xataka | If the question is which countries have the most workers with higher education, the answer is not Spain In Xataka | The university degree with the most job opportunities in 2025 looks into a great abyss: that of a future conditioned by AI Cover | INGITE

There is a lot of criticism of Cruzcampo in half of Spain, but it is one of the few breweries that are growing right now

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Heineken has announced an epoch-making global adjustment: up to 6,000 jobs will disappear amid a series of drastic cuts and a simplification of the structure around the world. All over the world? No, a village populated by irreducible Sevillians still and always resists the crisis in the sector. Despite the alcohol crisis and the general joke, Cruzcampo endures. The question is why. A market in recession. The beer market he is not living his best moment in Spain: per capita consumption fell from 55.5 liters to 52.8 in 2024. And, in fact, if it holds up it is thanks to the 90 million tourists who visit us every year. This is very clear when we see what is happening in the mass consumption sector: the sum of inflation and the boom of private labels (or distributor) has meant that, for the first time, commercial brands do not reach 70%. Faced with this, Heineken Spain is going like a shot. Cruzcampo (and the rest of the group’s brands) have managed to fight very well on several fronts: they have been leaders in share gain in the food channel (a growth of 0.8 in 2024), but they have also managed to position themselves in the premium sector (under the idea that they do not sell beer, but moments). Furthermore, we must not forget that Spain is one of the markets where the sin and 0’0 have the greatest power with up to 14% of total consumption. And, in that context, Cruzcampo is one of the greats: the first beer with lemon (one without for all intents and purposes) was the shandy of the brand and it came out, pay attention to the fact, in 1986. And not only that: Cruzcampo has become international. In the United Kingdom the figures are clear: Sevillian beer managed to find its way into one of every four bars and nine of every 10 supermarkets (always according to Heineken itself). It is not the only one, of course: Mahou or Estrella Galicia are in the same play. And the results are clear: imports of Spanish beer into the UK have grown by 155% in ten years. He who laughs last laughs best. Because we already know that Cruzcampo has become a meme and there is half of Spain that prides itself on rejecting it on an identity level. And yet, at the brand level Cruzcampo already appeared as the only Spanish one that rose slightly in value in a Brand Finance ranking. Something is happening under the radar: it is the spearhead of a group that is gaining momentum because it is growing right where it needs to grow. Image | Adam Jones In Xataka | A German abbey had been producing one of the oldest beers in the world since 1050. Now it has had to be sold

Spain and Portugal have “free” energy right now. If we do not share it with Europe it is due to only one reason: France

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While the Iberian Peninsula registers a surplus of unprecedented renewable energy at bargain prices, the rest of the continent continues to be suffocated by triple-digit bills. In the middle of these two realities a wall rises, not of stone, but of political and nuclear interests: France. The northern neighbor acts as a plug that prevents cheap energy from the south from flowing north, protecting its atomic industry at the expense of European consumers’ pockets. Two Europes disconnected. The data from February 11 are a blow to the table of European integration. According to the records of OMIE and ESIOSthe average daily market price in Spain has plummeted to €4.23/MWh, with hours in which producers have had to pay for injecting energy (negative prices of -€0.42/MWh). The situation in Portugal is even more extreme: the megawatt hour is paid at €0.34, that is, practically free. However, it is enough to cross the Pyrenees for reality to change drastically. The price map ESIOS turns central and northern Europe red: Germany pays electricity at €100.62/MWh, Belgium at €72.04/MWh and the Netherlands at €88.70/MWh. France, strategically located in the middle, enjoys a comfortable price of €13.61/MWh, benefiting from buying cheaply from the south without missing out on the flow to its northern neighbors. This disparity perfectly visualizes the concept of “energy island”: a peninsula overflowing with resources that does not have enough bridges to share them. The great uncoupling of February. What we are experiencing these first two weeks of February is what experts call a “total decoupling.” According to the analysis of Aleasoft Energy Forecastingthe arrival of several Atlantic storms has triggered wind and hydroelectric generation on the peninsula. By adding the solar contribution, the supply has far exceeded the internal demand. The Iberian market (MIBEL) has seen how their prices They fell by 43% in Spain and a staggering 74% in Portugal in just one week, reaching daily averages of €0.54/MWh, values ​​that had not been seen since April 2024. Meanwhile, the Energy Charts graphs show that Germany has continued with prices oscillating above €100/MWh for much of January and early February, still depending on non-renewable sources. The drama of throwing away energy. Having cheap electricity seems like excellent news for the domestic consumer, but it hides a serious systemic inefficiency. As there are not enough cables to export this surplus to a Europe thirsty for cheap energy, Spain is forced to carry out curtailment (technical discharges). As we have already explained in Xatakawe are literally throwing away around 7% of clean energy because it “does not fit” into the grid and has no outlet. This scenario causes zero prices that, paradoxically, can ruin renewable investors, who need profitability to continue deploying parks. Furthermore, the situation has uncovered the seams of the Spanish internal network. The network is administratively “collapsed”: the CNMC has had to delay until May 2026 the publication of the capacity maps because, under the new security criteria, 90% of the network nodes appear saturated. Only 12% of connection requests are being approved, which means that we have the energy, but the cables are missing to bring it to new industries and homes. The French nuclear “bunker”. If there is excess energy in the south and lack in the north, why not build an electric highway? The answer has its own name: nuclear protectionism. President Emmanuel Macron has declared that interconnections They are a “false debate”arguing that Spain’s problem is a “100% renewable model that its own network does not support.” However, the data refute the Elysée story. As expert Joaquín Coronado explainsSpain is not 100% renewable (it closed 2025 at 55.5%) and, in fact, it was Spain that came to the rescue of France in 2022 and 2025, exporting electricity through its combined cycles when the French nuclear park failed due to corrosion and heat problems. The reality, according to the CEO of RedeiaRoberto García Merino, is that the blockade “is not technical, it is pure geostrategy.” France needs to make profitable a pharaonic investment of 300,000 million euros in its nuclear park and fears that the massive entry of Spanish solar energy, much cheaper, will sink the prices and competitiveness of its reactors. Therefore, Paris has explicitly excluded of its 2025-2035 network plan the key interconnection projects for Aragon and Navarra, keeping the Iberian Peninsula as an island with only 2.8% interconnection, very far from the European objective of 15%. Any solution on the table? Brussels’ patience is running out. The European Commission has already issued an ultimatum to Francegiving him a period of nine months to unblock the situation and present a political declaration of commitment. Meanwhile, the only project that advancesalthough slow, is the submarine cable through the Bay of Biscay. Redeia confirmed that the laying campaigns will begin this summer of 2026, with an eye on its entry into operation by 2028. An unsustainable contradiction. Within the European Union, it is happening that while one member country desperately seeks energy autonomy and competitive prices for its industry, it allows another of its key partners to keep the door to the south closed. Spain could be Europe’s green battery, but without export capacity, that wealth is diluted in negative prices and technical waste. Everything happens while France acts as a strict customs officer that protects its atoms, preventing the European Union from truly being an energy union. Image | freepik Xataka | The great electrical jam in Spain: we have plenty of electricity, but there are no cables to build houses and invest more

Spain has started its most ambitious defense program. It is not a tank or a drone, it is the brain to control Europe’s troops

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Spain built its land defense looking outward, integrating into foreign programs and adapting doctrines from when the tank symbolized power, deterrence and industrial sovereignty. From joining NATO in 1982 to the missions in the Balkans, Iraq and Afghanistan, the Army was accumulating operational experience, but always with one constant: the key technology came from outside. Today, the debate no longer revolves around how many vehicles you have, but rather What role do you want to play? now that the war changes again. From cannon to code. The Ukrainian experience has finished burying the idea of ​​the battle tank as an isolated and self-sufficient platform, pushing Spain to rethink its land doctrine from the roots. Instead of investing in more armor and weight, the Ministry of Defense has opted for a conceptual leap: prioritizing information, connectivity and speed of decision as key factors of survival in a “transparent” battlefield, saturated with sensors, drones and smart munitions. In that context PAMOV is bornnot as a new tank or a combat drone, but as the nervous system that must govern all those that come after. PAMOV, the brain. The Superior Ground Combat System program, awarded to Indraseeks to define the digital architecture of the future Spanish armored combat beyond 2040. We are talking about an initial investment around the 45 million euros and a strong R&D component, one whose objective is not yet to manufacture platforms, but design and mature subsystems that will allow the integration of manned and unmanned vehicles, sensors, weapons and command and control into a single cooperative tactical network. The tank, therefore, stops being the physical center of combat and becomes just another node within a distributed “system of systems.” INDRA The tactical cloud. One of the pillars of PAMOV is the creation of a combat tactical cloud capable of fusing in real time information from on-board sensors, aerial and ground drones and external sources. As? Through artificial intelligencethe system detects, classifies and prioritizes threats, reducing crew cognitive overload and accelerating decision-making in high-pressure environments. The 360 degree visionsupported by AI and augmented reality, allows you to “see through” the armor and regain freedom of maneuver against the proliferation of drones and loitering munitions. Less tons, more platforms. Plus: the lessons of Ukraine have highlighted the limits of the continued growth in weight of battle tanks, some already close to 80 tons, with enormous logistics costs and restrictions of mobility. In this sense, Indra’s approach is committed to distribute capabilities between multiple lighter platforms, many of them unmanned, that operate in tandem with the main tank. Here are names that are common today in the Ukrainian war, such as UGVs and UASwho would advance ahead “taking on the most exposed missions and acting as extenders of ISTAR capability“, in addition to (obviously) reducing human risks. Modularity and weapons of tomorrow. The PAMOV is conceived as an open architecturemodular and scalable, one capable of being integrated into different present and future vehicles. This allows on paper to progressively incorporate new technologies, from advanced active protection systems to directed energy weapons and, in more distant phases, even future hypersonic systems without having to redesign the entire platform. Hence, it is emphasized that the key is not in the specific weapon, but in the system being able to govern, coordinate and exploit it within the tactical network at the right time. Technological sovereignty. The concept is going to be repeated more and more in the old continent. In the case of Spain, with a 95% of national developments and the participation of SMEs, startups, universities and technology centers spread across several autonomous communities, PAMOV is presented as a strategic commitment for the country. As we remembered yesterday, the nation seeks to stop being just a simple buyer or late integrator to become technology provider criticism in European programs like MARS and, in the long term, the MGCSseeking to be on par with France and Germany. The final objective is that the Spanish contribution to the European car of the future is not only steel, but intelligence that governs it. Another way to fight. Finally, and if you will, beyond technology, the impact of PAMOV points above all to doctrinal. For the Army it means moving from individual platforms to cooperative networkschange the way we command, train and operate, and prepare for high-intensity scenarios with fewer personnel and greater dependence on software. From that perspective, the future Spanish battle tank will not be defined by its caliber or its weight, but by its capacity. to connect systemsdominate the information and decide faster than the opponent. Image | Rheinmetall Defense, Oscar in the middleIndra In Xataka | Spain has been a weapons exporting power for decades. Now he has made a decision: keep them In Xataka | Ukraine has found what it needed in an unexpected ally. Spain had the missing piece against the shahed drones

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

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

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