Spain

Spain agreed with Germany and France to bypass the US. And it will end with a fleet of F-35s because of a French name

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Since the end of the Cold War, Europe has tried several times to build large joint military programs capable of rivaling those of the United States, almost always clashing with national interests, different industrial cultures and, of course, technological egos that are difficult to fit into. Each generation of fighters has promised more integration and less external dependence. Few have managed to fulfill it, and now it was not going to be less. The surprise that was not. He FCAS was born as a high-caliber strategic ambition: France, Germany and Spain agreed to promote a new generation combat air system to get ahead of the United States and reduce European dependence of American fighters, with the ubiquitous F-35 in all pools. It was an explicit attempt to surprise technological, industrial and political in front of Washington. Today, that project more than 100,000 million of euros staggers to the point of threatening the opposite result: that Europe will continue buying F-35s and that Spain will end up reinforcing a US fleet just when it had opted for its own alternative. Dassault, the constant. Here comes an actor with a name of his own who has turned everything upside down. The main blockade does not come from Berlin or Madrid, but from a historical constant in the French military industry: Dassault Aviation. The Financial Times recalled this morning that the company, controlled by the Dassault family for generations, has demonstrated time and time again that its priority is maintain absolute control of the design and production of French fighters. He already did it in the eighties abandoning the Eurofighterand today he repeats the pattern at the FCAS, refusing to give up technical leadership or accept a shared governance with Airbus. Dassault Rafale A project broken from within. Furthermore, the FCAS was designed as an integrated system: a manned fighter, drone swarms, advanced weapons and communication networks, with Dassault leading the aircraft and Airbus the rest. That balance was blown up when disputes began on specifications, distribution of work and industrial control. France wanted a plane lighter and navalizableGermany another heavier and more versatile one. The technical differences masked a possibly deeper clash: who is really in charge at the heart of the system. France does not rule as much as it seems. Here another crux appears to understand the mess: although the French State is Dassault’s main client and controls exports, its real capacity to impose decisions is limited. Yes, the company has survived nationalization attempts, political pressures and merger projects for decades, always prioritizing independence and control. Hence, presidents have passed and ministers have changed, but Dassault remains the same. President Emmanuel Macron has tried rescue the FCAS in multiple diplomatic rounds, but his room for maneuver has narrowed as he nears the end of his term. Spain, trapped in collateral damage. The Spanish nation entered the FCAS as a partner convinced that the project would allow it break the dependency technology of the United States. That agreement with Germany and France meant resigning in the short term to the American F-35 in exchange for their own European future. If now the FCAS ends up failing as it seems and Spain ends up resorting again to American fighters, the irony is bitter: because the fault would not be in Washington, but in “home” of an ally. The outcome that no one wanted to admit. As we counted yesterdaywith the project running aground, Germany is already slipping that it could go on your own or look for other partners, while France protects to their national champion. From that perspective, the FCAS has become the closest thing to a failed test of European credibility in common defense. For Spain, the risk is now double: losing years betting on a blocked program of billions of euros and being forced to knock on Washington’s door again, although now with less political margin and worse conditions. He surprise European will have to wait and for now it is diluted, and the old Atlantic balance is imposed again, this time not due to lack of ambition, but because of excess control. Image | José Luis Celada Euba In Xataka | Spain, France and Germany could not depend on the “button” of the F-35. So the future European fighter aims for something else In Xataka | If the question is where is the 100 billion European fighter, the answer is simple: stuck on a dead-end runway

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

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

There is a Spain built on urbanizations. And this INE map reflects it graphically

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The graphics are just that, graphics, but there are some that reflect reality better than the most polished of mirrors. The INE has just demonstrated it with an infographic which summarizes the key ideas of his last gazetteerits detailed catalog of “towns”, a broad and diverse label that includes both municipalities (from capitals to towns) and smaller and more isolated nuclei. It may seem like a simple statistical curiosity, but it reveals questions about the history, demographics, and the social and economic challenges of each community. One country, a thousand strays. If you walk around your municipality and pay attention to the license plates that identify each neighborhood, you will see that there are certain words that are repeated over and over again: road, place, valley, cove, path… If you take the car and go to the other side of the country, it is likely that this list of terms will change completely. The reason? A cocktail of linguistic, demographic, social and historical factors. The topic is so interesting that the INE dedicates it a whole section. The Spain of urbanizations. What does it show the database from the INE? That there is a part of Spain in which the most used word is not ‘vega’, nor ‘valley’, nor ‘source’, nor ‘cove’, but a term that has more to do with the hand of man than with geographical features: ‘urbanization’. To be more precise, what the INE analyzes is the most repeated word in the names of the singular entities of each autonomous community. That is, all that “habitable area” of a municipal area that is clearly differentiated from its surroundings. So to speak, it is the most basic unit, formed by nuclei and which are then grouped to make up parishes, councils and towns. Going down to detail. When analyzing each region, INE technicians verified that the most repeated term to designate these nuclei varies greatly from one point to another in the country. For example, in Galicia it is ‘outeiro’in Asturias ‘riba’, in Castilla y León ‘vega’, in Extremadura ‘vera’, in the Balearic Islands ‘cala’, in the Canary Islands ‘lomo’ and in Andalusia ‘fuente’. If we look at Catalonia the most frequent word is ‘can’ (house of), in the Basque Country ‘elexalde’ (a reference to the antechurches) and in the Community of Madrid the most used term is ‘valley’. The surprise comes when we look at Murcia, Castilla-La Mancha, Aragón and the Valencian Community. In these four regions, the most frequent name does not refer to geographical features or natural enclaves, such as ‘sources’. No. The majority word is ‘urbanization’, which tells us about its nomenclature, but also about development at an urban, historical and socioeconomic level. Does it show anything else? Yes. The INE graphs reflect that the population is not distributed equally throughout the Spanish territory. What’s more, there are profound differences between one region and another. The clearest case is made by the comparison of Galicia and Castilla y León. Although the latter is the largest community in the country, with about 94,244 km2‘only’ 6,181 unique population entities are distributed throughout its territory. They may seem like many, but they pale when compared to the 30,518 in Galicia, which does not reach 29,600 km2. The data is interesting because it gives us a clue about the territorial structure of each region and its level of fragmentation. After all, and in the words of the INE itselfa singular entity is a “clearly differentiated” inhabited area within a municipality, to such an extent that it has its own specific name. After Galicia, the region with the highest number of settlements of this type is the Principality of Asturias (6,983), Castilla y León (6,181) and Catalonia (3,910). Despite its size, Castilla-La Mancha has ‘only’ 1,708 and Aragón does not reach 1,600. More than just curiosity. The data is striking, but if the INE calculates it it is not out of statistical curiosity. Their tables demonstrate that singular entities tell us a lot about the population structure of a territory… and its aging, with all the challenges that this implies. The smaller the settlement, the older its neighborhood appears to be on average. For example, in singular entities with less than 50 residents the average age is 54.4 years, but the figure drops to 46.6 if we talk about entities where between 500 and 1,000 people live. If we go to those of more than 10,000, the average age drops to 44.1 years. Although in Spain there are thousands and thousands of unique entities made up of only a few dozen people, their weight at the population level is very low: they host only 1.2% of Spaniards. Images | Google Earth and INE In Xataka | In Burgos they have had an idea so that emptied Spain does not devour it: take care of food for the elderly

Spain does not know if it has too many or too few rabbits. But this town of Toledo has declared war on them at their own risk and expense.

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In Villa de Don Fadrique, province of Toledo, the town hall you have just activated an extraordinary authorization to shoot down rabbits daily. In fact, it is inviting volunteers to reduce its population to a minimum. It is a total war against these rodents that are becoming a real headache for farmers across the country. And it is curious because, if we look at the data, the truth is that the European rabbit entered the red list of threatened species from the IUCN in 2019. Can you be endangered and an indiscriminate pest at the same time? And the answer is yes, of course yes. A few days ago, it was the Union of Farmers and Ranchers of Castilla la Mancha the one that warned that “the proliferation of rabbits is a problem that has been going on for ten years, they speak of a ‘pest’ that is threatening olive groves and pistachio and almond trees, and they demand that the populations of these animals be controlled.” It is not an anecdotal impression, in a sectoral report points out that rabbits account for 64% of agricultural insurance payments for wildlife damage and averages of tens of thousands of hectares damaged per year are cited. And yet, the decline of the rabbit at a general level it’s clear. And that not only impacts the “bug” itself: whether we like it or not, there is the base of the food chain of more than 30 species (from the Iberian lynx to the imperial eagle) and its disaster alters the functioning of the Mediterranean forest. He’s been altering it for decades. Because what is clear is that this is not something recent. The decline of the European rabbit is associated with myxomatosisfirst (mid-20th century); then continue with the rabbit hemorrhagic disease in the 80s; and is complicated by the arrival in 2012 of a new variant (RHDV2) that affects populations just when they were beginning to recover. To this we must add the changes in the landscape and the disappearance of boundaries, fallow lands and traditional shelters. However, when God closes a door he opens a window. And, despite the general decline, rabbits have known how to use the gaps in human infrastructure to create authentic breeding sites. The slopes and shoulders of the roads have become tremendously favorable habitats (and even in motion vectors) and areas with constant food (irrigation/crops) are natural attractors of these reduced populations. That is to say, the explanation is simple: the populations are smaller, but they have been rearranged in areas that cause more damage to farmers. And thus, the conflict is served. While conservationists and scientists ask to recover the rabbit in the mountains, farmers ask to expel it from its areas of influence. But the curious thing is that both sides are partly right and we do not have stories that allow us to understand what is happening. Something that is also happening with all the bugs on the mountain. Image | Sönke Biehl In Xataka | In 1940 Japan removed this island from the maps to keep its activities secret. Now your creatures are dying

I was about to buy the best-selling Chinese motorcycle in Spain. Until I read the fine print

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Chinese motorcycles They are driving the Spanish crazy. So much so that they are achieving the unthinkable: snatch the throne to the historic Japanese Honda and Yamaha. It is no wonder, since both in terms of performance and price, what the Chinese proposals offer is simply unbeatable. Servidor was recently at the Zontes dealership to test what is currently the best-selling A2 license scooter in Spain: the 368G. I went down from trying it convinced of the purchase, until I read the fine print. One that has a lot to do with China’s strategy to conquer Europe. The aforementioned. If you don’t understand much about motorcycles, the summary is easy: this motorcycle is “the SUV” with the best quality-price on the market. It costs less than 5,000 euros, has a 368cc engine and almost 40hp of power, and comes with extras such as rear and front cameras with Sony sensors, heated grips as standard, keyless boot and hood, screen with mirroring for the mobile… The equivalent in any traditional brand costs about 1,500 euros more. The rolling smoothness of the motorcycle is excellent, and although the general qualities are somewhat tight (something completely logical, given the price), it is an absolutely winning purchase. Everything good, except for one little problem. We are guinea pigs. China is achieving something unthinkable a few years ago in the world of motorcycles (and cars). They have not come to compete against smaller brands or carve out a niche for themselves. They have landed in Europe to take the top positions in the ranking and end the leadership of traditional brands. Decades of reign that they have managed to end in a very short time. To do this, at least in the territory of motorcycles, something key is needed in a vehicle for daily use and enjoyment: reliability. And to ensure that the bike passes through the workshop frequently, the inspection intervals are especially abnormal. Yes, but. In the case of this Zontes, the maintenance interval is 4,000km. Yes, every 4,000km you have to go to the workshop. To give you some context, its rivals like the Honda 350 ADV They go through the workshop every 12,000km, and the Yamaha Xmax 300 every 5,000km for oil changes and every 10,000 for the rest of the consumables. The brand is completely aware of the problem this poses, and the 2026 model will arrive in summer with maintenance intervals of 6,000km. It is a substantial change, since every 12,000km a 368g will have passed through the workshop three times. One 2026, two. Little by little. Zontes is not alone in this problem. Voge, the Chinese manufacturer that has managed to become the top 1 in the best-selling trail motorcycles in Spain, has several models with service intervals every 6,000km. But in its star versions, such as 900 DSXthis goes up to 10,000km. If they still sell, imagine in a year. There are many bikers who do not put too many kilometers on their motorcycle, or those who are willing to visit the workshop twice a year in exchange for taking a much more equipped, complete and powerful product. China is managing to place its motorcycles in the top 3 in sales even with this enormous handicap on the table. When your maintenance intervals match the rest of your competitors, the rest will be history. Image | Zontes In Xataka | Spain loves one thing: cheap motorcycles. Europe doesn’t like something else: cheap motorcycles.

The Spain we know is not prepared for today’s world

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“The worst thing has been the explosions, we thought the houses were going to collapse.” María José Díaz, from Diario Sur, spent last night talking to the neighbors from Grazalema that have been relocated to Ronda. That phrase perfectly sums up the terror that ran through the people of Cadiz. The evacuation of Grazalema. It has rained a lot in the mountains of Cádiz, that is not new. And they are not onlyalmost 600 l/m² on the rainiest dayis that in recent weeks more than 2,000 l/m² have been accumulated. That is what has turned the streets of the town into a continuous river. That is what has caused water to flow from the floors of the houses, from the baseboards, from the wall sockets. That is what has finally caused the ‘explosions’ (the noises or cracks) that at first seemed like storms, but were quickly identified as hydroseisms. Grazalema is in an environment of karst limestone rock. This suggests that beneath the ground there is a whole network of microcavities, conduits and small sinkholes. When the system becomes saturated and the water table rises, water can escape everywhere. So he has done it. What is reported in the press is calling ‘hydrosisms’ They can be understood as the response of the soil to that enormous amount of water. In Grazalema, the creaks are interpreted more as a form of rearrangement of the terrain. It may seem strange, but there is clear evidence of the process (also in Spain). Why has it been evacuated? A priori, the evacuation makes technical sense (the state of the clogged aquifer is being studied), but also psychological (the situation among the population – as evidenced by testimonies – was becoming a nightmare). What lessons can we learn from all this? As González Alemán recalled, we can’t say for sure that all this has something to do with climate change. It will have to be studied in detail, but what is certain is that yes has assumed (is assuming) a stress test of the water infrastructures of Andalusia and, by extension, of Spain. And that should lead us to reflect on the enormous urban reconversion that will have to be undertaken if this follows what the trends indicate. It is not just towns like Grazalema, nor the coasts of the country. It is not only the buildings built in flood zones, nor the retaining walls that appear insufficient. It is the system as a whole. A system that it is not clear that we can change in time. Image | Heparin1985 In Xataka | If the question is how the Andalusian water system is holding up all this water, we have an answer: they are going to evacuate Grazalema completely

Changan lands in Spain but its objective is global

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They arrive in our country in 2026 but Changan’s backpack is loaded with experience. With its first two models flanking the presentation and the presence of the personalities who will direct its operations in our country, this Chinese company gained muscle in Madrid, the first stop in an expansion that they want to be as rapid as it is successful. The cover letter was quickly put on the table: “We want to manufacture five million units in 2030. 3.5 million will be new energy cars (a category that in China includes plug-in hybrids and electric cars)” said Manuel Perez Casado, head of sales in our country and on whose shoulders most of the presentation fell. The goal is ambitious. So much so that if it were achieved it would put the company in the famous five million club. A space reserved for the chosen ones. In the absence of knowing the consolidated data for 2025, it is only certain that two brands have far surpassed the five million units sold: Toyota (which has exceeded 11 million of cars sold) and Volkswagen. Behind, BYD has not achieved break the barrier of five million that has been fighting for two years. That is, right now, selling five million cars means becoming the third best-selling manufacturer in the world. That’s where Changan is pointing. Why does an electric car have less autonomy than advertised? Your arrival in Spain Although Changan arrives in Spain in 2026 as a Chinese firm that may be unknown to the general public, it has 45 years of history behind it. During the presentation, much of the speech focused on building trust in the company. As a group, Changan is fighting, right now, to be the fourth conglomerate of China’s largest car manufacturers. Ahead and as the undisputed leader is BYD, which dominates the Asian country and has found in its BYD Seagull (Dolphin Surf in Europe) a car that has swept the low-priced models. It is followed by Chery, the largest exporter in China that sells in our country under the brands of Omoda and Jaecoo and whose cars serve as a basis for Ebro. The third group is Geely, owner of Volvo or Smart, among other companies. Changan has, like Chery, a long tradition in the export of vehicles. It currently actively sells in 115 different countries, has 21 factories and development centers and more than 24,000 employees spread across 31 countries. In Europe they have centers in Germany, Italy and the United Kingdom that, they say, will help them tune the cars to European tastes. Changan’s contact with countries outside of what has been happening in China is not new. They have development and research centers related to autonomous driving in the United States and design centers in Japan. Furthermore, they have had and have collaborations with Ford and Mazda. So much so that Japanese electric cars are, in essence, Changan cars. Yes, he Mazda 6e and the future Mazda CX-6e They are electric cars built on the Chinese skeleton that Mazda claims to have tuned for European tastes. For now, we have only been able to touch the first of them and we can confirm that it is a good car but that its driving feel and some details of its interior in terms of ergonomics are not exactly what we expect from this Japanese brand. Their weapons to open a gap Ahead of its collaborating company, Changan arrives in our country with the Deepal S05 and S07. They are practically the same car with some differences in equipment and battery size. The first of them is the smallest and makes an appearance in our country with a 68.8 kWh battery with LFP technology which promises 485 kilometers of electric autonomy. For its part, the Deepal S07 does so with an 80 kWh NCM battery that certifies 475 kilometers of autonomy. Both cars were on display during the presentation and we were able to get into one of them in a lap from which we can draw few real conclusions. We will have to wait for a contact or an in-depth test to have a better perspective of the whole. If we talk about driving feel, we found it to be a car that accelerates sufficiently but lacks a bit of restraint in its suspension, too soft which generates very long supports, and that has a proposal that is too artificial in its direction, at times excessively forceful but without the ability to transmit anything that happens with the wheels, which makes us lose feeling when moving quickly. Yes we can say that both cars are greattaking care of the materials that are reached by hand, prioritizing soft plastics and leaving the hard ones where we usually will not touch. They are very spacious cars that comply with the maxim of many other Chinese cars that we have had in our hands. In general, they are well-resolved vehicles inside, with a lot of interior space for the rear seats and with a trunk that is somewhat fair for its size. And, above all, with very extensive equipment. The Deepal S05 comes with a 15.4-inch screen with 2.5K resolution (compatible with Android Auto and Apple CarPlay) that flows very well in the tests that we were able to do when we got on it. Its equipment has all the expected driving assistance systems in level 2 autonomy such as adaptive cruise control. Cameras with what the brand calls 540º vision are also included. That is, we can see what we have under the car. Deepal S05 interior For its part, the Deepal S07 adds a rotating screen that moves left or right to facilitate handling for the driver or passenger. Of course, like its little brother, it lacks any type of physical buttons for the air conditioning functions. Also included as standard is a glass roof and wireless charging for your mobile phone. In this case, the screen is 15.6 inches. The cars have a … Read more

The Canary Islands and Galicia have set off the Navy’s alarm bells. Russia’s ghost fleet has arrived in Spain with warships

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Since the annexation of Crimea in 2014 and, above all, after the invasion large-scale ukrainian In 2022, Russia has been perfecting a form of confrontation that avoids direct clashes and moves in the shadows of international law: hybrid war. Sabotage, energy pressure, disinformation and opaque commercial fleets have become tools as strategic as tanks or missiles, and among them the called “ghost fleet”. Now everything indicates that they have found a new route: Spain. The “fleet” arrives from the south. At the end of January 2026, a Russian tanker sanctioned by the European Union was left adrift off the coast of Almería and was escorted by Spanish Maritime Rescue to a port in Morocco without being detained. He did it despite transporting more than 425,000 barrels of refined products of Russian origin. The episode, starring a ship integrated the ghost fleet (old ships, with frequent changes of name and flag and opaque structures of ownership) showed how Spain has become a key point of passage and incident management of a system designed to circumvent Western sanctions. Something happens. In the heart of the western Mediterranean, the Russian hybrid war was beginning to materialize not with missiles, but with timely breakdowns, gray areas of maritime law and routes connecting Russian ports with North Africa under the attentive, but limited, action of the European authorities. Morocco as a hinge, the Canary Islands as an entrance. A few days later, the arrival in Las Palmas de Gran Canaria of a oil tanker from Tangier set off alarms about a possible indirect entry of Russian fuel into Spain, using Morocco as an intermediate platform. Maritime security experts stressed that it was not an illegal operation in itself, but it was an unusual route which fits with the patterns of the ghost fleet, given that Morocco lacks sufficient refining capacity and has become a common destination for oil tankers linked to Russia. The Severomorsk Destroyer in 2023 The crux. The key, they insisted, is in the loading documentation, because the origin of the product remains Russian even if there are intermediate stops. In this context, the Canary Islands appear as a vulnerable link: a lightly guarded Exclusive Economic Zone, located in the transit axis of opaque oil tankers, which reinforces the idea that Spain offers the perfect combination of geography, infrastructure and control loopholes for this new phase of the Russian economic war. Silent pressure. Finally, and in parallel to these commercial and logistical movements, the most classic dimension of Russian naval power has ended up becoming visible in Spanish waters, forcing the Navy Spanish to intensify its surveillance operations. Within a week, Spanish units have followed the transit of several Russian vessels (including the destroyer Severomorsk and a mixed military-merchant convoy) from the Strait of Gibraltar to the Atlantic, with monitoring relays off the Galician coast and constant coordination with the command centers. Hybrid war. These missions, framed in the permanent surveillance of waters of national interest, show that the phenomenon is by no means isolated: while the ghost fleet operates on the economic and logistical level, the Russian naval presence reinforces the strategic pressure about key runners such as the Alboran Sea, Gibraltar and the Atlantic coast. Spain, the perfect route. The sum of these episodes draws a coherent pattern: the russia hybrid war has left the Baltic and the North Sea to settle in the Mediterranean and the eastern Atlantic, and Spain has become one of your most effective routes. It seems clear that all those breakdowns managed without detention, indirect discharges via Morocco, fuels of dubious traceability entering through the Canary Islands and Russian military ships crossing runners strategic are part of the same logic of attrition, ambiguity and saturation that we had already seen in other parts of Europe. And as in those cases, it is not a frontal attack, but rather a constant pressure that exploits the gray areas of trade, energy and maritime security, now placing Spain at the center of a board where war is not declared, it is navigated. Image | US Navy, Mil.ru In Xataka | Russia’s ghost fleet has changed its business model. Oil has given way to a much bigger target: Europe In Xataka | For years Europe has wondered how to stop the Russian ghost fleet. Ukraine just showed you the way: with AI

Spain wants to become a “bunker” for data centers with a very clear attraction: cheap energy

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Spain finds itself facing a historic opportunity. In the offices of big technology companies—from Amazon (AWS) until Microsoft or Google—the map of the Iberian Peninsula shines with its own light. The geographical location and the deployment of fiber optics have made the country the ideal candidate to be the great “cloud” of southern Europe. However, there is a toll: these data centers (DPCs) consume electricity at an industrial pace. Only the Community of Madrid investments are played worth 23.4 billion euros linked to these projects, while regions like Aragon see how the demand from these centers threatens to absorb half of all the energy they occurs in the community. But until now, Spain had a barrier to entry: an electrical regulation designed for steel foundries, not for servers. In order not to miss the investment train, the Government has decided to make a move and change the rules of the game. A change of rules in the BOE. The Ministry of Industry and Tourism has activated the legislative machinery. The goal is to allow data centers can access to the Statute of Electrointensive Consumers, a category that until now was reserved for large heavy industry and that allows receiving million-dollar compensation on the electricity bill. In fact, the first step is now official. Through a resolution of the Secretary of State for Industry published last January, the Government has eliminated with a stroke of a pen and as a matter of urgency the main technical obstacle for the 2026 campaign: the “off-peak” requirement. The previous regulations required companies to consume at least 46% of their electricity during the cheapest hours (generally at night) to receive aid. This, which works for a factory that can put on night shifts, is impossible for a data center that operates 24/7. The new resolution considers this requirement fulfilled for all applicants this year, a “technical amnesty” designed to facilitate the entry of new actors. However, it is not an isolated patch. In parallel, the Ministry has submitted to public consultation a Royal Decree Project to reform the Statute in a structural way. The text, whose hearing process has already included the sector’s allegations, explicitly recognizes that the current regulations have been ‘misaligned’ and need to be adapted to strengthen the competitiveness of companies in the face of high energy prices. The end of the tyranny of the night. To understand the importance of this measure, you have to look at the sky. The old rule required consumption at night because, historically, that was when electricity was cheap. But the explosion of solar energy in Spain has changed the paradigm: now, the cheapest hours tend to occur at midday, when the sun shines brightly, generating what experts call the “duck curve” in prices. Maintaining the obligation to consume at night was not only a bureaucratic barrier for data centers, but also economic and ecological nonsense in the Spain of 2026. By eliminating this requirement, the Government not only helps technology companies, but also adapts the law to the reality of an electrical system dominated by renewables. Less bureaucracy and more compensation. The Government’s plan to seduce data centers does not consist of paying for their electricity directly, but rather of shielding them from indirect costs. The reform proposes two courses of action: money and simplification. Compensation of hidden charges: The new Statute will allow subsidizing costs that increase the bill but are not energy consumption, such as contributions to the National Energy Efficiency Fund (FNEE). According to industry sourcesthis charge is around 2 euros per megawatt hour and has a tendency to rise. Alleviating this burden is vital for technology companies’ numbers to turn out green. Administrative facilities: The entrance exam has been relaxed. Along with the elimination of off-peak hours, the BOE has set a new technical ratio (ratio between consumption and added value) of 0.61 kWh/€ by 2026. In addition, cumbersome requirements are eliminated, such as the requirement for very specific long-term renewal contracts, which generated a disproportionate administrative burden. The missing piece of the puzzle. Despite the red carpet rolled out by the Ministry, the sector remains cautious. From SpainDC, the association that brings together data centers in Spain, they value the elimination of the off-peak hour requirement as a “relevant advance”, but they warn that the party has only just begun and they still do not have the official invitation in hand. The problem is bureaucratic, but lethal: the CNAE (National Code of Economic Activity). To be an electro-intensive consumer, your activity must appear on a closed list of eligible sectors. If the Government reforms the technical requirements but does not expressly include the “Data Processing” code (6311) in that list, the reform will be a dead letter for them. “For data centers, the inclusion of the CNAE is a premise. Without it, certification is still not within our reach,” employers warn the Energy Newspaper. Added to this is the underground tension due to the capacity of the network: it is not enough for energy to be cheap, there must be “plugs” available. The Electrical Network It is saturated in key pointsand the sector demands urgent investments so that the promised megawatts actually reach the servers. A seduction in the testing phase. Spain has sent a clear message to international markets: it wants to be Europe’s great data warehouse and is willing to modify its sacred industry laws to achieve it. The BOE resolution for 2026 It is the test of faitha temporary safe passage to prevent the flight of investments. However, the ultimate success of the strategy depends on the fine print that is written in the coming months. If the structural reform of the Royal Decree ends up including data centers in the official list of beneficiary sectors, Spain will have completed its transformation: from a country of sun and sand, to a country of sun and data. Image | freepik Xataka | Meta is spending millions and millions of dollars convincing us of one thing: that data … Read more

The hypermarket is quite mortally wounded in Spain. There is an absolute winner: the Mercadona model

by

For years the plan was to take the car, go to the hypermarket on duty and spend a couple of hours walking through its aisles to collect everything we needed and a few other things that we could find because there was almost everything there. is passing away by leaps and bounds. From the boom of the hypermarket to its decline. It was the 90s when they became popular, but there has been a change in purchasing and consumption habits that were catalyzed by the pandemic. The 2025 data from the consulting firm NIQ (former Nielsen) collected by El País They speak of a share of 10.2% of total sales in Spain. And last year it grew by 1.2% unlike the previous year, where it fell by 2%. The problem, in addition to its small piece of the pie, is that the majority of food distribution channels in Spain grew more. The heirs of hyper. These Mercasa studies date from spring 2025 cited by The Economist where they reflect that supermarkets already concentrated 91.8% of the commercial surface in the state. And it is not the only one: the other alternative is proximity formats. It is true that the NIQ data shows that the medium supermarket (between 300 and 799 square meters) fell more than the hypermarket, but its share is four points higher. The small supermarket (less than 300 square meters) and the large supermarket (between 800 and 2,500 square meters) are the big winners: the former rose two tenths with a sales increase of 9.1% and the latter did the same by nine tenths to reach 57.1% of the market and 7.6% of turnover. Here there is an absolute winner: Mercadona, whose new openings exceed 1,500 square meters and which has also been transforming its 1,600 stores for years to replace the smaller ones. And its strategy is paying off: its share has risen to 29.5% in 2025 despite having 10 fewer stores. The Mercadona effect or how efficiency kills size. This change in trends opens a new battle for proximity: the growth is in the 1,500 square meter supermarket aka the Mercadona model or in the convenience store. Growing no longer means opening more centers, but rather having better centers: it pays more to close 10 stores because you have more efficient stores. On the other hand, last mile logistics is gaining weight: it is easier and more affordable to serve an online order with a network of small stores scattered throughout the urban center than from a distant hypermarket. In addition, the franchise format allows chains to expand their brand without assuming operating costs. The consumer has spoken. The NIQ consultancy reflects clearly this paradigm shift: purchase occasions per household have grown by 11% in 2025 and units per basket have decreased by 7.6%. In short: we buy more times but less quantity, a trend that benefits local stores and penalizes hypermarkets. Kantar’s reading points to factors such as smaller homes, a higher average age, an urban context that favors this type of purchase over American car culture. The chains are moving. The fact that the hypermarket is in decline, reducing its weight in the market, directly affects the operators that exploit this format, such as Carrefour and Alcampo, followed by Eroski and El Corte Inglés. In NIQ figures, the first lowered its share two tenths to 7.2%, the second fell from 3.1 to 2.9% and the Basque chain fell one tenth to 4.3% and El Corte Inglés did the same two tenths, to 1.6%. So they are adapting to this paradigm shift: In Xataka | Mercadona has understood that Spain no longer wants to make its potato tortillas. And he is making gold with it In Xataka | Years ago Mercadona decided to conquer the market with its white brands. And that is making gold for some companies Cover | Carrefour

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