Aena digs in. Aena president, Maurici Lucena, on Thursday once again shut the door on any real transfer or co-management of Josep Tarradellas Barcelona-El Prat airport and, at most, agreed to study for Catalonia an body similar to the Basque one: bilateral, yes, but only consultative and without decision-making capacity. The airport network will continue to be managed from the center, with unified criteria, and communities can be heard, but they do not decide.Aena defends that the integrated management of the Spanish airport network allows for the coordination of investments, tariffs, operation, and planning of the whole, and recalls that 49% of its capital is in private hands, so any transfer of management would open a political, regulatory, and probably judicial conflict.From the directive logic, the argument is understandable. From the territorial logic, it is not. Today, an airport can no longer be seen merely as a transport infrastructure. It is a first-rate economic lever. It orders tourist flows, connects business ecosystems, influences conferences, investment, talent, and international projection. And all of this impacts a specific territory, not an administrative abstraction. The airport belongs to a network, but its effects fall on a determined city, region, and economic model.Here Catalonia is entirely right to demand more than just being heard. If the Generalitat wants to guide its tourism policy, it needs to intervene on one of its main entry channels. A territorial policy for tourism or the promotion of certain international markets cannot be designed without impacting the infrastructure that conditions these movements.Centralized management can make sense in aspects such as security, air navigation, network technical coordination, or regulatory homogeneity. Nobody disputes this. But the economic impact of an airport should be decided by its regional government. This is where the Spanish model goes wrong.Barcelona Airport needs a strategic direction linked to the interests of Catalonia. The role that Barcelona should play as a business, trade fair, and scientific hub corresponds to Catalans.If a territory bears the urban, environmental, economic, and social costs of an airport, it must have the capacity to intervene in its orientation. Today's economic Europe increasingly operates through metropolitan regions, logistical hubs, and territorial production systems. Continuing to treat airports as a piece moved solely from Madrid reflects an old idea of power and an overly centralized vision of the economy.

Pedro Sánchez has brought to Barcelona the Brazilian president, Lula; the Mexican president, Sheinbaum; the Colombian president, Petro, and the South African president, Ramaphosa, among other leaders of the global left and center-left, with whom he has already been meeting in recent years.Everyone has rushed to say that this is not an anti-Trump summit, but nowadays there is no more effective cement to unite the always individualist left than the current and egomaniacal president of the United States. So yes, it is a way of telling the world that the center-left is raising its voice against Trump. With the apparent endorsement, by the way, of Pope Leo, who is now openly speaking out against Trump. The choice of Barcelona is no coincidence. In socialist terms, it has it all: Collboni's mayoralty and Illa's Generalitat. In Madrid, this summit, with Ayuso and Almeida, could not take place. In Catalonia, the PP and Vox are minor, and at times, residual. In social terms, Barcelona was one of the capitals of the "No to war" against Iraq. And in national terms, Sánchez's message is twofold. To the world: "Do you see? The separatist problem in Catalonia has disappeared with me. There is no separatist problem in Catalonia." And in Catalonia: "Barcelona is a world capital when it passes through Spain." He already did it with the Spain-France summit, and now he has returned. In reality, Barcelona's capacity for attraction has often existed without the State and even against the State. Just one example: if the Pope comes to Barcelona in June (if there is fuel for planes then), it is because of the Sagrada Familia, a marvel of the modern world, in which the State has nothing to do. Barcelona always looks good.Speaking of all this, yesterday we were telling you that the new Minister of Finance had dismissed the possibility of Catalonia collecting income tax. Well, yesterday we heard that Aena –the airports– are also not touched.The company's president, Maurici Lucena, made a “serene call” to shareholders yesterday to remind everyone that the Constitution – no joke – prevents the State from ceding the governance of airports. At most, a bilateral consultative body can be created, but neither transfer nor co-management, at most coordination. In this way, he denied President Illa, who had said this week in Parliament that Catalonia would have immediate presence in governance. Well, what Aena has immediately responded with has been the exact opposite.Good morning.

In March 2007, 19 years ago, hundreds of representatives of the so-called Catalan civil society filled the Iese to the brim in an event that became a true claim for the need to bring the management of a key infrastructure such as Barcelona airport closer to the territory. Almost two decades have passed since then and the issue, which has been resurfacing over the years, is back on the table, now with a public-private centralized operator, Aena. Issues that have been raised for a long time have not yet been resolved, such as the accounts of each of the airports in the network – they are presented as a whole, without detailing the parts that make them up or what some gain and others lose, or which ones subsidize the others, etc.

President Illa has assured that the agreement on the airport governance of Catalonia is imminent and that the Government's presence in decision-making and in the planning of major infrastructure is assured. Good news, as the precedents are not very encouraging. The Spanish and Basque governments agreed at the end of March on Euskadi's participation in the management of Euskadi's airports. Although, according to the lehendakari, the agreement included the creation of a bilateral body as an "instrument of collaboration, coordination and management" and the capacity to issue binding reports, the Ministry of Transport was quick to deny it. Today, the president of AENA, Maurici Lucena, told the general shareholders' meeting that there would be no transfers and that co-management is an "impossible" demand.In reality, the creation of a body formed by the Spanish and Catalan governments with the capacity to manage airports of general interest presents no technical problem, but rather a political will issue. As the Constitutional Court has recalled (STC 68/1984, 204/2002), it would be ideal if it were done through an organic law of transfer, since these types of airports are the exclusive competence of the State. José María Aznar limited himself to modifying an ordinary law such as the State Ports Law of 1992 to cede the management of ports and create a shared management body (Law 62/1997), and no one complained.That it is a political issue is also demonstrated by the fact that airports are more of a lucrative business than a transport infrastructure: they are a first-class factor in economic development and territorial revitalization, whose impact is estimated at between 2 and 3% of GDP and at 3,000 direct jobs per million passengers. Therefore, not only territories but also cities show a growing interest in playing a relevant role in their management. On the contrary, the Spanish airport management model, designed in 1990 with the creation of AENA, continues to be a radial model that revolves around this highly centralized entity, which acts as airport manager, service provider, and even regulator.Thus, while what works in the world are formulas for airports to operate as competing companies, in Spain, under the pretext that they are of general interest, they are networked. Minister Óscar Puente insisted on this the day before yesterday in a debate in Congress. This fact may have some logic in Finland, where Helsinki airport concentrates more than 90% of the traffic, but not in Spain, where the airport with the most volume (Barajas) concentrates around 20%.

Transfer, co-management or coordination. These are some of the words used when referring to the demand by some parties –ERC or PNB– and regional governments regarding the role of autonomous communities in the Spanish airport system. In particular, in those airports located in their territories. Aena, the airport operator in the State, is clear: no transfer, and "co-management", meaning participation in management, is an "impossible" demand. Aena, in which the State controls 51% of the share capital through Enaire, while the remaining 49% is in private hands, only opens up to deepening "coordination" with the territories. How? Through agreements like the one reached by the central and Basque governments on the airports in the Basque Country last March. All of this was recalled by Aena's own president, Maurici Lucena, this Thursday, taking advantage of the company's general shareholders' meeting, which re-elected him for another four years, extending his term until 2030 (he will have a total of 12 years as Aena's top executive).

While it doesn't move forward the expansion project At El Prat Airport, Aena is carrying out minor infrastructure improvements to optimize its use. On the runway closest to the sea, the airport operator is defining the necessary works to make more efficient use of the runway, such as repaving and new aircraft approaches. This package of works will represent an investment of over €110 million and is expected to begin in the winter of 2027 or 2028, depending on how quickly all the approval procedures are completed. The repaving of the short runway is a mandatory maintenance project that must be carried out every 20 to 25 years, as noted by Jaume Bauza, head of operations at Barcelona Airport. The current structure was built about 20 years ago and needs to be renovated, regardless of whether the runway extension is eventually carried out—one of the issues that has generated the most public opposition due to its impact on the Ricarda lagoon. All the pavement will have to be removed and replaced, a complex undertaking not seen at the airport for years. The same work was done on the long runway in 2016. This time, it will mean closing the short runway for about two months and will have a clear impact on the airport's operations, which will have to operate using only the long and cross runways. Furthermore, increasing the slope of the runway closest to the sea will remain pending, a measure contingent on the runway extension and agreed upon by Aena and the Port of Barcelona to ensure compatibility between the container terminals and their cranes and the airport's aircraft operations.

The tension between Ryanair and Aena remains high after the airport operator moved forward with its plan to raise airport fees. The low-cost airline is one of the most combative. against this measureRyanair has announced it will cut its capacity next summer season at Girona Airport, scheduling 11% fewer seats. This will be the first reduction at the Catalan airport since the start of the pandemic, where the airline, led by Michael O'Leary, carries the most passengers. Despite the decrease in Girona due to Aena's "failed fee system," Ryanair will maintain growth at the other Catalan airports, with 6% more seats in Reus and 2% more in Barcelona. At El Prat Airport, the Irish airline will increase its capacity again after reducing it by 5% during the winter season, when it diverged from the general growth of its competitors and also responded to the fee increase proposed by the airport operator. "Our commitment to Barcelona remains strong and we will continue to grow, albeit at a more moderate pace until the airport expands," said Alejandra Ruiz, the airline's spokesperson in Spain. Although Ryanair leads the market in Spain, at El Prat it ranks as the second airline in terms of passenger traffic, far behind Vueling.

For years, the Mobile World Congress (MWC) has tirelessly reiterated that it's about more than just mobile phones. This is evidenced by the fact that 60% of attendees come from other industries and that phones have been losing ground at the exhibitors visiting the Gran Vía Fairgrounds these days, in favor of the growing prominence of futuristic robots and even animated plush toys. To this end, the technology congress has decided to take things a step further this year, focusing on an industry where connectivity is key: aviation.

It has taken more than twenty years, but Aena is finally getting its act together to complete the environmental compensation measures it had outstanding from the previous expansion of Barcelona Airport, which involved the construction of Terminal T1. This comes in the wake of the infringement proceedings initiated by the European Commission. opened In 2021, Spain was sanctioned for not doing enough to conserve the Llobregat Delta following complaints filed by Depana. This presents a clear obstacle for the company chaired by Mauricio Lucena. can return The expansion of El Prat Airport will have new environmental impacts that have also sparked public opposition and require European approval.

Spanish airport operator Aena has explained that the Third Airport Regulation Document (DORA III) for the period 2027-2031 includes a record volume of regulated investments of €9.991 billion, reaching €12.888 billion when complementary investments are included. The country's two main airports account for more than 62% of the regulated investment: Adolfo Suárez Madrid-Barajas will receive €4.4774 billion and Josep Tarradellas Barcelona-El Prat, €1.7652 billion, totaling €6.2426 billion between the two.

Aena's board of directors has approved the third party's proposal Airport regulation document (DORA III) for the period 2027-2031, which foresees a total investment of €12.888 billion, of which €9.991 billion corresponds to regulated investment and is therefore included in the DORA 2027-2031, as reported by the company to the National Securities Market Commission (CNV).

Aena's ambitious investment plan for the 2027-2031 period goes hand in hand with an increase in airport fees. This source of revenue is, in Aena's view, a "necessary" way to finance the investment plan for the coming years and adapt to the air traffic demand at the state's airports, including El Prat Airport, and therefore, its expansion. However, this has sparked a conflict with the airlines, which continue to lobby against the fee increase.

Aena insists it will not budge on the transfer of airport management, including the management of El Prat Airport. In fact, when the expansion of the Catalan airport was announced, that issue was already shelved. The airport operator's position has remained unchanged for years, although it has opened the door to "greater coordination" with the autonomous communities and, therefore, with governments like the Generalitat (Catalan government). "The transfer of airport management would be null and void," declared Aena's president, Mauricio Lucena, this Thursday during a breakfast briefing in Madrid, an event he used to reiterate his support for the expansion of the Catalan airport. It's worth noting that in Catalonia, the possibility of a leading role for the Generalitat has always been an ambition of parties like ERC and Junts.

With the agreement for the unique financing just around the cornerThe Catalan government has opened a new key initiative with the Republican Left of Catalonia (ERC). This involves the creation of the Airport Authority of Catalonia, which the executive council agreed to promote this Wednesday at its first meeting after the Christmas holidays. As stipulated in the investiture agreement with the ERC, it will be a specialized body through which the Generalitat (Catalan government) will implement its own policies to achieve "comprehensive governance" of the airport system. "Its creation allows us to overcome the fragmentation we currently have," explained the government spokesperson and Minister of Territory, Silvia Paneque, at a press conference. To this end, the government has tasked a technical committee, coordinated by Public Airports of Catalonia, with drafting a proposal within six months to amend the airport law to create this body and its statutes. The creation of the Airport Authority of Catalonia will therefore require parliamentary approval. The executive branch anticipates it will be operational by 2027.

Long before reaching the usual security checkpoint, a long queue of passengers forms at the terminal doors, confused as to why they can't get in. Private security guards are checking tickets from everyone trying to enter El Prat Airport. This is a new measure that Aena has just implemented to better control who enters the airport throughout the day, according to ARA. On Friday morning, the busiest day of a long weekend with more than 3,600 flights scheduled at El Prat, access to Terminal 1 was only possible through one door on the departures level. There were bottlenecks, such as when passengers disembarked from the Aerobus and, nervously, realized they would still have to go through security. The other doors were closed, and it was necessary to go to the central entrance to get in. On other days of the week, the side door near the Aerobús stop was opened.

The Spanish Data Protection Agency (AEPD) has imposed a fine of over €10 million on Aena for a facial recognition pilot project carried out at Spanish airports, including Barcelona's. This is a record fine for the AEPD, only matched by the one levied against Google in 2022. Aena "respectfully disagrees" with the sanction. "Both on substantive and procedural grounds, as well as because we believe it does not comply with the principle of proportionality," the airport operator stated. According to the company, chaired by Mauricio Lucena, the sanction is based on an "alleged breach of a formal obligation." Specifically, the AEPD considers that Aena failed to conduct a data protection impact assessment that met all regulatory requirements. Aena will appeal the decision in court. The biometric program that has led to sanctions against the Spanish Data Protection Agency (AEPD) was implemented at the Menorca, Madrid, and El Prat airports between 2019 and 2022. Aena has emphasized that all personal data obtained has been deleted and that no such system for passengers currently exists in its network. Furthermore, it stresses that there has been no security breach or data leak.

Airports and ports are two infrastructures that are not usually as close as they are in Barcelona, ​​and even less so with the scale they have in the Catalan capital. This proximity has caused more than a few headaches for decades, but now it seems that a new era of understanding is beginning, with the main disagreements, such as the coexistence of container cranes with the aircraft flying above them, being ironed out.

At an airport like Barcelona's, which is heading towards a new annual passenger record, any increase is a plus. Waiting to see if... gets ahead With the expansion project, El Prat is preparing to make operations more efficient, operations that will become increasingly complex as millions of passengers continue to be added year after year. This year alone, 2025, is expected to see a significant increase in passenger numbers. expects to close above 58 million travelers, compared to 55 million last year, which was the first time that It was overcome the theoretical capacity limit of the infrastructure.

Thursday's votes in the Congress of Deputies were the first to test the relationship between Junts and the PSOE, after Carles Puigdemont's party have decided to break ties with the socialists. However, the anticipated clash did not materialize because the laws at stake were part of the list of exceptions drawn up by Junts, which included regulations on which it already had a verbal agreement. Thus, the Spanish lower house has given the green light to the Consumer Protection Law, as well as the Sustainable Mobility Law.

Little by little, the expansion of El Prat is moving forward, after having achieved reach a consensus The support of the various administrations is crucial. Aena's project now faces one of its most important stages to become a reality with the bidding process for drafting the master plan in the coming days. This is the necessary step before construction can begin, with the schedule planned to start in 2029.