Spain tops workplace productivity in Europe while unemployment rises
ADVERTISEMENT
New research conducted by Opinion Matters for workplace experience and digital services company Ricoh Europe has revealed that Spain has the highest workplace productivity in Europe. The study surveyed 1,800 decision-makers and 7,000 workers across Europe.
Italy came in at second place, followed by the Netherlands, France, Germany, UK and Ireland.
Some 92% of Spanish employees reported high productivity, with the country having an unproductivity rate of only 4%. In contrast, 9% of UK and Irish employees were likely to consider themselves unproductive.
Meanwhile, 22% of French business leaders and 27% of German business leaders also considered outdated technology as one of the key barriers to employee productivity.
Similarly, 40% of surveyed European employees said that better document management software, which helps better collaboration on digital documents, would help their productivity. Some 37% of employees cited collaboration and communication tools as being key to enhanced productivity, whereas 36% wanted better automation software.
Caroline Bright, chief strategy and commercial officer of Ricoh Europe, pointed out the importance of bridging the technology gap in the current uncertain economic climate, noting that 'the productivity gap across Europe should be a wake-up call for business leaders.'
She added: 'As workplace dynamics evolve and businesses renew their focus on the office, it's more important than ever to provide employees with the tools they need to operate and collaborate effectively.
'The good news is that the solutions are within reach. Those who act now to modernise their workplace technology will be best positioned to close the productivity gap and empower their teams to perform at their best and thrive in a competitive market.'
Related
How investors can navigate European markets through uncertainty
Gold's record rally stalls on hopes of easing global trade tensions
Spanish unemployment jumps to highest level in a year
However, despite this, the Spanish unemployment rate increased to 11.4% in the first quarter of this year, compared to 10.6% in the previous quarter, according to the National Statistics Institute (INE). This was ahead of analyst expectations of 10.7%, while also being the highest number in a year.
The number of people without jobs rose by 193,700 to 2.8 million people in the first quarter of 2025, whereas employment dropped by 92,500 to 21.8 million. The working population also advanced by 101,200, touching 24.6 million.
In the first three months of the year, there were 116,500 more women without jobs, along with 77,200 more unemployed men.
The services sector lost 124,900 jobs, whereas 13,700 jobs were slashed in the construction sector. 21,100 industrial jobs were also reduced, along with 4,500 agricultural jobs.
Spain's rising unemployment could point towards the country's heavy dependence on cyclical industries such as hospitality and tourism, as well as lingering caution among employers due to ongoing economic and geopolitical uncertainty.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
France 24
30 minutes ago
- France 24
Sails, batteries and AI: What a green revolution in maritime transport might look like
Over the weekend, it was time for the key players of the maritime industry – ship owners, port authorities and others – to meet in Monaco for the Blue Economy and Finance Forum, one of the many special events held on the sidelines of the June 9-13 United Nations Ocean Conference. The key goal of the meeting was to come up with a plan on how to decarbonise maritime transport. Because while the UN summit focuses on protecting the oceans, the many ships that cross them are also a big part of the problem. Today, the shipping sector accounts for around 3 percent of the world's CO2 emissions – almost the same amount as the aviation industry. In Europe, it is even worse, and accounts for 14.2 percent of transport-related greenhouse gases, and about 4 percent of all emissions. The reason for this is that most ships are powered by heavy fuel oil, a dirty by-product of oil refining and one of the worst offenders when it comes to pollution and greenhouse gases. Although international measures have helped reduce emissions for individual ships in the past few years, the growing number of freight vessels – the biggest polluters – means that total emissions still continue to climb. Net-zero by 2050: a huge challenge To come to terms with this, the International Maritime Organization (IMO) has set an ambitious target for the shipping industry of net-zero emissions by 2050. It is a huge challenge. 'Shipping is one of the most difficult sectors to decarbonise,' said Pierre Marty, a maritime transport expert and lecturer at the French engineering school Centrale Nantes. 'For cars, the solution came quickly with the development of electric vehicles and batteries. For planes, the industry immediately went for synthetic kerosene. But it's harder for the shipping sector because there is no one-size-fits-all solution,' he said. From leisure yachts to bulk carriers and container ships, they all have different needs depending on their size, the distance they travel and how many port stops they do. 'What works for one ship might be useless for another,' Marty said, but noted they all have one common challenge: 'to meet high energy demands in the often limited space on board'. To make a real difference, he said, the focus needs to be on larger vessels. Although they only make up 25 percent of the global fleet, container ships, bulk carriers, LNG and chemical tankers account for around 80 percent of maritime CO2 emissions. They also often travel longer distances and use more energy. Electric ships? Among the many solutions that have been studied in recent years, electrification is one of the most promising so far. As with cars, it would involve equipping a ship with a battery that would be recharged when docked in port. 'This solution has already been adopted by some leisure boats and smaller container ships,' Fanny Pointet, head of maritime transport at the NGO Transport and Environment, said. 'But it's not at all adapted to long-distance vessels. You can't recharge batteries in the middle of the ocean,' she said. 'An intermediary and alternative solution would be to use the batteries just for moving in and out of ports,' she suggested. 'This would not only help reduce emissions, but also lower air pollution.' British-owned P&O Ferries is one of the companies that has already announced it is equipping its Dover-Calais ferries with hybrid engines for this purpose. Biofuels, LNG and synthetic fuels Another option is for vessels to switch to alternative fuels like biomethanol. In September, Danish shipping giant Maersk surprised the industry by presenting a 32,000-ton container ship (capable of carrying 2,100 containers) powered by biomethanol from forestry and agricultural waste. 'But again, this isn't scalable in the long term because we don't have enough biomass to meet global demand,' Pointet remarked. Some civilian actors have instead turned to liquefied natural gas (LNG), but that, too, has its consequences. LNG is mostly made up of methane, which is a potent greenhouse gas, and the European Environment Agency and the European Maritime Safety Agency have both warned of the rise in methane emissions because of the sector's increased use of LNG. 'That leaves green hydrogen and synthetic fuels, which are widely seen as the most sustainable solutions,' Pointet said. But, Marty added, 'these [technologies] are in between development and commercialisation at the moment. They are not mature enough yet, and therefore very expensive.' Shapes, speed and AI Aside from turning to greener fuels, another key lever is to make ships more energy efficient in and of themselves. This is where ship design would come in, with designers potentially equipping vessels with sails, propulsion-enhanced propellers and optimising their hull shapes. Artificial Intelligence (AI) can also help make the industry greener. 'With AI, it is possible to plot routes that would require the least energy by taking winds and currents into account,' Pointet said. Another point of discussion is reducing engine power and speed limits. One recent study showed that by just lowering average global speeds by 10 percent, CO2 emissions would be reduced by 13 percent. It would also halve the risk of whale collisions and slash underwater noise by 42 percent. 'In the end, the ship of the future will most likely combine a bit of everything; hybrid engines, better hull designs and alternative fuels – all adapted to the specific needs of each vessel,' Pointet said. And if the ships advance, so will the ports that host them. 'The priority here is electrification in ports,' Pointet said. 'Because even when ships are docked, many of them, like passenger ships, often need to keep their engines running to maintain services onboard.' The massive cost of going green But, both experts concluded, massive investments – to the tune of between $8 billion and $28 billion (€7.5 billion and €26 billion) a year – are needed until 2050 to embark on this green maritime revolution . And that is without counting the infrastructure that would be needed to make and distribute green fuels. To anticipate these massive costs, some 100 delegations brought together by the IMO in April agreed to create a global carbon pricing mechanism. According to the plan, all ships will as of 2028 have to meet CO2 emissions quotas by using cleaner fuels. Those who exceed the limits will be fined hundreds of euros per ton of CO2 emitted. According to researchers working at the shipping and ocean transport department at the University College of London, this measure alone could generate between $30-40 billion in revenues by 2030. But, Pointet warned, exemptions of various kinds could undermine the measure's impact. 'And there are still many other questions pending, especially [regarding] what kind of fuels will qualify as clean energy.' Before going into effect, the carbon pricing mechanism must be approved in a second IMO vote scheduled for October. That means that the industry heavyweights and oil-rich nations opposing the plan still have time to try to sink the deal.
LeMonde
2 hours ago
- LeMonde
'The EU needs to invest more at home'
The European Union is the world's third-largest economy with one of the highest household saving rates, yet when our companies are scaling up, they often turn to financial markets abroad. Why? Because we export much of our vast savings, supporting innovation elsewhere, while many of our own start-ups struggle to access the necessary funding to grow. The time has come for change and the EU needs to invest more at home. That is why seven European countries representing more than half of the EU economic output teamed up on Thursday, June 5, to channel these savings into investment in our continent's economy. Let's first consider the numbers. In 2024, the EU economy generated €17.9 trillion in output. Wealth and value are therefore evidently created in Europe at a very large scale. Meanwhile, European households are some of the greatest savers in the world, setting aside about 13% of their income every year, five points more than American households. That represents €1 trillion of new private savings every year, much of which sits idle in cash or deposit accounts earning low returns. In total, this has created a pool of capital of €35 trillion over the years. Meanwhile, Europe needs to invest at least 5% of its economy, or up to €800 billion a year, to close its technology and productivity gap with major competitors. Add new defense and security needs and that figure could easily surpass €1 trillion. In this time of rising geopolitical tension and increasing barriers to trade and financial flows around the globe, these savings are a strategic asset for Europe that we must mobilize to help fill that investment shortfall. Accelerating integration Vital work is being done to improve the integration of our capital markets. The European Commission also put forward its strategy for a Savings and Investment Union in March. We want to thank Commissioner for Financial Services Maria Luis Albuquerque for her commitment and we will continue to work closely with her to enhance financial opportunities for EU households and businesses.
Euronews
2 hours ago
- Euronews
L'Oréal acquires a majority stake in British skincare brand Medik8
L'Oréal has acquired a majority stake in the UK's Medik8 as it seeks to expand its position in the skincare market, the French beauty giant confirmed on Monday. As part of the deal, private equity firm Inflexion will remain a minority shareholder, and the current management committee will also stay in their roles. The cost of the stake is officially undisclosed, although the Financial Times reported last week that the potential deal was worth around €1bn. L'Oréal's share price was roughly unchanged on the news. 'We are delighted to welcome Medik8 to the L'Oréal family,' said Cyril Chapuy, President of L'Oréal LUXE. 'As a premium skincare range, with high levels of proven efficacy at an accessible price point, Medik8 perfectly complements our existing skincare portfolio,' he added. L'Oréal has been seeking to capitalise on the boom in science-driven skincare, partly driven by social media influencers. Brands already under its 'Dermatological Beauty Division' include La Roche-Posay, Cerave, Vichy, Skinceuticals, and Skinbetter Science. This unit brought in over €7bn in revenue in 2024, representing an almost 10% year-on-year rise, making it L'Oréal's fastest-growing division. Seeking to expand its portfolio, L'Oréal bought soap maker Aesop in 2023, and Korean beauty brand Dr.G in December. Last year, L'Oréal also acquired a 10% stake in skincare firm Galderma, as well as acquiring the beauty licence for Miu Miu. At the time of the Galderma deal, the French firm said it was 'increasingly investing in a more holistic approach, spanning the entire beauty routine' — thereby 'anticipating and intercepting the signs of skin ageing'. Medik8, founded in 2009, specialises in anti-ageing treatments and was bought by UK-based private equity firm Inflexion in 2021. Media conglomerate Warner Bros. Discovery announced on Monday that it would split into two public companies by next year, carving off its TV network operations from its streaming service. The move to spin off one company devoted to streaming and a second devoted to traditional television comes as the company struggles with a decline in overall business. The organisation said the new Streaming & Studios group would include Warner Bros. Television, Warner Bros. Motion Picture Group, DC Studios, HBO and HBO Max as well as their film and television libraries. The Global Networks company will include CNN, TNT Sports, Discovery+ and other digital products. Shares in the company jumped more than 9% ahead of the market opening. Current Warner Bros. Discovery CEO David Zaslav will continue as the head of Streaming & Studios, while the company's chief financial officer Gunnar Wiedenfels will become CEO of Global Networks. Both executives will continue in their current positions until the company separates. 'By operating as two distinct and optimised companies in the future, we are empowering these iconic brands with the sharper focus and strategic flexibility they need to compete most effectively in today's evolving media landscape,' Zaslav said in a statement. The US media giant said the split would unlock value for shareholders and create opportunities for both businesses. The split still needs final approval from the company's board but is expected to be completed by the middle of next year. Warner Bros. Discovery was created only three years ago after a merger between Warner Media and Discovery.
