Adamuz

The Adamuz accident has plunged demand for the AVE by 30%. It is a fact that hides something worse: mistrust

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The high-speed accident in Adamuz (Córdoba) has turned the Spanish railway upside down. Closures, speed restrictions and a loss of credibility in the service have directly impacted the sales of the three companies that operate on Spanish roads. And it has translated into data: a 30% drop in sales. The data. Demand for high-speed trains has fallen by 30%, according to data collected by Trainlinea railway ticket price comparator that operates in our country. The information was released by Pedro García, its general director in Europe and Spain, at an event organized by the company this week. According to this platform, the demand for banknotes has fallen by 30% in the weeks following the Adamuz accident (Córdoba) in which 46 people died after an Iryo derailed and, still under investigationthe subsequent crash and derailment of an Alvia that was traveling in the opposite direction. No trust. We could say that it hints at it but it is almost a cry: the customer is distrustful of high speed. It is not only a question of security, the drop in demand is undoubtedly influenced by speed restrictions that have been imposed and the cancellations late in the day between Madrid and Barcelona. It must be taken into account that, in just over a month, we have had the following schedule on the Spanish railway lines: Later. In the current state of high-speed lines, only one thing is clear: the train is going to arrive later. First of all, because Adif is reviewing all avenues and that requires, for example, In Madrid-Barcelona, ​​25 minutes have already been added by default to the journey. And that is in the best of cases. Because as reported by a train driver Xatakathose who drive the trains have the power to stop the train or move more slowly if they consider that the tracks are not safe or, at least, not at maximum speed. Their repeated complaints have led to temporary speed limitations that have been activated and deactivated but, ultimately, yours is the last word. This situation has been experienced with the reopening of the Madrid-Seville line. The driver, passing through the Adamuz section He stopped the train thinking that something was happening on the premises.. Then it turned out that, simply, confusion had arisen due to repairs carried out. to the plane. This distrust has caused a transfer of passengers to the plane. And the thing is that, especially companies, have been putting aside the use of the train for daily trips between Madrid and the large capitals of Spanish provinces. Especially in the Madrid-Barcelona route, where business use of the train was very high, demand for air travelers skyrocketed to the point that Iberia capped dynamic prices at 99 euros. The Ombudsman even asked the CNMC to study the price increases that were experienced in the following days in airlines and car rental companies. The rise in demand for aircraft between Madrid and Barcelona has been such that Vueling has returned to the Air Bridgea route that had abandoned in a movement where, without a doubt, The arrival of Ouigo and Iryo on Spanish roads had influenced. And an impact on the accounts. The combo of cancellations, high-speed restrictions and insecurity in arriving at the agreed time has caused a hole in the accounts of the large railway companies. According to theEconomistalready in January 2025 the losses were recorded at more than one million euros per day if only the cut in the southern corridor was taken into account. In The reason They raise the impact to a loss of 109 million euros in Malaga tourism alone. Losses that are yet to be quantified for companies but that arrive at a bad time, just when Ouigo and Iryo aspired to make money in our country after completing its landing phase. Photo | Samson Ng. D201@EAL In Xataka | The first AVE trains are more than 30 years old and are still in circulation: Renfe has not yet found a company for their maintenance

a weld between tracks from 1989 and 2023 in the spotlight of the Adamuz accident

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The liberalization of the tracks and the multiplication of the number of trains that have to pass through them is the reason why a track fractured at high speed near Adamuz, Córdoba, causing an accident that has ended with 45 deaths and 22 people in the hospital, five of them in the ICU. That is the position, at least preliminary, of Iñaki Barrón, president of CIAF, entity in charge of the investigation of the biggest railway accident in our country since train derailment in Angrois (Santiago de Compostela) that ended the lives of 80 people. With the first investigations on the table, the indications suggest that the Iryo train derailed due to a fracture in a weld between rails carried out during the renovation last May. The fracture would have left traces on the first carriages of the Italian train and on the trains that circulated on that track that same day. At the time of the derailment, an Alvia train was traveling in the opposite direction and passed in a very short period of time (there was talk of 20 seconds at first but now it is pointed out that it could have been nine seconds) that prevented him from stopping before crashing. The blow caused the second derailment and the Renfe train ended up at the bottom of a four-meter embankment. It was on this train that the majority of the deceased were counted. In an interview with The CountryBarrón defends that the roads have endured slight traffic until the liberalization that put Ouigo and Iryo to compete with Renfe but that the mere multiplication of routes does not explain the breakdown of the tracks. Ensure the following on the affected lane: “For a long time it has had relatively light traffic. Lately, it has endured a little more intensity, but the lines should still give much more being of high capacity. The current traffic is by no means saturation. What was decided was to renew the detours, which are very critical elements and it was clear that it had to be done” In the interview, the president of CIAF explains how the renewal of the tracks is carried out and points out that the use of tracks manufactured in 1989 should not be a cause for alarm. On the contrary, the first bet from the investigative committee It was the welding that joined a section manufactured in 1989 with one manufactured in 2023 that really failed, leading to the breakage of the track and subsequent derailments. How two tracks are welded 34 years apart In recent days, the information regarding the Adamuz railway accident has focused on one fact: one of the split rails was manufactured in 1989. Adif, in the comprehensive renovation of the track, decided that it would not change sections that were more than 30 years old but this should not be a problem in itself, according to the president of CIAF: (On why Adif did not change all the lanes in 1989) “That is what we have asked, why the lanes have not been changed. Maybe it was not planned or should not be done. Many people have interpreted that when we talk about a comprehensive renovation, practically all the material is changed, and that everything that is usable goes to other lines, not high-speed lines. That has been done all our lives. When we realized that the detours had been changed, because that is what It was critical and there had been some incidents in the past, and also some more pieces of rail, but not all of them, we asked Adif about it. The fact that we continue with rails manufactured in 1989 is not particularly serious in itself. It is not something to raise our hands as long as they were in a position to provide service. But we have to carefully analyze the issue of renovation to see exactly what has been done and how it has been done. To questions from Xatakahe General Council of Industrial Engineers They point out that “it makes all the sense in the world” to point to welding as the source of the problem. “The joint is a unique point on the track. First because it is a discontinuity and any millimeter imperfection is amplified as the wheels pass. And second, because the welding process generates a zone that is thermally affected around it and can generate residual stresses.” And they emphasize: “when a rail breaks, the typical hypothesis, and which seems to be being confirmed, is that the break begins in the weld or in its immediate surroundings and from there evolves to the final failure.” Regarding the reason why the welding could have failed, the CIAF and the General Council of Industrial Engineers point to examinations in laboratories to determine what could have happened. The experts consulted by Xataka they point out that the Causes why a weld can fail in their execution they are multiple: Execution problems: such as the creation of a pore due to not reaching the appropriate melting temperature. Geometric finishing problem: a millimeter-sized burr or microstep is generated Problems with alignment: the alignment between lanes is not perfect These same experts point out that the derailment can be caused by various factors and that, by itself, one of the previous causes does not have to explain the entire problem. They point out that the laboratories will have to confirm if there was a previous problem in the material, if a failure occurred during the welding process and to what extent the thermal conditions and the frequency of train passage could have aggravated the problem. All of these are problems that revolve around two issues to take into account. The first points to the different degree of hardness of the steel between the rails. The 1989 track was made up of R260 steel, which is softer than the R350 HT steel that makes up the track produced in 2023. “The base steel is very similar,” they … Read more

the leaked audio of the Adamuz accident between the Iryo and Atocha driver

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“There’s no train coming.” It is the key phrase of the audio that elDiario.es has been published exclusively and in which the conversation between the driver of the Iryo train and the command post is heard. The audio is extracted from the black box of the Italian train that, according to what is knownwould have derailed and seconds later would have been hit by an Alvia that was traveling in the opposite direction, being thrown to the side of the track and to the bottom of a four-meter embankment. The conversation between the driver and the control center traffic has raised all kinds of speculation but, for now, it is part of an investigation that is expected to be very long and that can extend for months. Therefore, trying to conclude what happened or what elements caused the first and second derailments are mere speculation. In fact, the president of Renfe himself, Álvaro Fernández Heredia, pointed out in the first hours that could not be definitively stated that the Alvia train had collided with the Italian vehicle. Audio and its implications In the leaked audios, Iryo’s driver contacts the command center in Atocha to which he explains that he has had “a hitch” on the track. From there they ask him for a contact telephone number and to lower the pantographs, to which the driver responds that he has already carried out the operation. The pantographs are the elements that connect the train with the catenary and, therefore, with the electrical network. A hitch occurs when there is a problem with the pantograph or catenary. In that case, the train is stopped and may suffer a strong deceleration, like a kind of anchor that prevents it from continuing to move forward. In fact, the driver himself explains in the audio that the train is completely blocked. At that point, the communication is cut off and (if there is no skipped audio in between) the driver informs Atocha that has suffered a derailment and is occupying the adjacent track. At that moment, he requests that traffic be stopped immediately and from the command post they assure him that “there is no train arriving.” Next, the person in front of the Iryo train requests that they send emergency services, from ambulances to firefighters, because there is a car on fire and there are injured people on board. The driver then reports that he is leaving the cabin and the audio cuts out. From the audio it is striking that no reference is made to the Alvia (Renfe) train which, it is assumed, would have collided with the Iryo cars and subsequently derailed. Neither the driver nor the command center are aware that this has happened, which opens up two possibilities. With no official information still on the table, what we have remains mere speculation. One possibility is that the impact of the Alvia occurred almost immediately after the derailment with the Iryo and hit it slightly but enough so that the driver, in a stressful situation trying to emergency brake his vehicle, did not notice it. A blow, however slight, at more than 200 km/h could have caused the second derailment and explains why the trains were found 700 meters apart. If this is the case, it is also possible that the driver did not realize at first (in that period between communications in which he announces that he is going to verify the situation of his train) that there is a second accident vehicle because the distance and the fall to the embankment would have hidden the Alvia. Two competing theories This possibility is what the Minister of Transport himself, Óscar Puente, has pointed out. Initially, a time gap of about 20 seconds was targeted between the departure of the first Iryo and the impact of the Alvia. The proximity between both trains would not have allowed the security system warn of the obstacle on the track and stop the train. Now, Puente believes that barely nine seconds passed between the derailment of the Iryo and the impact of the Renfe train. The head of Transportation ensures This would explain why the driver is not aware that a second train has collided with his vehicle. The other possibility is that the Alvia had not yet reached the accident area when the engineer contacted the command post on the second occasion. However, Puente has indicated that the second communication occurs “between three and four minutes after the first”. This means that, if the Alvia train had not collided or had not passed next to the Iryo at the time of the accident, it would have to be more than 13 kilometers from the event, which is the distance a train travels at 200 km/h in four minutes. Tweet from Óscar Puente showing the map of the command post with the situation of the trains In Xataka We have contacted SEMAF (Spanish Union of Railway Machinists) who explain that the LZB system sends information with the position of the train to the command post. There, the train appears on a map like the one shown in this image uploaded by Minister Óscar Puente. On this map you can see how the trains move forward, with their position updated every so often. On each line, they explain, there is a section manager who must remain attentive to the position of each train. For this reason, they say, there are several possibilities but they make it clear that the reasons can be multiple. They explain that there are two possibilities that resonate more strongly. One of them is that the Alvia sent its position past Iryo’s vehicle almost immediately after the crash and from the command post they believed that no train was coming in the opposite direction, which is what was mentioned to the driver of the Italian train. The second is that the Alvia “disappeared” from the map due to Particularities of the LZB system or because damage had occurred on the … Read more

What is the LZB and why is it in the spotlight of the Adamuz accident?

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20 seconds. That is the time that, according to Álvaro Fernández Heredia, has passed since the derailment of the Iryo train in Adamuz and the arrival of the Alvia train in the opposite direction. “It still cannot be concluded that the Alvia collided with the Iryo cars or with any element of the road,” said the president, who, remembers, will take days to reach conclusions. It puts the focus, however, on the LZB security system. What has happened? What we know, at the time we write these lines, is that an Iryo train and an Alvia have had an accident at the same point on the Andalusian high-speed corridor. Until now, the first assessments have suggested that the Italian train derailed in the middle of the straight line and the Renfe train collided with it. However, this “cannot yet be concluded,” according to Álvaro Fernandez Heredia in statements to Chain Being. What is certain is that both trains have areas that are very difficult to access, with serious damage to their structure. The Alvia train also fell down a four-meter embankment. There are, at the time we write, 39 deaths (including the 27-year-old Renfe driver) and it is not ruled out that more bodies will be found once the rescue work is completed. 20 seconds. It is, according to Fernández Heredia, the time that has passed since the Iryo train derailed and the Renfe train arrived at the same place. However, Heredia has made it clear that understanding what happened at that moment is, for the moment, conjecture because the investigation that the Railway Accident Investigation Commission (CIAF), who They already did the same in Angrois, in the Galician accident of 2013. Explained visually in The CountryWhat we do know is that the Iryo derailed first when it was traveling at 210 km/h in a space limited to 250 km/h, so excessive speed seems to be ruled out. After 20 seconds, the accident worsened with the arrival of the Alvia, which did so at 205 km/h (also below the maximum speed allowed). Both trains were found at a distance of 700 meters between them, with the Alvia falling on the embankment located next to the tracks. Those 20 seconds, everything indicates, will be key to the investigation. And the president of Renfe pointed out on the radio that “the LZB system is equipped in such a way that when there is an obstacle on the track, the path is blocked and prevents circulation and orders emergency braking to the train. But apparently, the time interval between one train and another that crossed in opposite directions has been 20 seconds and, therefore, it is impossible for this mechanism to act.” What is the LZB? The LZB is the security system used in the Andalusian corridoron the Alvia Madrid-Toledo and on Cercanías lines C-5 in Madrid and the entire Euskotren network. The acronym refers to the German word Linienzugbeeinflussungsince the system is also used in Germany and Austria. The system consists of a cable that extends along the track, centered but drawing a slight zigzag. This wiring sends train running informationthe maximum speed of the road and the distance remaining before reaching a new speed limit change. If the driver does not reduce the speed, it is the train that activates the emergency braking. This wiring sends electrical signals in a closed circuit to recalculate the aforementioned variables through beacons. When the track is blocked, the transmission is interrupted and the system automatically orders the train to stop. However, according to the president of Renfe, the 20 seconds that have passed between the derailment of the Iryo train and the arrival of the Alvia have not been enough to stop the vehicle. It remains to be seen whether he braked previously and lost speed or not. Dated. The LZB system is considered an outdated safety system and Spain is one of the few countries in Europe that continues to use it on a high-speed railway section. In fact, by European order to facilitate interoperability, The LZB system in the Andalusian corridor is being replaced by ERTMS 2the European system that is already mandatory on all trains. ERTMS 2. This system It is a simplification of the processboth in equipment and operation. The data connection is made through GSM-R so the beacons only serve as a redundant system to locate the train. In exchange, radio equipment is used that communicates the train with the Movement Authority or MA (Movement Authority), explain in How trains work. This MA is responsible for telling the driver the maximum speed at which they can travel and for how many kilometers, but it includes a greater amount of information such as temporary speed restrictions, which makes it easier to comply with the limits. The system has the advantage that if a train suffers a problem but can no longer stop, it can pass through an enclave at an appropriate speed without the risk of derailing and only applies emergency braking when the situation is safe. On the contrary, it closes the passage of all trains instantly so that a collision does not occur. The system is considered more secure because it has more information, redundant systems and decisions are made more quickly. Speed ​​is key. Having a system capable of more closely monitoring the status of the trains and managing traffic is key when we travel on a high-speed train. We must keep in mind that when we travel at 205 km/h we are traveling 56.94 m/s. That is, in the 20 key seconds indicated in the Adamuz accident, 1,138 meters were covered. It must also be taken into account that the braking space increases exponentially with an increase in speed. At the same time, braking space is drastically reduced at lower speeds and the violence of an impact or a derailment is less. Photo | Wikimedia 1 and 2 In Xataka | More than 30 years ago, Spain decided to invest heavily in the AVE: today … Read more

The Adamuz accident comes after a year of incidents and controversies

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The tragic Adamuz accident It is the worst that Spanish high speed has suffered in its entire history, but during the last year both the AVE and the rest of the LAV services have accumulated incidents, delays and problems that have damaged its image as a 100% reliable service. A year to forget. 2025 has chained incidents of all kinds on the high-speed network. Some of the events that have affected the operation of our trains: All of them have been events that, for different reasons, have challenged our perception of railway capacity in Spain. Delays and technical breakdowns. Punctuality plummeted up to levels of 70% in some months, well below the historical standards of the AVE. According to data According to El Mundo, four out of ten trains arrived late during the summer. On the other hand, technical problems forced the temporary withdrawal of part of the Avril and Avlo train fleet due to manufacturing defects, reducing available capacity just when it was needed most. The paradox of success. Despite everything, 37.3 million people traveled on AVE trains and long distance from Renfe during 2025, according to data from the Ministry of Transport. It is an absolute record: 6% more than the previous year. The AVE reached 21.5 million passengers, while Avlo grew from 4.55 million to 6.2 million users. The Madrid-Levante-Mediterranean corridor went from 5.5 to 7.7 million passengers, and the line to Galicia and Asturias skyrocketed from 2.5 to 4.6 million. These are figures that show that we prefer the trainand you like it when it works and offers competitive prices. Despite the figures, the incidents of recent months have given very negative publicity for high speed in Spain. Returns that do not arrive. The recurring incidents, added to the tightening of return conditions due to delays that Renfe applied in 2024, have fueled a story of discontent. Now it takes an hour of delay to recover 50% of the ticket, when before 15 minutes were enough. In September of last year we discovered that only three out of every hundred passengers were able to claim compensation over the summer, despite millions suffering delays. Discontent. We had never used the AVE so much and the incidents of the AVE had never had so much media attention. The competition from Ouigo and Iryo has helped boost the number of travelers thanks to lower prices, but the number of incidents has caused this gradual reduction in prices to take a backseat. And in the case of Renfe, lack of rolling stock It has not followed that growth rate either. Issues. Minister Óscar Puente recognized in September that the system will continue to have problems for at least two more years, in reference to the rolling stock that did not arrive and visited countries such as Germany or China looking for new trains. Meanwhile, the president of Renfe, Álvaro Fernández Heredia, assured at the end of the year that it would not apply the new compensation approved by Congress, which required money to be returned after 15 minutes of delay, considering them unconstitutional and asymmetrical compared to the competition. And now what. The Córdoba accident has been a devastating end to a bad streak of incidents in the Spanish railway system. All railway operators now face the challenge of demonstrating to Spain that the service remains reliable and safe despite the Adamuz accident. In Xataka | More than 30 years ago, Spain decided to invest heavily in the AVE: today it is winning contracts in Vietnam thanks to it

The question after the Adamuz accident is whether he is investing in maintaining them

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On May 7, 2021, rail transport in Spain entered a new dimension. For the first time, a train that was not owned by Renfe stepped on our lines to operate between Madrid and Barcelona. It was the maiden voyage of Ouigoowned by the French SNCF in Spain. Objective: to offer a cheap alternative to the most famous high-speed service in our country. Shortly after, Renfe itself launched a new service to safeguard their backs. The first service AVLO (High Speed ​​Low Cost) arrived on Spanish roads a month later. In November 2022, Iryo It kicked off its operations with a Madrid-Valencia trip as its inaugural trip. In a year and a half, Spanish roads had gone from supporting the weight of Renfe to that of three companies (Renfe, Ouigo and Iryo) and four services (Renfe splits into AVE and AVLO). Over time, operations have increased and the competition that had been initially restricted to Madrid-Barcelona has also reached Levante and the Andalusian corridors. The plans go through continue expanding competition to the Galician corridor and the branches to Asturias and Cantabria, as well as the Madrid-Cádiz/Huelva. To have a clear picture of the increase in traffic volume in the Andalusian corridor, Óscar Puente, Minister of Transport, pointed out last summer that “in the 90s six trains circulated a day between Madrid and Seville (…) today 289 trains circulate”, referring to the drop in Renfe’s punctuality but the increase in complexity in traffic management. However, Renfe has been receiving numerous reviews for their lack of punctuality and their cancellations. But it is not the only company that has suffered significant inconveniences. In May, a cable theft and a coupling of an Iryo train with a catenary caused the collapse in the Andalusian corridor with more than 10,000 affected. Weeks later, a concatenation of incidents originated by an Ouigo train ended up causing a fire on a Renfe train and hundreds of lost passengers for more than 13 hours in the middle of the line spending the night outdoors. Facts that have been accumulating, that have been used as a political weapon (such as Renfe compensation in case of delays) but above all, they have put a recurring question on the table: what happens with investments? Investments in high speed To keep the roads and infrastructure in good condition, Adif (the company in charge of this) receives funds from the State and the European Unioncharge some fees to operators who use their channels to do business and issues bonds. However, the bulk of the money for road maintenance and future investments continues to come from the State. Whether these investments are sufficient or not is something that has been questioned for some time. Operators have long pointed out investments in the roads as insufficient. Ouigo did it when the July case left the Andalusian corridor paralyzed. Since July, Renfe, Adif and Talgo have been living a kind of triangle of love and hate in which they blame each other for the cracks caused in AVRIL trains that covered Madrid-Barcelona, leaving Renfe without this service in the corridor and with trains running at a lower speed as expected as a temporary patch at that time. In an article published in The World Last November it was pointed out that high speed in Spain has experienced three clear phases since the first Madrid-Seville was covered in 1992. The first points to the first years, with sustained investments between 1992 and 2005. The last refers to the liberalization of roads, active since 2021 in practice. Spain has gone from investing 6,558 million euros in the railway sector in 2009 to 2,318 million in 2018 but the figure hides the real maintenance In the middle, an explosion and a stagnation that marks our daily life. Between 2005 and the crisis of 2008 and the years to come, investment in Renfe and Adif skyrocketed. And it is in those years when high speed is extended to Córdoba and Málaga, to Valladolid after passing through Segovia and to the Levante area. High-speed investments in Extremadura or the Galician corridor and expansions to the north of Catalonia are also underway. But the years of crisis hit hard and investment falls. Once the budgets that have been approved in the years before the crash have been concluded, between 2014 and 2020 investments plummet. According to the Railway Observatory In its 2023 edition (last available), the real brutal investment fell from 6,558 million in 2009 to 2,312 million in 2018. Since then, it has grown and in 2023 it touched 4,000 million euros. But those numbers hide another perspective. If railway investments in Spain were reduced by a third in less than a decade, it is also a consequence of a stoppage in the construction of infrastructure. And, as we have seen, the years before the crisis saw a boom in the opening of high-speed stations and new corridors. Since then, expansions have been minimal. Source AIReF The Independent Authority for Fiscal Responsibility (AIReF) shows how the opening of new lines has a direct impact when preparing budget plans. Thus, 88.6% of investments in high-speed railways between 1987 and 2018 were taken by the allocation dedicated to the construction of new lines. The rebound in investments that we have experienced since 2020 is closely linked to this way of acting. In recent years Full high speed has arrived in the Galician corridorwhich includes new gauge trains variable, the AVRILs, and great progress has been made in the Asturian and Cantabrian high speed. Óscar Puente visits the Hitachi Rail factory in Pistoia (Italy) Those numbers are skyrocketing again but they will do so in a different way. Although in 2024 The Government has allocated 4.5 billion euros to the trainof which 2,500 million euros were made in high speed and that the investment in Adif AV (high speed) should reach 12,000 million euros between 2022 and 2026, the announcement for the future is somewhat different. Because in its future investments the … Read more

everything we know about the collision between an Iryo and Alvia from Renfe in Adamuz (Córdoba)

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On January 18, 2026 at 7:40 p.m., a collision occurred between an Iryo train and an Alvia train in Adamuz (Córdoba) in what is the most serious railway accident in Spain since the derailment of a train in Santiago de Compostela in the area known as the A Grandeira curve. The accident is the first to occur since the high-speed lines were released in our country. When we write these lines, 39 deaths have been recorded but rescue efforts continue. What has happened? On January 18, 2026, an Iryo train that had left Malaga heading to Madrid at 6:40 p.m. derails near the town of Adamuz (Córdoba)once you have passed this stop. The derailment occurs on a straight line and leaves the last three cars of the train off the track. At that moment, an Alvia (Renfe) train traveling in the opposite direction and that had left Madrid bound for Huelva collides violently with the Iryo wagons that were occupying its track. The violence of the crash knocks this last train off the track and ends up at the bottom of an embankment. Emergency services are located on both trains at a distance of 800 meters. Click on the image to go to the originalgal tweet The victims. According to the latest count of deaths and injuries provided by the emergency services to EFE There are 39 deaths and 73 injuries that have required hospitalization. Of them, 25 are seriously injured. In addition, 173 people with minor injuries have been recorded. It is estimated that 100 people were traveling on the Alvia train to Huelva and 317 passengers were traveling on the Iryo train. Renfe has set up a telephone number for family members: 900 10 10 20. Both companies have set up spaces for family care at the Atocha, Seville, and Córdoba stations. Renfe has also set up rooms at the Málaga and Huelva stations for this same purpose. In addition to the regional and municipal emergency health services, the Junta de Andalucía has sent 16 forensic experts and the Military Emergency Unit (UME) has mobilized 37 soldiers and 15 vehicles. Click on the image to go to the original tweet What is known about the accident. At the moment, little and it is expected that the investigations will take time. At a midnight hearingTransport Minister Óscar Puente described the accident as “rare and difficult to explain” as well as “tremendously strange.” The circumstances are still unknown but it is necessary to investigate why the Iryo train left the track on a straight line. At the moment, it is believed that at the time of impact, the Iryo train had reduced its speed but the Alvia was traveling at 200 km/h. Puente has also highlighted that the infrastructure had been recently renovated with an investment of 700 million euros and that the renovation work had been completed in May in the area of ​​the accident. As for the Iryo train, it was “relatively new, practically new that I don’t know if it lasts four years.” They have asked to wait for the accident commission to have more information about what happened. The trains. Iryo is an Italian company which has been operating in Spain since 2022 and whose capital is contributed by Air Nostrum (25%), Globalvía ​​(24%) and the Italian public operator Trenitalia (51%). In Spain they use Hitachi ETR1000 trains also known as Frecciarossa 1000 (red arrows). In his search to replace AVE vehicles, Transport Minister Óscar Puente has shown interest in these vehicles, which are considered among the most modern and advanced in the world. They are manufactured by the Japanese Hitachi in Italy and can move 457 people. They have a maximum approved speed of 380 km/h but in commercial services they do not exceed 360 km/h. In Spain, the maximum speed they can reach is 300 km/h. The Alvia train that collided with Iryo’s vehicle is from the 120 series. These trains have variable gauge capacity and are manufactured by CAF and Alstom. On international gauge roads they can reach 250 km/h and on Iberian gauge they reach 220 km/h. It is believed that at the time of impact it was traveling at 200 km/h. Its capacity varies between 238 and 270 seats.. Click on the image to go to the original tweet Cancellations. At the moment, traffic in the southern high-speed corridor is completely suspended. The emergency services have already warned that the corridor will remain closed throughout the day on Monday. Thus, all services between Madrid-Córdoba and the branches to Seville, Málaga and Huelva are suspended. In addition, services to Cádiz, Algeciras and Granada have also been suspended today. Those affected They can claim the return of the ticketssince the service is not provided. Photo | Álvaro Fernandez Heredia in X In Xataka | When Iryo and Ouigo began to compete with Renfe they did so by lowering prices. Those days are not coming back

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