Adif

A website has collected more than 1,000 speed limitations on Spanish trains. Adif has knocked her down

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They are called Dignitat a les Vies and they say they are “fed up with the mistreatment by Renfe, Cercanías and Adif.” The claim is clear: “we want a decent railway system.” And as a means of protest they had a website with all the speed limitations found on Spanish railways. They had it, because Adif has taken down the website. Cessation of activity. It is the title that heads a writing from Dignitat a les Viesa platform that until last Friday had an active web page in which all the speed limitations of Spanish railways were collected. The text reads that Adif has confirmed that the blocking of the page is derived from a previous complaint on its part, understanding that “the information on Temporary Speed ​​Limits (LTV) is ‘sensitive’ and cannot be known by the general public.” Listening to the road manager, the court has ordered the blocking of the website. What was shown? Simply, all the speed limitations present on Spanish roads. Supported by users and, above all, by machinists according to The Country, The association had a map where more than 1,000 incidents were recorded. The map, which Dignitat a les Vies assures has been replicated by the media (such as its own The Country) and has not been removed, showed public information that Adif refuses to provide in what they describe as “an act of paternalism. According to these users, “Adif is failing to comply with the current legal framework. In accordance with Law 9/2025 on Sustainable Mobility, Regulation (EU) 2017/1926 (MMTIS) – updated by 2024/490 – and Directive (EU) 2019/1024”, which requires them to make public “the data on the infrastructure and its restrictions.” And they emphasize that showing them “helps the user understand chronic delays.” The restrictions. As reflected in the newspaper The CountryIn Spain there are currently more than one mile of temporary speed restrictions active. This means that there are more than 1,000 points where drivers must circulate at a speed lower than the maximum speed permitted at that point in a generic manner. These restrictions are a consequence of actions on the tracks but also the consequence of continuous warnings by train drivers. And it is that, as they have confirmed to Xatakathe workers indicate with a report points that, in their opinion, should be reviewed or do not allow driving at the maximum speed required. Everything indicates that, after the Adamuz accident in Córdobathe zeal with these notices is greater than before. Train drivers also have the power to reduce speed at specific points if they so deem it necessary. These speed reductions must be reflected with a notice to the command post and in a report but, as we said, Adif has the final say on what is reviewed, what point is left for later and where speed restrictions are applied and for how long. Is it important? Yes, because temporary speed restrictions have multiplied high-speed travel time. Right now, Adif has indicated to the operators that Journey times are going to be longer in Madrid-Barcelona due to actions on the tracks and trains have been eliminated. This situation will last for months and as it is an issue that falls on the side of the road manager, the client has no right to compensation. The data of The Country They indicated on March 9 that there are 422 points where trains must run at a maximum of 30 km/h. It is the most repeated speed limitation. If the restrictions at 60 km/h or less are added, there are more than 850 points in Spain where high-speed trains cannot go above this speed. Where are there more limitations? Due to the volume of traffic and passengers, it is logical that the restrictions in Madrid-Barcelona have focused attention. Especially since it has been difficult to travel between both cities during the day without suffering any surprises or being clear about what time you are going to arrive, which complicates the traditional movement between cities. However, the media reports that line 100 Madrid-Hendaya is the most affected with 83 temporary speed limitations that reduce speed by 112 kilometers along the total 641 kilometers, followed far away by line 400 Alcázar de San Juan-Cádiz, which totals 85 limited kilometers spread over 69 restrictions found along 577 kilometers. However, it is the line 240 S. Vicenç Calders-L’Hospitalet that is most affected if the number of kilometers with active speed limitations is taken into account. And of the total 71 kilometers of the line, 56 of them have limitations below normal as a result of 35 conflict points. Photo | José Ignacio Esgarriaga In Xataka | Spain decided to build its social life around the AVE. And now he’s discovering the consequences of failing.

High speed in Madrid is at risk of collapsing. And that’s why Adif wants to send her to Parla

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Parla has 134,833 inhabitants, 24.43 km² in area and one goal: to become the nerve center of high speed in the south of Madrid. The idea was presented yesterday by Óscar Puente, Minister of Transport, and is part of the profound renovation that the Government wants to carry out on the high-speed line between Madrid and Barcelona. The plans. Announced yesterday by Puente: a Madrid-Barcelona in less than two hours. That is the goal and the big headline. At the moment what we know is that two feasibility studies have been requested. They will study the possibility of introducing improvements in the infrastructure so that trains can reach 350 km/h top speed and both cities can join in less than 120 minutes. The investment should be reflected in “more services, less time, more users, more territorial structure and flexibility of exploitation, according to Puente’s own words. For this, the construction of two new stations will be key, which will also be the key to introducing two new variants at the entrance to both cities. Parla. It would become the reference for the municipalities in the south of Madrid. And the construction of a large caliber station in the southern zone would not only impact the more than 130,000 residents of the municipality. The key is in everything that is nearby: Getafe, Leganés, Fuenlabrada or Pinto. Alcorcón and Móstoles are further away but there are connections with Cercanías. From Transport they say that Parla has “an area of ​​influence of more than 1.26 million inhabitants and in which, within a range of 15 minutes, 4.7 million people would have access and in less than 1 hour, about 6 million potential users.” In these moments, and if no delays or breakdowns occurthe connection between the Parla and Atocha Cercanías stations is covered in 29 minutes. And it takes 33 minutes to get to Sol station, in the heart of Madrid. Decongest. It is the last objective of the new station. If built, the idea is to offer an alternative to intern services. That is, those who travel from Barcelona to Seville directly. These trains would need less time to travel the distance since they would travel fewer kilometers and could travel faster as they would not have to deal with speed reductions at the entrance to the city and passing through Atocha. Besides, Puente pointed out in his speech that with this new station the station can be used as an intermediate stop on the Madrid-Seville and Madrid-Levante services (its neighbors would not have to go to the center of the capital to return back having boarded the high-speed train) and it can serve as an alternative station in case of incidents. Right now, Transport assures, 250 trains circulate through Madrid or its surroundings. With this variant an alternative would be created to the high-speed route already existing between Madrid and Andalusia or Levante. In addition, it would improve the service for the increase in traffic expected with the improvements in the Extremadura corridor. Parla, you are not alone. Parla’s action, as we said, is not the only one that Transport plans to reduce the time between Madrid and Barcelona. With the same arguments, the idea is to create a new station near Barcelonaspecifically in El Prat de Llobregat. The idea is that this new station would allow the Madrid-Barcelona-French border high-speed train to connect with the Josep Tarradellas Barcelona-El Prat airport. Regional trains would also stop at this station through the corresponding adaptation of the lines. The other action in Catalonia involves linking the Lleida-Pirineus station with Barcelona with a new line that would enter the city through La Sagrera, north of Barcelona. In this way, trains would not necessarily have to pass through Camp de Tarragona, freeing up part of the traffic that already circulates there and, therefore, offering a new variant to Barcelona very similar to that of Parla in Madrid. Many trains, little investment. Although the study of these actions has raised some controversy when it is understood that other Spanish roads still need significant improvement to lighten travel times, the truth is that investment in Adif’s infrastructure has been requested for a long time. It must be taken into account that both alternatives in large cities, and especially south of Madrid, represent a good escape route to decentralize the network. The arrival of Ouigo and Iryo has exponentially increased the number of trains on the tracks but they face the problem of Adif has not invested enough money to absorb traffic. own Puente assured last August that “6 trains circulated per day on the Madrid-Seville line, in each direction. Today, 289 trains circulated at the Torrejón de Velasco point on the Madrid-Seville high-speed line (…) When there is an incident you have 25 trains in both directions within a radius of one hour.” Photo | Smiley.toerist and Google Maps In Xataka | A Spain literally at two speeds: while the Madrid-Barcelona AVE goes at 350 km/h, the rest of the network languishes

Adif has in his hands the great “obrón” of Valencia. Now it also has a gas leak and desperate neighbors

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With two years behind him and others three years projected aheadValencia is living one of his great works in the surroundings of its central parc, next to the Joaquín Sorolla station to convert the most important mobility node in the city. It is, in words that They are read on the project website“The project of greatest urban impact in the city.” The reforms are large and very draft. Form summarya New high -speed rail access To connect Madrid-Valencia with the Mediterranean corridor, both north and south of the city. The conventional and high -speed rail lines are buried (up to 9 kilometers of tunnels are created) and will result in a new central station that maintains the exterior facade but that changes completely inside, becoming a large intermodal step of high -speed trains, conventional lines, subway and bus. There will also be space to reform the lines dedicated to merchandise transport. In numbers, Valencia hopes to recover with the work a total of 230,000 square meters, largely dedicated to green areas and to join the adjoining neighborhoods, now separated by the train tracks. It is estimated that only the rail transformation will cost 665 million eurosassuming Adif and Renfe more than 50% of the cost of it. The work is currently in one of its phases with more activity. The known as “Playa de Roads”, the enormous space used by trains that reach the station and that right now is the great border that separates both sides from the work, will begin to be buried from the excavation of a tunnel of 1.2 kilometers long. This new stage, however, has arrived with an unpleasant surprise. A gas leak and various problems Two years after the works began, the neighbors are beginning to suffer the consequences of them. Beyond the usual inconveniences of this type of projects, the alarm jumped when the Excavations Adif caused a gas leak located on Olta Street, perpendicular to the García Lorca boulevard. The leak has been “controlled” and has been because during the excavations a gas pipe has been damaged to the point that has been drilled. Adif sources have explained to the newspaper Levant that there has been no risk for people and that the emergency protocol has been activated, with immediate notice to firefighters, police and emergencies. During the day of the incident He has worked to restore the service and forced to confine a community of neighbors adjacent to the works for security. However, the gas leak is “the drop that has filled the glass”, in the words of the neighbors who They have offered their testimonies to the local newspaper. They ensure that in addition to the transfer of vehicles and the impossibility of opening sales because “the land house” is filled with activities, the inconvenience is being recurring. Those affected that the cuts of light and water are usual but that, in addition, some homes have crazy. The latter is a serious problem and Valencian works are not the first that cause cracking problems in homes as a result of excavations. In Madrid, for example, the residents of the A-5 They know the cuts of light and water well as a consequence of the underground of the road but in San Fernando de Henares, next to the capital, The neighbors have denounced years ago That the expansion works of the Metro line are cracking their homes. To the point that 73 homes have been demolished and another 600 have presented cracks and serious structural problems. Photo | Valencia Central Park In Xataka | Madrid faces a capital challenge with the underground of the A-5: living with a hell in the face of the promise of future success

After the blackout, Adif has a serious problem on its ways: three “lost” trains in remote states of the network

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Although electric service has begun to recover, almost medium Spain continues in the dark and the sequelae of the blackout remain palpable. In the field of transport, 35,000 passengers trapped were rescued by Renfe, Adif and the Military Emergency Unit (UME). However, there are still three trains to recover. The President of the Government, Pedro Sánchez, He explained that these units are in areas especially difficult to access. Rescue equipment deployed throughout the morning. Since the supply cut occurred on Monday after 12:30, ADIF, Renfe rescue teams and the UME work continuously to recover trapped trains in different parts of the rail network. The difficulty does not reside solely in the lack of electricity, but that some convoys were isolated in difficult access areas, which complicates rescue maneuvers. Adif had already warned That the average and long distance services would not operate throughout the day, regardless of the evolution of the supply, and the suspension also extended to the nearby and rhodalies lines. A clear objective: to recover rail mobility. The government has stressed that one of the priority objectives is to restore the trains circulation as soon as possible, starting with the nearby lines. Pedro Sánchez has pointed out that the objective is to restore mobility in vicinity as soon as possible and also in average and long distance throughout Tuesday, the media and long distance services can also be resumed, although he has clarified that the recovery will ultimately depend on how the electric supply evolves. In parallel, the Minister of Transport and Sustainable Mobility, Óscar Puente, has pointed out That the tension is beginning to stabilize in some areas of the rail network, allowing several trains to resume their march. At the Atocha station, in Madrid, the arrival of at least seven trains that were detained is expected. Click to see the original message in x Open stations as improvised shelters. To mitigate the impact on travelers, Adif has enabled several of its main stations as places of night shelter. Stations such as Atocha, Chamartín, Sants, Valencia, Bilbao, Sevilla, Córdoba, Zaragoza, Valladolid and Malaga will remain open during the night so that those affected can be protected. Besides, The UME has deployed Mantas and basic resources to serve passengers who have been forced to spend the night in the stations. The origin of the blackout, still under investigation. While the recovery work advances, the cause of the blackout remains a source of research. The Government has explained that it occurred The sudden loss of 15 GW of electricity generationa phenomenon that has no precedents in the Spanish energy system. At the moment, no hypothesis about what happened is ruled out. Images | Renfe In Xataka | The fact that illustrates the magnitude that Spain has lived with the blackout: 60% less demand in five seconds

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