fails

Madrid and Barcelona have built an entire social and business life with the AVE. They are finding out what happens when it fails

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The Madrid-Barcelona high-speed line has collapsed. The trains do not arrive on time and no one pays their compensation, Adif has asked the companies to withdraw last-minute services, airlift prices have skyrocketed and there are companies working at half throttle because the goods do not arrive. A social and economic backbone of the country has been fractured. A Russian roulette. Taking a high-speed train between Madrid and Barcelona is, right now, Russian roulette if what you want is to arrive on time for an appointment. The link between the two most important cities in Spain has been broken via train and a round trip in the day is almost impossible. It is the result of a hasty revision of the train tracks, a direct consequence of the fateful Adamuz train accident (Córdoba) and the continuous warnings of the train drivers. Actions that have diluted the “high speed” concept between Madrid and Barcelona. What has happened? Since last January 18 An Iryo train derailed near Adamuz (Córdoba) and collided with another Renfe train that was traveling in the opposite direction, leaving 45 dead, Adif has been facing criticism about the track maintenance. In the case of Madrid-Barcelona, ​​the consequences were soon seen: speed limitations. Between confusing messages, Adif ended up imposing temporary speed restrictions at numerous points on the line, especially between Madrid and Zaragoza. Later, 300 km/h returned. But it didn’t last long because speed was reduced once again. The role of machinists. Since then, travelers between Madrid and Barcelona have been reporting severe delays, with trains taking more than four hours to reach their destination. As they explained to us Xataka From the SEMAF union, train drivers have the power to reduce speed if they consider it essential for the safety and comfort of travelers. They must notify the line controllers and put it in writing in a report. In addition, on each journey a document is filled out specifying the problems that have been found on the line. A train driver, who preferred to remain anonymous, corroborated this version to Xataka and made it clear that for months they have been traveling at a speed lower than the maximum speed allowed on the line and, especially, between Madrid and Zaragoza. Likewise, he pointed out that they have been complaining for months about the vibrations suffered by the trains but that they had not received a response until now. Adif’s role. Although unions and drivers claim to have been complaining about this situation for months, it was not until January when Adif appears to have taken more far-reaching measures. The road manager is doing an exhaustive review of the roads based on the continuous complaints from workers. These inspection and repair works, when necessary, are delaying travel times. The company has asked Renfe, Iryo and Ouigo to assume that trips will be extended to three hours (and they just pointed out that these travel times will extend until December) but has also asked them to eliminate the last services of the day to have more time for their performances. Collapsed by land and air. The result is a collapsed train line. The trains are not arriving on time nor in the three hours indicated by Adif (instead of the usual 150 minutes). And the problem for those passengers, who throw in the towel with punctuality, is that The companies are not responsible for compensation either. for delays, pointing out that they are the result of a problem beyond their control and that, therefore, they do not fall within the refund policies. At the same time, demand on flights has skyrocketed. Without the possibility of getting there and back within the day by train or for fear of doubling the usual travel time, travelers have turned to airlines. And the result is full flights and skyrocketing prices. After some bills will reach 300 euros, Iberia has reached its Air Bridge at 99 euros per trip. Vueling has also increased its frequencies. And the road alternative did not improve the situation either. Only in BlaBlaCar has an increase in demand of 130% been recorded, in data provided to The Newspapercompared to the previous year. Car rental companies do not seem to have been left behind either, since The Ombudsman has asked the CNMC to analyze whether illegalities have been incurred by skyrocketing prices for car rentals and plane tickets. And problems for companies. Companies in both cities have not only had to see meetings canceled or postponed these days. Some of them are having problems having their raw materials. In The Vanguard They include the case of some of them. Inovyn, in Martorell (Barcelona) had to send its 300 employees home earlier this week because they did not have the basic materials to produce plastic. “In normal situations we receive one train a day loaded with dichloromethane, a material with which we manufacture many of our compounds, but in the last ten days we have received only one train,” they explain to the newspaper. They explain that 18% of the goods that arrive at the port of Barcelona are sent to their destination by train. Those that use international gauges are stopped due to works in the Rubí tunnel and those that use the Iberian gauge circulate at night and in dribs and drabs. and in The Country They explain that the city’s port is becoming isolated, with an 80% drop in products coming from Germany, France or Poland by train. The road alternative is not working either. The AP-7 already there is enormous congestion since road tolls were lifted but, furthermore, there are not enough trucks to be a complete alternative given the volume of goods that move along the railways. Added to this are problems derived from the latest storms and the increase in traffic derived from a Rodalies service that has not been back to normal for more than ten days. Photo | Phil Richards In Xataka | Spain wants its AVE trains to travel at 350 … Read more

Europe fails to find the perfect solution for cross -border payments. Bizum and Banco Santander have just put it on a tray

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Santander has become the first Spanish bank that allows its customers Send Bizum to other European countries. It is something that is achieved thanks to the interoperability between Bizum, Bancomat and MB Waya connection that according to the bank will connect 50 million users and 186 financial entities. It is a first step waiting for a unique pawous solution for which no agreement is reached. The first in Spain. Banco Santander has formalized the possibility of sending money through Bizum in a cross -border way. The agreement has been necessary between different payment solutions such as Bizum (Spain), Bancomat (Italy) and Mbway (Portugal), being limited instant payments to these two countries, for the moment. After performing the corresponding successful pilot tests, the clients of this bank will be the first to be able to pay outside Spain. The method will be the usual: we will only have to write the mobile number of the user to which we want to send the payment, and this will be carried out immediately and without commissions. It will not be alone. Santander has been the first to move token, but the possibility of sending Bizum out of Spain will be a standard before summer. Abanca, OpenBank, Caixabank, BBVA and Banco Sabadell are advancing in the implementation of this service, planned for the second quarter of 2025. It has not been thanks to Europe. While Europe Follow in search of a unique solutionthe private company moves record. Cross -border payments are possible thanks to the European Initiative (European Payments Alliance), a joint project initiated by Bizum and followed by both Bancomat and MB Way, with the aim of adopting instant transfers paneuropeas using existing infrastructure. In other words, it has been necessary for those responsible for the platforms to agree, in the absence of a European alternative that encompasses. The European Bizum. The European Central Bank has been trying to advance in a system of instant payments to interconnect the different member countries. But he doesn’t get it. During the last two years we have seen progress as Free transfers in Europe, Tests with digital purseand brushstrokes on a “European Payment Initiative” which has barely advanced since 2022. Countries like Spain They make 95% of immediate payments with Bizumbut this is not the only name that sounds as a candidate for possible means for European payments. There are those who try strongly. Solutions such as Bizum, Bancomat, BM Way or Swish were born as responses to the national need to be able to pay freely and free. The problem for the EU? None have been thought from scratch as a single payment solution. This is where solutions such as Weroa proposal towards “a unique payment solution, all in one, instantaneous and paneuropea, capable of covering over time all cases of payment that consumers and professionals require.” Banks such as German and French They are already promoting this servicenot yet compatible with solutions like Bizum. Nothing clear. The ECB points out that “instead of combining strength and sharing resources to develop paneuropeas solutions, national communities have often preferred to preserve the legacy of the investments made in the past”, an attack on models such as Bizum and a clear look at proposals such as Wero. With many delays and few proposals on the table, the road to a “European bizum” continues to draw distant. But, meanwhile, in Spain we will not take to pay with virtually any bank outside our borders. In Xataka | Bizum and Finance: What changes in transfers control after eliminating the threshold of 3,000 euros

Nuclear power plants have a very valuable resource so as not to collapse if electricity fails: the “flex” strategy

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The refrigeration system of The reactors of nuclear centrals It has a fundamental purpose: to guarantee that Fuel bars will remain at all times within Its operating temperatures range. If this parameter increases excessively they could melt and trigger a serious accident. To avoid it Conventional nuclear reactorslike those we have in Spanish nuclear plants, have a triple cooling circuit. The primary circuit consists of the vessel that contains the fuel bars and a deposit known as heat exchanger. The hot water from the vessel circulates between both deposits thanks to the action of a pump, so that it cools in the exchanger before returning to the vessel. This circuit is closed. In addition, the heat exchanger acts as a steam generator, so a second circuit is responsible for introducing the cold water inside that, when coming into contact with the hot water of the primary circuit enters boiling. From there the necessary steam proceeds to transfer to the turbine the kinetic energy that will make it possible to obtain electricity thanks to the action of the alternator. Once the fluid crosses the turbine the water steam is cooled and condenses inside an additional tank to promote the appearance of water in the liquid state that will be introduced again in the heat exchangerthus giving rise to a second closed circuit known as secondary circuit. Again a pump is responsible for the water to circulate between the condensation tank and the heat exchanger. So far we have described two different closed circuits, the primary and the secondary, but we have left a loose end. In order for the water vapor of the secondary circuit to be condensed inside the condensation tank it is necessary to introduce in the latter cold water. And to do so it is necessary to resort to a third circuit known as external cooling circuit. The water of this last installation comes from the sea or from a river near the nuclear power plant, hence it is necessary to accommodate this type of centrals near one of these two natural resources. In modern nuclear centrals flexibility and redundancy are everything As we have just verified, so that the water that acts as a refrigerant element circulates correctly inside the primary and secondary circuits the action of at least two pumps is necessary, one for each circuit. And, of course, the pumps need electricity to function, like many other elements of the nuclear reactor, such as the pressor, the external cooling circuit pumps or the safety injection pumps. We explain everything in more detail in the article that we dedicate to The control rooms of nuclear centrals. Portable equipment allows all these functions to be performed without having to depend on exterior power supply After Fukushima The safety of all the world’s nuclear power plants was reinforced. They underwent very important stress tests during which all the central parameters were reviewed, especially those that were related to what had happened in Fukushim Baskets on the electricity grid. And once everything was reviewed, the incorporation of a series of measures to mitigate and prevent such accidents was standardized worldwide. This strategy is known as “flex”, which is the flexibility apocope. Nuclear centrals have been designed to Prevent Design Base accidents. This philosophy consists in thinking about what can happen with the purpose of implementing security measures to mitigate them in case they occur. What happens is that in practice, of course, there are accidents that you can not have planned, so in addition to the security systems prior to Fukushima, a series of portable equipment that allow all those functions from outside without having to depend on exterior power supply have been incorporated. They are totally portable and autonomous equipment that are already incorporated into all nuclear plants, and that can also be transported from one central to another in case of need via helicopter or through the military emergency unit (UME). In addition, there are also A central warehouse in Technatom Madrid where there are portable equipment that could be transferred in two or three hours to any Spanish nuclear power plant. As we have just seen, the redundancy of the equipment is also a crucial strategy in nuclear facilities. However, there is another resource that is even more important: The security culture. The training of all people who work in a nuclear power plant is individualized and permanent throughout their professional career. In Xataka | China and Russia have an extremely ambitious plan: in 2028 they will build a nuclear power plant on the moon In Xataka | This nuclear reactor is different from everyone else. It has been expressly designed for data centers

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