Renfe

Renfe changes its rules for traveling with large dogs on the train

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When I met my beloved Lola, an 18kg French Pointer, 13 years ago, I ended up buying a second-hand car because traveling with her by train or bus was simply an impossible mission. Many years have passed, Lola is no longer here, but the difficulty of getting around with a dog if you don’t have your own vehicle is still the order of the day. The options are scarce and expensive. And be careful, it is not because there are few dogs: there are 7,562,893 specimens in the state, according to the Ministry of Social Rights, Consumption and Agenda 2030 of Spain. Well then, Renfe has just changed its rules to make life easier for those of us who have dogs and they can now sit with you on the seat next to the train. What changes. From July 21, dogs weighing up to 40 kg will be able to travel with their owners throughout the state on all trains, that is, Renfe commercial services (AVE, Avlo, Alvia, Euromed and Intercity) and Public Service services (Avant and Media Distancia). Note: Pets were already allowed nearby without a weight limit and without a ticket. With this measure, Renfe will become the first operator that allows the transport of large dogs. Starting Tuesday, which is World Dog Day, your pet will be able to travel at your side. As explained in a Renfe statement“The dogs will occupy the interior space next to the window, next to their owners, who must lead them with a 1.5-meter non-extendable leash and with the muzzle on both at the station and at the time of boarding and disembarking.” A travel kit consisting of a seat cover and mat is delivered with the purchase. Why it is important. Because the expansion and generalization of the dog service to almost the entire network eliminates a historical mobility barrier for those of us who have medium and large dogs, until now limited to the car or specialized transport. On the other hand, for Renfe this service constitutes a new line of business (that 40 euro surcharge), reaching new potential users and also differentiating itself from the rest of the railway operators that compete in the liberalized Spanish market. Context. The usual regulations for transporting Renfe pets It allowed the transfer of pets (they can be dogs, cats, ferrets, etc.) of up to 10 kg in a carrier without occupying a space and up to 10 euros extra cost. This service is the expansion of the “Large Pet Project”, limited to railway corridors and some AVE lines on the Madrid-Barcelona, ​​Madrid-Málaga, Madrid-Alicante, Madrid-València, Madrid-Zaragoza, Madrid-Granada and Madrid-Seville lines to transport large dogs. According to Renfehas already transported more than 800 dogs on its AVE trains. According to data from the Ministry of Social Rights, Consumption and Agenda 2030 of Spain There are 15 million pets, of which approximately 50% of the total are dogs. Under what conditions. The ticket can be purchased on the website, the Renfe app or at in-person and virtual agencies and when purchasing it, we will have to add a dog accessory of up to 40 kilos and the system will automatically assign you two adjacent seats. A novelty is that you can access the train with your dog from any intermediate stop and not only from the origin of the journey. For people who do not like dogs, are allergic to them or simply do not want to share their space with animals, it is worth remembering that each train has a maximum of two dogs of up to 40 kg, located in the “pet friendly” car enabled for this purpose. Pet owners must bring and present official documentation in order and a cleaning kit with wipes, soaker, bags. In any case, 24 hours before the trip, Renfe will send an email with conditions and recommendations. Limitations. In addition to dogs that exceed 40 kg in weight, puppies less than one year old, potentially dangerous breeds or bitches in heat are excluded from the service. Even if your dog meets all the requirements, you cannot use the service on connecting trains, on trains with alternative scheduled transportation plans or synergized seats. In Xataka | The experts agree: “There are legal grounds that justify Renfe returning the money if you travel without air conditioning” In Xataka | Asturias has been fighting for years to have a decent train connection. And now he is also fighting to include his dogs Cover | Oscar Puente

“There are legal grounds that justify Renfe returning the money if you travel without air conditioning”

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Madrid-Extremadura without air conditioning. Not, at least, working at full capacity. That is what is being experienced on some Renfe trains. As confirmed by Renfe itself, the heat is being so intense these days that, in some cases and to protect the train itself, the air conditioning is turned off. And for this you can ask for your money back. Yes, grab a chair. an oven. This is what some of the train cars are becoming. Renfe Madrid-Extremadura trains that these days travel through the plains of Toledo and Extremadura before reaching Badajoz. And just as CCOO unions have denouncedin some of these trains the air conditioning is being turned off. According to Renfe, this is because the trains are being exposed to such high temperatures that the train itself has to protect itself because the cooling system is not enough to keep it running. Saving resources, trains turn off the air conditioning in some cars and continue to their destination. Controlled? At Renfe they assure that yes. The company accepts the union’s criticism but assures that the train crew is ordered to move passengers from cars without air conditioning and relocate them to where it does. In addition, they assure that when these extreme weather conditions occur, they stop selling tickets to ensure that there are enough free seats to relocate passengers. And your rights? Your right as a consumer allows you to file a complaint and even request a refund of the ticket money. This is what they point out from the OCU, an organization from which they tell us the following: “The relationship between the traveler and the railway company is articulated by a transport contract whose content is not exhausted by the obligation to transfer, but rather includes the conditions under which this must be provided. And although there is no legal rule that recognizes an express right to a full refund of the ticket for traveling on a train without air conditioning, there are legal bases that can justify said refund when the breakdown constitutes a serious breach of the transport contract” And it is also confirmed by Renfe itself who confirms that the traveler has the opportunity to file a claim if they consider that the conditions of the service do not meet expectations. And the European Union defends that if the consumer does not receive a service of a quality as expected, he will have the right to request a refund of the ticket when the company does not ensure the “cleanliness of the rolling stock and the station facilities (control of air quality and temperature in the carriages, hygiene of the sanitary facilities, etc.)”, as reflected in the Regulation on the rights and obligations of railway passengers. Some minimums. As stated in this document, all companies that offer public transport services must adhere to minimum quality standards to offer their journeys. The company states in the general contracting conditions that the client has the right “to receive the contracted service in adequate conditions of quality and safety.” If these minimums are not met, customers have the right to claim the money for the ticket and the company will be obliged to provide a response in less than three months. “The fundamental question of whether or not to obtain a refund will depend on whether the absence of this service is considered an essential breach of the contract or not, depending on the specific conditions of the case,” they specify in the OCU. And they emphasize: “It must be sufficiently argued, not in general, but in this case, that the lack of air conditioning cannot be equated to a simple annoyance or a minor incident on a high-speed train during the summer, but rather a direct breach of the essential conditions of the service. For example, if the train runs for several hours with very high temperatures and without cooling, it can be argued that there is defective performance of the contract, it is not an accessory service (like the Wi-Fi connection for example)” The cases already known. As Renfe and the Facua experts recognize, complaints about not offering air conditioning on the train are not entirely unrelated to the company. In 2018a user claimed from Renfe (and won) the return of his ticket because the air conditioning had broken down. But the most striking case is the one that Facua itself reported a few weeks ago. The consumer defense organization pointed out that one of its members had gotten the money back for a Zaragoza-Barcelona match for this same reason… but The claims spanned three years. in which they had to communicate with Renfe on various occasions. Is it a precedent? The most important thing here is that the facts known and defended by Facua do not generate any type of legal precedent because there is no judicial ruling involved. It is “a solution reached extrajudicially between a consumer and Renfe, with the collaboration of a consumer association (Facua), and therefore does not consolidate any rights. Traveling by train without air conditioning does not automatically generate the right to a full refund of the ticket,” they explain from the OCU. They emphasize, on the contrary, that “the relevance of the case lies in the fact that the railway company itself recognizes that a breakdown of this nature can justify, in itself, the full refund of the amount paid” and that if we find ourselves in this situation “it is advisable to complain to the company. If no response is obtained or it is not favorable, legal advice can be sought, such as that provided by consumer associations, as well as appeal to the Transport Arbitration Boards or the Courts.” Photo | Pablo Nieto Abad In Xataka | If the question is who is going to pay your compensation for taking five hours to Madrid-Barcelona, ​​the answer is clear: nobody

Renfe thought of France as its great business for the future. Already looking at Portugal thanks to a 19th century decision

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“Portugal is a great opportunity for Renfe.” These are the words that summarize the company’s intentions for the medium-term future, according to Expansion. The newspaper assures that the Ministry of Transportation aspires to turn the neighboring country into the company’s new big business. And the secret is in its track width. “A great opportunity”. “Portugal represents a great opportunity for Renfe. With the 15 units of the Series 106, it will have 30 high-speed trains of variable gauge to which the 13 compositions of the new Series 107 will have to be added in the coming months. In total, 43 trains that are also intended to be approved for circulation in Portuguese territory.” These are the words with which, according to Expansionthe Ministry of Transport defends the change in strategy outside the Spanish borders. The company has been looking for a place in France for some time but This country is putting up all possible barriers to hinder its expansion through French territory. The alternative now passes through Portugal and the gauges have a lot to do with it. The Avrils. At the beginning of July, Talgo and Renfe reached an agreement regarding their Avril trains. These trains have been a headache for Renfe because Talgo has delivered them late, they have presented numerous breakdowns and incidents and they even had to be removed from Madrid-Barcelona because they cracked. The great theoretical advantage is that they are trains that, with the necessary equipment, can jump between the Iberian and international gaugethe European standard for high speed. This allows them to be the only trains that operate the Madrid-Galicia without the need to transfer between trains. This gives it a strategic advantage over Ouigo and Iryo in the face of the upcoming liberalization of these routes. In the agreement, Renfe and Talgo decided that the Avril trains that operate with international gauge were going to be adapted to be able to make this track jump. The cost exceeds 130 million euros but it will allow Renfe to move its trains throughout the national territory… or the entire Iberian Peninsula. A strategic change. With the announcement of this agreement, from the Ministry of Transport they indicated that “Renfe “It will be the only operator with the capacity to provide international high-speed rail services with Portugal, which gives it a clear competitive advantage to lead the Iberian train market.” The phrase is not coincidental. The initial intention was to dedicate some of the trains received from Talgo to France, but the company is encountering so many problems in homologating them that it has shifted its projection to Portugal. And the Portuguese country seems to be a perfect market for the company taking into account its track widths. And the connection between Madrid and Lisbon, which should be completed in 2030 but reach minimum travel time in 2034it has to be built under instructions from the European Union using international gauge. However, the Lisbon-Porto line is being built with Iberian gauge, which limits the Madrid-Lisbon-Porto connection to a single train. The Iberian exceptionality. The situation is complex. The Portuguese railway, like the Spanish one, grew around the Iberian gauge. This isolated both countries from the rest of the continent in this sector but the European Union is working so that the exceptionality is, in part, eliminated. That is why in the agreement reached in October 2025 there is the obligation to bring the international width to Madrid-Lisbon. However, nothing has been said of the high-speed line that Portugal is building between Lisbon and Porto. This line is supported by Iberian gauge and will reach the Spanish border with said gauge. This makes it very difficult for new companies to enter.as we have seen in Galicia. But Renfe has the ace up the Avrils’ sleeve. And since these trains can jump between gauges, Portugal opens up as a very attractive market to expand operations, with trains that can cover Madrid-Oporto passing through Lisbon. Something that no other company in the world can do right now.. Photo | Annie Spratt and Nelson Silva In Xataka | Spain aspires to its most ambitious railway challenge: Madrid-Barcelona in less than two hours. And you have already taken the first step

In the middle of the heat wave, there are trains in Extremadura that are running out of air conditioning. For Renfe there is only one culprit: the heat

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It is July 13 and it seems that we have settled into a perennial heat wave. And the forecasts for the coming days are not particularly promising. For this reason, it is still very important to avoid the central hours of the day and those of maximum heat to carry out outdoor activities… and other indoor activities, such as traveling by train. At least, that is what they are denouncing from CCOO, who assure that the Madrid-Extremadura trains travel without air conditioning on a regular basis. a complaint. This is what they have done at CCOO, who assure that “very frequently” the Alvia trains that travel between Madrid and Extremadura are registering failures in the air conditioning systems during heat waves. Miguel Fuentes, Secretary of Mobility of the union, assures in this statement that “this is not a one-off incident, but rather it is something systematic that is occurring in the heat waves of recent years and is creating a painful spectacle that is detrimental to the health of train users and the workers themselves.” Roasts. According to CCOO, these failures are being recorded in the Alvia S730 series trains when “outside temperatures are higher than 35 or 36 degrees.” In that case, they point out, “the air conditioning of several or all of the cars stops working and turns the trains into an oven.” The situation, despite the union’s complaint, is not new. a few days ago, The Extremadura Newspaper I already reported this incident on one of the Alvias that connect Madrid with Badajoz. That day, they point out, the passengers of the affected car were relocated to the free seats of the cars where the air conditioning did work. “In Madrid it was very hot, in Atocha, more of the same, we were looking forward to getting on the train, especially because of the concern of heat stroke and it turns out that the car runs out of air, it was the finishing touch,” said one of those affected by the Extremaduran media. What does Renfe say? In Xataka We have contacted the company who point out that “the trains undergo periodic inspections and are prepared to withstand temperatures between -10° and 40ºC” and that they understand the situation expressed by CCOO. However, they accept the following: “In exceptional circumstances, when outside temperatures exceed 40ºC as in the current heat wave, the train systems can activate automatic protection mechanisms to avoid major breakdowns. This happens because the pressure of the refrigerant gas shoots to critical levels, causing a temporary stop of the equipment until the system stabilizes. During that time, it is not possible to restart the air conditioning, which can generate incidents in the interior temperature of the train” That is, it is so hot outside that the train needs to protect itself to continue running. And when this happens, the train itself has to choose between continuing to move forward despite limiting or eliminating some functions (such as the air conditioning of one or more cars) or moving forward. Have measures been taken? Renfe assures that, without the possibility of modifying the trains, measures are being taken to safeguard the comfort and health of passengers. However, they assure that they are studying new measures that respond to the union’s requests. These measures would, therefore, be an addition to those already applied. According to the company: When these weather conditions occur, the sale of tickets is stopped to leave places free and to be able to relocate passengers. If conditions do not allow safe travel, alternatives are sought such as transferring to a fully air-conditioned train or even traveling by road. A real problem. In Xataka We have explained that heat can generate a real problem for people’s health because “kidnaps the blood”. And when we face very high heat on a sustained basis without barely moving, we are buying many tickets to faint and, if necessary, suffer heat stroke. That is why traveling refrigerated on a train is especially important. They collect in Today that between May and July there are already 15 incidents with the air conditioners that have caused Renfe trains to be left partially or completely without refrigeration. They look at Spain. The news comes just when Spain has been set as an example in countries that live above the Pyrenees. And in Germany, France or Denmark they have observed what Spain, Portugal or Italy are doing in the face of heat waves and What can they apply so that trains are not canceled?. And in these countries the railway service has been suspended because the companies were not able to ensure the health of the passengers. In the region of Bavaria (Germany), 40 degrees were recorded inside some trains. We now know that our trains, at least in part, are also not guaranteed to operate at full capacity. Photo | Falk2 and windy In Xataka | “We have six kilometers that have melted due to the heat”: in the face of extreme temperatures, France needs to Spanishize its roads

Talgo’s Avril trains have been a nightmare for Renfe. One that is going to cost another 132 million euros

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Renfe has reached an agreement with Talgo to reform the Avrils and put a band-aid on the wound. This is what he assures The Economist and Europa Press in two articles where the problem that this train has posed for Renfe’s coffers is evident. The company has been trying for months to find a way out of a conflict with the train manufacturer. And he has found her spending more money. The agreement. The information regarding the agreement has been advanced by The Economista medium that ensures that the agreement is pending approval by the board of directors of both companies but that provides extensive information about it. In Europa Press They already state that Renfe describes the decision as “strategic” because it provides “relevant benefits.” The most relevant aspect of the agreement is that Renfe will pay 132 million euros to Talgo so that 15 Avril fixed gauge trains are converted into variable gauge vehicles. That is, they can be used on standard gauge tracks (Madrid-Barcelona) and Iberian gauge (the Galician high-speed section between Madrid and Galicia). Renfe, yes, renounces using these trains in France, how it came to be valued. The agreement maintains Talgo’s obligation to compensate Renfe with 116 million euros for delays in the delivery of the Avril trains and Talgo will also pay the 10.8 million euros that the homologation of the new variable gauge trains will cost. Variable width? Yes, when Renfe ordered the Talgo S106known as Avril, an agreement was reached for the company to deliver 30 units of these trains to Renfe. Half of them would be of fixed width and half would have movable treads to be used on the Madrid-Galicia high-speed line. The great advantage of those Talgo S106 was, supposedly, that variable width. The train can move its tracks and move on standard gauge tracks, those common in European and Spanish high speed, or on those of Iberian wide, a rarity of our country that prevented high speed from reaching Galicia. These trains do not require a transfer and can “jump” from one gauge to another. And do they work? The problem is that the Talgo Avril have been a problem from day one. Talgo has been delayed with deliveries and, as if that were not enough, some of the fixed gauge trains that circulated on the Madrid-Barcelona line suffered serious damage, to the point of generating cracks in the train structure itself. Since then, Renfe and Talgo have argued whose responsibility it is, with the manufacturer accusing Adif of not properly maintaining the tracks. This was the most notorious problem and the one that definitely broke relations between Talgo and Renfe. However, the trains were already accumulating controversies behind them. First, as we said, for their delays. Second, due to the poor rolling quality (with constant swings) and poor quality of materials chosen for the interior. Third, because just a few months after going into operation, the change to the new year caused the trains to collapse due to a software problem. And why are they modified? A few months ago, Óscar Puente, Minister of Transport, confirmed the study to modify the Madrid-Barcelona line and ensure that the journey is less than two hours. In the change, a Spanish invention is essential and buying new trains, with an award that can approach 1.8 billion euros. The trains will have to run at 350 km/h and Siemens and Hitachi are the best positioned. Adapting trains to variable gauge allows Renfe to move those trains to any track that operates with Iberian gauge, which gives it flexibility. The Madrid-Galicia line has to be liberalized but everything indicates that Renfe will continue to be the only one to operate in it because there is no other manufacturer that offers this feature in its trains and Talgo is committed to its production in the medium term. But converting the trains will allow Renfe to relocate the current Avrils on lines that only have Iberian gauge, an interesting alternative when the future trains of the new award arrive. a nightmare. The Talgo S106, known as the Avril, have been a headache for the company. And the problem has gone far beyond the incidents that we mentioned before, they have also meant that Renfe loses the AVLO service, the low-cost option, between Madrid and Barcelona. The company aspired to face Ouigo on this route with these new trains but with the problem of cracks it had to take these trains out of circulation and with it AVLO service disappeared. Now, Renfe will gain flexibility but to do so it will have to spend another 132 million on trains that have arrived late and that have offered mediocre performance. Photo | Andre Marques In Xataka | Spain thought that Spain could manufacture the perfect trains for Spain. The reality: Spain is already looking for trains in Germany

If you thought that Renfe was taking… Germany is spending 100,000 million euros so that its trains arrive on time

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We complain a lot about Renfe (and a good part of those complaints, with reason). But although it may seem otherwise, Germany has been neglecting its railway network for decades at decadent levels. And just as they count According to the Financial Times, only six in ten long-distance trains arrive on time. However, the country already has a plan in mind, a plan that involves investing some 100,000 million euros in solving its punctuality problem. The problem. In 2000, 84% of German long-distance trains arrived on time. Today that figure has fallen to 60%. Already last year, an analysis The Financial Times placed Deutsche Bahn, the German public operator, below even the most late railway operators in the United Kingdom. Just like account The German Transport Minister, Patrick Schnieder, even warned in March that the situation threatened to erode public confidence in the institutions. In his own words, he assured that if the State is not capable of guaranteeing basic services, “democracy is harmed.” How we got here. According to the media, this deterioration has been the result of a series of poorly made decisions over two decades. In the early 2000s, the German government considered taking Deutsche Bahn public. The plan never materialized, but to improve the balance sheet for that hypothetical exit, network maintenance was cut. To this was added that between 2005 and 2010 the budget for railway infrastructure was, adjusted for inflation, 20% lower than in the mid-nineties, according to calculations from the FT itself. The icing on the cake came in 2009, when Germany constitutionalized the so-called “debt brake“, which forced the State to balance the accounts every year. This caused investment spending to systematically lose the battle against social spending. The current state of the network. Just like account According to the FT, 16% of the assets of the German railway network are classified as deficient or directly inadequate. There are bridges dating back to the time of Kaiser Wilhelm II and signal boxes installed in the 1960s that are still in service. In fact, according to DB InfraGo, the Deutsche Bahn division in charge of maintaining the network, 80% of all delays are directly caused by deterioration of the infrastructure. You have to open the tap. In 2025, Chancellor Friedrich Merz took advantage of a constitutional loophole to create a fund of 500 billion euros to renew the country’s infrastructure over the next twelve years. The railway is one of its top priorities since, of that total, Deutsche Bahn has committed 107 billion euros until 2029. However, Philipp Nagl, CEO of DB InfraGo, recognize to the FT that needs at least 130,000 million to cover the accumulated delay. And as he comments, every year, more assets reach the end of their useful life. How it is being executed. The strategy is being extremely drastic, closing entire sections of the network for months to rebuild them from scratch, instead of patching section by section. Furthermore, it is an atypical way of doing things at Deutsche Bahn, which historically had a tradition of keeping lines open while carrying out construction work. “With that method it would take forever,” explains Nagl to the FT. The number of active works on the network has grown by a third since 2024, to exceed 28,000 in 2026. The immediate consequence is more chaos in the short term. And the punctuality goal has been lowered to 70% and postponed until 2029. A real example. In one of the busiest corridors in the country, the one that connects Cologne with the Ruhr Valley, along which up to 280 trains circulate daily, the line has been closed since February. According to account In the middle, the 55,000 regular travelers must resort to more than 200 replacement buses, many of them stuck in traffic jams. In return, 81 kilometers of track, 50 detours and 12 stations are being renewed in five months. The person in charge of the project, Arno Jaeger, defined the medium as “a monumental task” with a budget of 800 million euros. To speed up the work, specialized heavy machinery is used. In fact, one of the machines, colloquially nicknamed Mamut, renews two kilometers of track per shift, four times faster than if they did it through the conventional method. It’s about operators. Beyond Deutsche Bahn, there are private competitors waiting for their chance. And just as account FT, FlixTrain, the railway arm of the Flix group, has reserved 2.4 billion euros to buy up to 65 high-speed trains that it wants to deploy from 2028. The Italian high-speed operator Italo has also announced its intention to enter Germany with an investment of up to 3.6 billion if it gains access to the network for several years. Both point to 2028 as a key year. Cover image | Deutsche Bahn In Xataka | The Spanish west has a forgotten train that it wants to recover. The problem: neither Madrid nor Europe are interested

A Renfe train was left without air conditioning at 40ºC. 1,056 days later, an affected person has just collected her money

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How much would you fight for the refund of 31.90 euros? Macarena LE, a resident of a town in Teruel, is clear: three years, if necessary. And that is how long it has been behind Renfe for it to refund the price of a ticket between Zaragoza and Barcelona. The reason? The car’s air conditioning. Evident, due to the non-existent air conditioning of the car. What has happened? A Renfe user named Macarena LE, a member of Facua, has gotten the money back for a train ticket she took three years ago. The company had promised that it would do so with each and every one of the people who took that train, but the money never appeared in the user’s bank account. a little odyssey. Despite telling them that they would return the money to the passengers, the amount never arrived so after a few weeks, the affected person filed a claim, they explain in Facua. With no news about it after three months, he decided to put himself in the hands of the legal service of the consumer defense association. Once reaching this point, the association filed a new claim. To this complaint, Renfe responded that it gave the order to return the money but it still did not arrive. After another four months, Facua files a new complaint and Renfe assures him that it has tried to refund the money but that the procedure has been rejected on two occasions. At that moment, Renfe instructs Macarena LE to receive the money through a payment platform. This method also being impossible and the months accumulating, Facua sends a third claim to Renfe in which they simply ask it to deposit the money into the bank account of the affected person, attaching the document that proves its ownership. Three years after taking that train, the associate has ended up receiving her 31.90 euros. A trip… complicated. And, once seated, they assure in Facua that the conductor informed the passengers that the air conditioning was broken and that their travel money would be refunded in compensation for the inconvenience caused. But the journey between Zaragoza and Barcelona had an added problem: July 18 with departure at 3:52 p.m. and arrival at 5:20 p.m. That day maximum temperatures of 44 degrees were reported. Obviously, the heat must have been oppressive inside and the affected person claims that they had to drink water constantly to get through the trip in the best possible way. The expected quality. Due to the numerous claims filed by Facua, and beyond the fact that the money was not returned until three years later, Renfe never fought not to return the money. Instead they admitted that they would send the money back for “not having offered the service with the quality levels” expected. However, the fulfillment of the procedure itself does not seem to have had the expected quality either. And Facua pointed out to Renfe that they were failing to comply with article 21.3 of the Royal Legislative Decree 1/2007, of November 16according to which: “Employers must respond to the claims received in the shortest possible time and, in any case, within a maximum period of one month from the presentation of the claim.”. When Facua presented this second claim in which this regulatory text was recalled, Renfe had not given a response or paid the corresponding money for four months. What if it happens to me? That Renfe has returned the money to a passenger sets a precedent but does not automatically lead the company to return the money in the event of an air conditioning breakdown. In its rules, Renfe states that the traveler has the right to receive compensation for the cancellation of the trip, for its interruption, for a lack or deficiency in the service provided on board or for delay, but it makes it clear that such compensation will not be carried out if: The reason is an extraordinary circumstance unrelated to railway operation, such as extreme weather events (a storm that leaves a train without heating in winter, for example) or natural disasters. Nor if the breakdown or problem was caused by the behavior of the traveler. Nor if it is the damage caused by a third party outside the railway company that causes the incident (people on the track, copper theft, sabotage… etc.) That is to say, the mere absence of air conditioning does not automatically imply that the passenger’s money will be returned. What has happened will have to be taken into account to decide whether the company is obliged to act in this way. Photo | Nelson Silva In Xataka | The Madrid Cercanías have become a nest of problems and delays: their solution is new “megatrains”

Renfe has a contract of 4,000 million euros in its hands. And no Spanish company gives you the trains you are looking for

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Renfe is preparing to choose the lucky company that will supply at least 30 high-speed trains. It is the most expensive tender in the company’s history, with around 4,000 million euros at stake. It is also the litmus test to see if Spain once again positions itself as a leading country in high speed. The contract. 1,362 million euros insured and the possibility of reaching 1,777 million euros. That’s only with the purchase. Because if we take into account the cost of maintenance, a long-term contract is estimated at 4,000 million euros. This is the contest to which anyone can apply. As long as, of course, it is capable of delivering 30 high-speed trains and is open to the delivery of another ten units if the Spanish company so requests. It is one of the previous steps to launch a Madrid-Barcelona line in less than two hours. A comprehensive renewal of the line thanks to a Spanish invention and new trains capable of reaching top speeds of 350 km/h are essential. Quickie. In substance and form. Because in order to comply with the specifications of the Renfe contract it is essential that the trains can run at a maximum of 350 km/h as we say. Inside they will have to accommodate 450 passengers, have a space for transporting bicycles and a cafeteria car. But in addition, Renfe wants the chosen company to deliver at least five units in the first 40 months once the contract is signed. At the latest, the last unit of the fleet of 30 trains will have to be delivered before month 78. That is, the company will have to have everything ready in less than six and a half years and after three years Renfe has to begin to reap the first fruits. “Citizens would not understand”. That is the warning that José Ignacio Jainaga, president of Talgo, has issued in statements collected by The Mail. And the obligations included in the contract specifications leave this Spanish company in a very complicated position according to experts. In fact, Jainaga wanted to highlight the efficiency of its trains, which it considers are capable of offering an efficiency “35%” higher than rivals, but it has not talked about deadlines or being able to reach the aforementioned 350 km/h with its trains. Despite this, he considers that citizens “would not understand that the regulator, the operator, and ultimately the Government, do not consider Talgo’s solutions as the best adapted to the priorities of Spanish society.” CAF, another company specialized in the construction of trains, would also be outside the conditions required by the contract right now, they explain in The Basque Journal. The company has the approval for its trains to run at 300 km/h in Spain since 2020 (the most advanced reach 320 km/h top speed) but with such tight deadlines, CAF would be left out because it would not be able to develop a new platform in time. Without a trace of Spain. Both CAF and Talgo understand that with these conditions they will not be able to compete in a contest that is considered one of the most attractive in Europe. At the moment, it does not seem that either company can offer such fast trains within the planned times. CAF, as we say, does not have a platform capable of reaching this speed. Talgo, on the contrary, managed to reach 360 km/h with their Talgo Avril but they are limited in their approval to reach a maximum of 330 km/h. But, in addition, the relationship between Talgo and Renfe is not going through the best moment. The Avrils arrived with reliability problems that hit the ceiling with the fissures in Madrid-Barcelona. Renfe considers that, since they are under warranty, Talgo must fix them but this company says that the problem is generated by the infrastructure. In addition, Renfe sanctioned Talgo with more than 100 million for being late in delivering these trains. A punishment that Ignacio Jainaga, president of Talgo, claims to have been resolved although no further details have been given, stated in The Confidential. Beyond Spain. In the midst of these controversies, Óscar Puente, Minister of Transportation, did not hesitate to show interest in trains that are manufactured far from our borders. It makes sense because, according to the experts referenced in the previous media, only Hitachi or Siemens seem really well positioned to be able to compete for this project. Before the bidding rules were announced, Puente toured the factories of these companies. He appeared, for example, at the Siemens factory whose Velaro Novo Yes, it can operate at more than 350 km/h. Hitachi has the ETR 1000 that Trenitalia uses for Iryo and that reach a top speed of 400 km/h. But, also, Puente also traveled to China where he praised the CRRC Changchun Railway Vehicles trains because they are capable of reaching the aforementioned 350 km/h but, above all, he praised their ability to deliver them in record time and at a much more competitive price. He came to point out that: “Chinese manufacturers deliver trains at half the price in a period of six months to two years, while the European industry offers them to you for 60 months. I am the politician who buys and I don’t have 60 months” However, this possibility has been put into more doubt because the European Commission is investigating this company because it considers that the Chinese State has doped it financially, which could leave it out of Renfe’s famous 4 billion euro contract. Photo | MaedaAkihiko In Xataka | “They deliver trains in six months at half the price”: Renfe needs new AVE and is clear that China will give them to them

In the battle for high speed in Italy, someone has passed Renfe on the right. Someone called France

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SNCF will compete for the Italian high speed network from September 2027. For a few weeks now, the French company has had the go-ahead to operate on the Italian network and stand up to the state company Trenitalia and the private company Italo. With this movement, France once again gets ahead of Renfe. Although it’s not all bad news. What do we know? The SCNF company, the public railway entity in France, will compete for high speed on Italian soil from September 2027. At least, those are the deadlines according to their latest announcement which specifies that the corridors they can use have already been assigned. In his statementSCNF explains that its trains will offer up to 13 round-trip services on the Turin – Naples and Turin – Venice corridors. The company boasts that this new activity on the lines will result in the creation of 4,000 jobs with the addition of direct and indirect workers. What does it offer? With its proposal, the French company ensures that the Italian railways 15 TGV M trains will be available. They are Alstom trains that the company has not yet been able to test because deliveries have been delayed in recent months. They hope to have them in operation first in France starting next July on the Paris-Lyon-Marseille line. The trains have had to be modified slightly since much of the Italian high speed It does not allow driving at more than 200 km/h. The company will offer four round trips on the Turin-Venice and nine on the Turin-Naples. This last corridor is key because it passes through cities like Milan, Florence and Rome, which is undoubtedly a very juicy cake for a company that intends to gain volume in the coming years. A tough battle. SCNF’s landing comes after a battle in the courts. They explain in the French media that Italy has tried to torpedo the company’s attempts to compete with Trenitalia and Italo. According to these media, the Italian subsidiary of the company has been in an open battle since 2021 with Italian Railway Rete (RFI) that manages the Italian roads, would be the Italian Adif. After numerous disagreements, the Italian subsidiary of the French company ended up denouncing RFI to AGCM, the body in charge of ensuring free competition in the transalpine country. Finally, this body has given the approval so that SCNF can compete with local companies on its roads. To compete, the French company will once again bet on offering lower prices and they assure that the medium-term objective is to gain 15% market share. In the French mediain fact, Spain is pointed out as the example model that SCNF wants to implement in the Italian country, trying to maximize trips on already consolidated routes. And Renfe? Renfe also has its own plans in Italy and although it has not been officially confirmed that it wants to make the leap to high speed, the truth is that the Spanish company has been taking positions that give us an idea of ​​the extent to which it wants to offer this service. And it is that Renfe bought 33% of Arenaways in 2024an Italian company that provides railway services. Of the rest of the shareholders, the Spanish Serena Industrial Partners It also has 33% so most of it is Spanish. This purchase has allowed Renfe to operate the Cuneo-Saluzzo-Savigliano regional line from 2025 and will do the same with the Ceva-Ormea line when the works are completed. But, furthermore, in Expansion They already pointed out then that the company has certifications to operate throughout the Italian network, which should facilitate the arrival of Renfe to the high-speed corridors. Spain-France-Italy. The triangle formed by Spain, Italy and France is leaving us with an intense battle for European high-speed services. In our country, the roads have been opened to Ouigo (SCNF) and Iryo (Trenitalia) and the battle has even reached the use of workshops. In Italy there has been an attempt to torpedo the entry of SCNF but after four years of fighting, the French company has ended up receiving the go-ahead to take its trains to compete on the Italian expressways. Renfe, at the moment, has not confirmed plans to take this step and only operates on regional trains. In France, Renfe has complained that the neighboring country is creating innumerable obstacles to reaching Paris, a key objective when it comes to offering a profitable high-speed service to the north of the Pyrenees. Trenitalia, however, Yes, it has managed to operate in France connecting Paris with its large local cities. Leisurely. All in all, it must be taken into account that Renfe’s forays abroad are not reaping bad results as far as its accounts are concerned. Last year he managed to invoice 20 million euros with the AVE of Meccawhere it moved 10 million passengers, like main promoter of Renfe International Projects. There, Renfe has high-speed services running but its projects outside our borders They are varied. It operates, for example, on the regional train network of the Czech Republic and on Rail Baltica (Latvia and Estonia) and It is also part of what is known as the Mayan Train. Photo | Fernando Meloni and Phil Richards In Xataka | There is a fight between the railway operators to get the best drivers and Renfe is winning it

Rodalies is such a chaos of delays and cancellations that one student has had enough. And he is already demanding 9,200 euros from Renfe

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What price do you put on your time? Airline and railway companies are clear: time is worth the same as the train ticket. With more or less flexibility When it comes to refunding a ticket, these companies are very clear and the law protects them. But what price do you put on your time when that delay directly affects your work or your daily life? David Pujol, a second-year Mathematics student at the Autonomous University of Barcelona (UAB), is also very clear about it. In your case, 9,211.35 euros. And he is already claiming that money from Renfe. Psychological damage and a change of residence Psychological problems that have aggravated his obsessive-compulsive disorder (OCD), academic damage and a forced change of residence. This is what, according to the Catalan student David Pujol, has caused the malfunction of Rodalies, the Cercanías service of Catalonia. It includes everything in the document that has been presented against the Ministry of Transport and the Department of Territory as a claim to recover the 9,200 euros in which it values ​​​​the 55 serious incidents that have been documented between September 2024 and May 2026, they explain in The Country. These serious incidents refer to train cancellations without prior notice and the absence of real-time information to be able to take an alternative route. “I have lost entire days of my life”the young man pointed out this same week in Cope where it affected the problems generated by delays. Among their complaints is the inability to organize their day correctly given the countless problems at Rodalies. Recognize elDiario.es that his house in Pineda de Mar is far from the faculty by public transport but that the journey, which was supposed to take two hours, was rarely less than two and a half hours and, on occasions, could last up to four hours. Click on the image to go to the original tweet “I got up at four in the morning to get to class and, many times, I didn’t even get there,” the digital media stressed. The only solution he found was to move to Cerdanyola del Vallès where he paid for the apartment with one of the scholarships awarded for education. These continued delays and cancellations, he explains, have had direct effects on his studies and mental health. That is why he claims 9,211.35 euros which breaks down as follows: 211.35 euros for the reimbursement of transport passes 4,500 euros for the worsening of his obsessive-compulsive disorder (OCD) 2,500 euros for violation of the right to education 2,000 euros for the forced move Although this time he has taken the step of claiming these more than 9,000 euros as full compensation for all the damage caused, Pujol has been filing complaints with the Rodalies service for some time, with 33 complaints in physical format and nine in digital format, another three complaints to the Síndic de Greuges (Catalan Ombudsman) and another to the Labor Inspection for non-compliance with minimum services during a day of strike. Click on the image to go to the original tweet But also, he has been making his work public for some time. In the image above you can see that in the first three months of 2025 alone it had already filed 15 formal complaints about cancellations or delays. With each one of them, the young student accompanied the information with a post in X. The result: in the summer he got a meeting with two senior officials from the Government and Renfe. In The Newspaper already noted that most of these problems that Pujol referred to had their origin in the use of lines R7 and R1two of the lines with the most problems in the entire Catalan network. In fact, just two days after the top post on X, Rodalies registered severe problems on lines R4, R3, R7, R8 and R15. It is just one of the cases that exemplify the poor functioning of the Catalan network. This same week, The Vanguard collected a multitude of testimonies from train users in Catalonia in which some claimed to leave home up to an hour early “just in case” to arrive at their workplace on time. Among the voices in the report there was a general solution: switch to the bus. This means of transport is also saturated but, several users say, it is more reliable than trains. “I had been waiting at the station for two hours and I had seen how the first three trains of the morning had been cancelled, without anyone giving us any explanations,” Pujol told elDiario.es a few days ago. He was then talking about a specific day in March 2025. Today, in May 2026, there are WhatsApp groups with more than a thousand users who send alert messages when a Rodalies train fails again, as they assure The Vanguardthe information from the company is null. Photo | eldelinux and David Pujol In Xataka | Renfe has launched a real-time map to know where your surroundings are in 2025. And it works quite well

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