trains

With 3,500 tons and 15 meters in diameter, China already has the largest tunnel boring machine in the world for high-speed trains

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China has just introduced Jiaoping No.1, the world’s largest earth pressure balance (EPB) TBM designed specifically for high-speed railway tunnels. According to counted recently reported by the state broadcaster CGTN, it is a 3,500-ton colossus with an excavation diameter of 14.57 meters, capable of also using artificial intelligence to monitor, adjust and correct breakdowns while drilling underground, all under extreme underground conditions. We tell you everything. What exactly is it. An earth pressure balance tunnel boring machine is a type of machine that excavates the ground while supporting it at the same time. The rotating head (cutting head) tears off material from the front, which accumulates in a closed chamber just behind. This accumulated earth acts as a “plug” and compensates for the natural pressure of the soil and water, preventing the excavation face from collapsing or the surface land from sinking. For soft soils or urban areas, it is a widely used method and we have seen it other times, like in Madrid with ‘Mayrit’ for transform L11. Why size matters. The larger the tunnel, the more complex and heavier the equipment needed to excavate it, and the more difficult it is to keep such a large excavation face stable. The latest one presented in China is almost 15 meters in diameter and specializes in high-speed lines, so it exceeds a considerable technical ceiling. It is a diameter comparable to that of the largest Chinese underwater tunnel boring machines, like the Dinghaiwhich has an identical maximum excavation diameter (14.57 meters) for the Jintang underwater tunnel. What AI does. According to the media, Jiaoping No.1 incorporates AI to monitor drilling in real time, adjust parameters and detect failures autonomously. And it is something that we see more and more in machinery of this caliber, since in recent projects such as the yangtze river tunnel between Chongming and Taicang, the Linghang TBM employs, according to Interesting Engineeringan intelligent control system capable of automatically regulating pressure, anticipating ground conditions using data and self-guiding during progress. Independence of the West. As has happened in many other sectors, China has gone from depending almost completely on foreign technology to dominating the world market in just a few years. Until a decade ago, German and Japanese manufacturers controlled the vast majority of this market. The turning point came in 2017, when China presented its first domestically manufactured 15-meter class TBM. Today the situation is very different. And according to data from People’s Daily, Chinese-made tunnel boring machines They hold close to 70% of the global market. Behind these teams are usually large state groups such as China Railway Engineering Equipment Group (CREG), the largest manufacturer in the country, or China Railway Construction Heavy Industry. What is all this for? The ultimate goal of these machines is to allow high-speed trains to cross rivers, seas and mountains at 350 km/h inside tunnels, something that a decade ago was a much greater challenge. Projects like the Yangtze Undersea Tunnel seek to drastically cut travel times between large cities and boost the economy of entire regions. And a tunnel boring machine like the Jiaoping No.1 makes its way however it wants. Cover image | Modern China In Xataka | Spain and Morocco have been dreaming of a tunnel under the Strait for 40 years. The great enemy of the project is called Umbral de Camarinal

While China boasts of its high-speed trains, there are others that go at 40 km/h and are just as important

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We have spoken on many occasions about the enormous China’s railway infrastructurewith a very extensive network of high speed trains who serve this colossal country. But in parallel to this technological showcase, China also operates another network of trains that travel at less than 40 km/h, cost less than the price of a coffee and have not raised their prices for decades. And no, they are not a vestige of the past that no one has bothered to dismantle. They are perfectly functional and provide a very important service in the country. What exactly are they? They are officially known as public welfare trains, although many of the population refer to them as “slow trains for the poor.” The Chinese government maintains 81 active routes of this type throughout the country, all of them inherited from the era of Mao (Mao Zedong, who ruled the People’s Republic of China from 49 until his death in 76) and preserved as a social service. According to collect Marketplace, are trains painted in military green with a yellow stripe (the classic image of the Chinese railway before modernization) that stop at each station along the way, including small remote villages that no other transportation connects with the outside. Its prices are so low that the train itself has a sign painted on the side that identifies it as a “slow train in the fight against poverty.” How cheap are they? To give an example, the minimum fare for the train that travels 376 kilometers between the provinces of Sichuan and Yunnan is 2 yuan, which is equivalent to about 25 euro cents. The maximum, for the complete journey of more than 11 hours, is 25.5 yuan (less than 3.50 euros). According to People’s Dailythat price has not changed for more than 30 years. What are they really for? The point is that these trains not only transport passengers, they are economic, health and educational infrastructure for communities that would otherwise be isolated. People’s Daily account how some carriages incorporate notice boards with crop prices to facilitate trade between farmers and urban buyers. In several trains, rows of seats have been removed so that farmers can board with their goods (vegetables, chickens, construction materials, etc.) without restrictions. Just like account According to the Xinhua agency, these types of trains are like a mobile artery that takes villagers to the market, transports livestock and allows children to go to school in the nearest towns. Tsocial ermometer. Axi Aga has been working on train 5633 since 1996. He started as a flight attendant when passengers boarded carrying potatoes, corn flour and turnips, and could barely afford instant noodles during the journey. In 2020 explained to the portal of the Chinese State Council (SCIO) that currently sees passengers boarding who are concerned about how they are dressed, wearing traditional costumes on holidays and recording videos for social networks. “The train is like a mobile town in which I have witnessed the changes it has brought to people over the last 25 years,” he told the outlet. According to Aga, girls used to barely appear among the students. Today they represent two thirds of the students who use the train. Beyond transportation. In recent decades, these routes have evolved into something more akin to a service platform. According to People’s Dailysome trains in the north of the country already have shelves of books, study tables with plugs and school supplies for children who do their homework during the journey, with conductors who help them during breaks. They also carry hot water bottles, thermal bags and portable chargers. In winter, the carriages are kept at 20 degrees to protect passengers from the freezing cold. Furthermore, over time they have incorporated air conditioning and progressive improvements without giving up their public service mission. Why the government keeps them at a loss. They are more of a social policy strategy than a commercial one. These routes lose money, since their fares do not cover operating costs and the State subsidizes them directly. The decision to maintain them is simply territorial cohesion, that is, ensuring that the most remote and poorest areas of the country are not disconnected from the rest of China. The Global Times points out that these routes have been in operation for more than 60 years and that the national railway considers them a structural measure to combat poverty, not a residual service. Cover image | Wikimedia Commons and People’s Daily In Xataka | 16,000 passengers per hour, 9.5 billion trips: China is showing the world what high speed is for

giant trains with 1,900 seats that are already being tested

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Madrid is immersed in the renewal of its Cercanías. The Autonomous Community has been demanding greater investments for years to modernize infrastructure and expand its capacity, suffering from overcrowded trains and recurring breakdowns. Part of these renovations will come with 79 new trains that significantly expand the capacity of the lines. And some have already arrived for their tests. The Cercanías in Madrid. It has become a political battle between the central and regional governments. One more. But the truth is that Cercanías Madrid has been suffering continuous delays and overcrowded trains on many of its lines for years. For testing, In 2018, Fomento already had reports that the regional network was saturated and needed urgent modernization. That same year, it was announced Comprehensive Improvement Plan for the Madrid Cercanías Nucleus 2018-2025 with a planned investment of more than 5,000 million euros. It includes various improvement actions such as the actions in Atocha or Chamartín (which remain ongoing) but as far as is palpable for the average user, the improvement has barely stopped at the improvement of the Recoletos tunnel between Atocha and Chamartín. On the horizon there are various expansion actions, both in the north and south of the region. This lastIn fact, it is associated with the comprehensive renovation of line C-5the one that moves the most passengers in Spain and which will be improved to accommodate new 200-meter-long Stadler trains that, right now, do not have enough space for their journeys. New trains. Taking into account the saturation of the lines in large urban centers, In 2019 Renfe puts out to tender the purchase of 211 new trains. The text already states that there is the possibility of purchasing another 120 additional trains. The value of the contract is 2,270 million euros. This contract anticipates the arrival of 176 100-meter trains and 35 200-meter trains. Among the 100-meter-long trains, 79 of them correspond to high-capacity models. Stadler, who won the contract together with Alstomis responsible for supplying its T100 and T200 models. In both cases they are trains that have already arrived in Madrid but, at the moment, they are in the testing phase in Aranjuez. The objective is that “at the end of summer” they are already in operation the first units in Madrid. five trains. It is, for the moment, the forecast proposed for that first landing on Madrid’s roads. The fleet renewal project involves the incorporation of three Stadler T100 trains and two T200 units, which are currently in the testing phase for homologation. Once they join, The capacity will grow by 20% compared to the current Civia. In the case of the T100, the increase in passengers is limited because both models (the existing ones and the new ones) have around 900 seats but the T200 increases the capacity to 1,884 passengers. The T100 model has a mixed height since two of the four cars are double-deckers. In addition, a fifth car can be added and provide the same service as the T120. For their part, the T200 are larger volume trains with two floors in all their cars, but their size can be reduced to 160 meters, which facilitates their versatility and can be used on lines where larger trains do not enter the stations. The new trains will be able to move from eight to 16 bicycles inside What improvements will we see? Both train models have Greater interior space for travelers with a more open layout and specific spaces to transport bicycles (eight in the T100 and 16 in the T200) and strollers. Improvements in Wi-Fi and an increase in available sockets for charging your phone are also promised, as well as improvements in car air conditioning. In addition, of the 10 doors of the T100, six of them will not have steps (12 of 20 in the T200) so the Ministry of Transport promises safer and faster ascents and descents. A new passenger information system has been added, they will have a new interior surveillance system and can reach up to 140 km/h maximum speed. When and where? As we say, at the moment the project involves the incorporation of three T100 trains and two T200 units late summer 2026. Renfe assures that these trains can operate on all Madrid routes except for line C-9, which is the one destined for Cotos and due to its high mountain characteristics, they cannot accommodate trains of this size. What is not confirmed is which lines will be the first to receive the new Cercanías trains nor on what date the fleet of 79 trains that must arrive to the Madrid service will be fully available. For now, the Ministry of Transport promises that before the end of the year we will see 17 new trains on Madrid’s tracks (nine Stadler T100 and eight T200). The remaining deliveries should arrive gradually but there is no definitive date for their arrival. Photo | Ministry of Transport and Sustainable Mobility In Xataka | Renfe, Iryo and Ouigo were wondering how much money we would pay for the AVE. They found out the hard way

from spending a decade sowing ports and trains to reaping with their electric cars

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For more than a decade, Beijing has been building the infrastructure, alliances and agreements that allow it to gain an advantage in a continent that has just opened its doors wide. And after having conquered Europe, and in the process of doing the same in Canada With its new energy and industrial vehicles, Latin America has for years been a pending strategic point for China in which to transfer a good part of its technology in exchange for raw materials. A fertilized land. Although China has had an eye on Latin America for many years, its strategy is now entering a different phase. For years, his play has focused on ports, railways, loans and commodities. Today, to this is added an automobile industry that urgently need to exportand that finds in Latin America a terrain that has already been fertilized with patience. Infrastructure. The most visible example is the Chancay megaporton the central coast of Peru, operated by the Chinese state shipping company Cosco Shipping. With the capacity to receive the largest container ships in the world, its objective is to reduce transit times between South America and Asia from the current 40 days to just 28. Robert Evan Ellis of the US Army Institute for Strategic Studies. he described it to the BBC some time ago as the transition from a route that “previously made all the stops” to another that “goes directly to the destination.” Peru, with China as its main trading partner for more than a decade, is not the only country: 22 countries in Latin America and the Caribbean are already part of the Belt and Road Initiative, Beijing’s great global connection project. Added to that are the railways. It is estimated that Latin America has more than 150 railway projects on the table with an estimated investment of 384 billion dollars until 2050, according to the Development Bank of Latin America and the Caribbean. China plays a central role in its financing, from the 16 billion dollars in road modernization in Argentina to the Bioceánica Railway, the 3,700 kilometer corridor that It will connect the Atlantic with the Pacific, crossing Brazil, Bolivia and Peru.. A work that not only connects countries, but shortens China’s route to the continent’s raw materials. lthe cars chinese. While the country is building all this logistics operations, China has been facing a serious problem for some time: a chronically overproduced automobile industrymargins under pressure and a cooling domestic market. BYD, its best-known manufacturer, saw the state withdraw subsidies for plug-in vehicles, making it its sales suffered. The answer to preventing its economy from sinking has been foreign expansion. Europe knows this perfectly, and Latin America has also been at the center of the plan for some time. To continue with the example of BYD, despite being a privately held company, already produces in Brazilwhere it sold 113,000 cars last year, more than in any other market outside of China, with a plant with the capacity to reach 600,000 vehicles annually. As Bloomberg tells it, from there, it will export 50,000 units to Mexico and another 50,000 to Argentina, taking advantage of trade agreements that eliminate tariffs between these countries. The factory in Brazil will be the one that supplies vehicles to the rest of Latin America. It is not the only front. Manufacturers like Changan have been perfecting for years in Mexico a model reuse strategy (the same vehicle with different brands and prices over time) that allows them to maintain a constant presence with a minimum investment in development. On the other hand, Yutong, one of the largest bus manufacturers in the world, has just delivered the first 180 of the 600 buses planned for modernize public transportation in Nicaragua within the framework of an agreement with the country’s Government. Concern in Washington. Donald Trump’s administration has classified the case of the port of Chancay as an example of how “cheap Chinese money” can erode national control over critical infrastructure. His warning also points to something more serious: that China uses displaced labor from its country instead of local ones, something that does not catch us by surprise in Europe, and that ends up generating economic dependencies that are difficult to reverse. Ellis counted to the BBC that “with Chancay, Peru will become more dependent on China,” and recalled that in other relations between Latin America and Asia “China used predatory techniques and ended up taking natural resources.” Peru illustrates the tension well: it has China as its main trading partner and the United States as a strategic ally and military partner. Washington negotiates the construction of a naval base a few kilometers from the port that Beijing operates. The same enclave, two powers, and an uncomfortable decision. A paradise for Chinese technology. Latin America is not a homogeneous market, but it has several common features that make it attractive to China: aging transportation infrastructures, growing middle classes, low penetration of electric vehicles and tariffs that, in many cases, have not yet adjusted to the pace of China’s entry. Brazil, Mexico and Argentina concentrate the bulk of attention by market size, but the agreements with Nicaragua or the projects in Chile, Colombia and Peru show that the strategy is much broader. In Xataka | In 2022 it seemed impossible for China to close the US “gap” in AI in four years. In 2026 it is a fact

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.

more capacity and driverless trains

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It is the most used line of the entire Spanish railway network, and now faces its greatest transformation in decades. The Minister of Transport, Óscar Puente, has presented an investment plan of 1,350 million euros to renew the Madrid Cercanías C5 from top to bottom. The project is scheduled to be completed in 2031 and for this, two cuts are already planned in the next summers of 2027 and 2028. We will tell you all the details. A line that moves Spain. The C5 connects the south and southwest of Madrid (Alcorcón, Leganés, Fuenlabrada, Móstoles) with the center of the capital through Atocha, and absorbs 29% of all commuter travelers in Madrid, which together moves nearly 250 million people a year. According to Ministry data, some 72 million users use it every year, making it the public transport line with the most travelers in the entire country. Just like they count According to El Diario, 56% of these trips are for work or academic reasons. Because now. According to they count From El País, demand has grown by 10% between 2022 and 2024, and current infrastructures are not prepared to absorb that increase. The trains in service do not exceed 150 meters in length, the platforms do not allow longer vehicles and the signaling system has become obsolete. Furthermore, the Ministry deliberately delayed the start of these works so as not to coincide with the burial of the A-5works that have given more work to the C5 since last year by increasing frequencies by 30%. What exactly is going to be done. The plan collects about 28 performances which will be distributed between Adif (650 million) and Renfe (700 million). The most important ones include: The extension of platforms between 40 and 50 extra meters to accommodate trains of up to 200 meters. The construction of the new Móstoles-El Soto station. The reorganization of the track change points between Atocha and Móstoles (bringing them closer to metro entrances to facilitate transfers). The renewal of the signaling system to the European ERTMS Level 2 standard. Accessibility and safety improvements in tunnels and underground stations. Renfe, for its part, will allocate 600 million to the purchase of 35 new Stadler trains, which are already in production and are expected to be received in the coming weeks to be put on other lines first. The cuts: when and where. Puente comments that interruptions will be “inevitable”, but that they will occur at times of lower demand. The first major cut will affect the Atocha-Cuatro Vientos section for four months starting in the summer of 2027, to begin work on the underground infrastructure and the countervault of the Laguna station. The second will arrive in the second half of 2028, with another four-month window to renew exhausts and signaling on the sections towards Móstoles and Cuatro Vientos. Of course, the entire calendar is conditional on the Madrid City Council complete the burying of the A-5 in January 2027, as promised. So if the timing fails, the plan would have to be modified. Alternatives during outages. The Ministry provides free replacement buses operated by the EMT and reinforcement on Metro and other Cercanías lines. According to collect El Diario, Puente has requested the collaboration of the Regional Transport Consortium of the Community of Madrid, and has demanded “the same loyalty” that, according to him, the Ministry has had in delaying the works of the C5 while the burying of the A-5 lasted. Of the 700 million from Renfe, 40 will be specifically allocated to finance this alternative transportation plan. When will they end. If the schedule is met, testing of the new ERTMS system will begin in April 2029, the first trains with automatic driving will begin to circulate in April 2030, and the line will be completed in October 2031. The objective is to go from 72 to 100 million travelers annually, with a capacity 60% greater than the current one. Puente has described this project as “the most important in terms of mobility so far this century.” Cover image | Transport Network and Ministry of Transport and Sustainable Mobility In Xataka | Ouigo arrived in Spain, knocking down prices to gain a foothold in the market: four years later it is already profitable

Fear of vibrations stops trains on the Madrid-Barcelona route

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At 230 km/h in a 300 km/h section because the vibrations are excessive. It is the speed at which you will travel between Madrid and Calatayud (Zaragoza) if the driver decides so. The 200 kilometer stretch has been a source of controversy for some time and it was now that, after the Adamuz accident in Córdobaconcerns have increased. What has happened? The train drivers would be traveling at 230 km/h on the section between Madrid and Calatayud (Zaragoza) because the vibrations are excessive, according to The Economist. They claim in the media that the machinists would have unilaterally decided to make this decision because the intensity of the vibrations is too high. The decision would have come after Adamuz accident (Córdoba) in which an Iryo train has derailed and, according to the first investigationsa second Alvia train traveling in the opposite direction collided with it. It is also noted from The Economist that the decision would affect Renfe trains but that there are no similar communications in Ouigo and Iryo. In addition, the newspaper also specifies that there would be Renfe personnel on the train itself warning travelers that delays will reach 15 minutes for this reason. Can machinists do this? In Xataka We have contacted SEMAF (Spanish Union of Railway Machinists), the majority among this group, who assure us that they have no evidence that the machinists have decided collectively and unilaterally to reduce the speed of the track. It will be, according to SEMAF, at the discretion of each worker. The union explains that the driver has the power to reduce the speed of the train or even stop it if he considers that the conditions of the track prevent adequate driving comfort due to excessive vibrations. In fact, those speed reductions were already occurring before the breakage of Talgo’s S-106 (Avril) trains. This is what a machinist contacted by Xataka who prefers to keep his identity anonymous. He explains that it is each driver who decides how to act and that “we have not been told to do it (slow down the speed) either from the company or from the unions.” The Calatayud controversy The 200 kilometer stretch between Madrid and Calatayud has been in the spotlight for some time. At the end of July 2025, Talgo’s AVRIL trains that Renfe uses for its AVLO services suffered cracks in their structure as a result of the vibrations generated when the trains passed. So The Economist already announced the news and after a series of contradictory communications, Renfe ended up withdrawing the trains of the Madrid-Barcelona line, disregarding the AVLO service that has not been available again. Since then, Talgo and Adif are blaming themselves for what happened. The chronology. From SEMAF, however, they do not share exactly all the points that are pointed out. According to its chronology, the events have happened as follows: AVRIL trains suffer cracks due to excess vibrations and are retired SEMAF sends a letter to Adif requesting that the speed be reduced Adif does not respond SEMAF reminds train drivers that they have the power to reduce speed if they consider there is a justified reason. For SEMAF, nothing has changed. The train drivers are the ones who decide, always with justification and indicating the reason to the command post, whether or not to reduce the speed. SEMAF emphasizes that they have not given an instruction from the union to reduce speed. The vibrations. During the last few hours the controversy around the vibrations of the AVE has been increasing. From SEMAF, they may be caused by small damage to the track as a result of the passage of the trains themselves, which is why they ask that investment in maintenance is adequate to the increase in traffic in the liberalized corridors. Of course, the union emphasizes that there is no risk of derailment due to these vibrations and they make it clear that it is a comfort problem for the passenger and generate greater stress on the infrastructure and the condition of the rolling stock. This means that actions have to be launched on the road or in workshops ahead of time. Furthermore, there is no evidence that they were the cause of the Adamuz accident. “If we were clear that it was a danger to the road, we would stop traffic.” SEMAF has been so emphatic that it also emphasizes that the infrastructure is safe and that it is clear that if Adif detects a problem serious enough to cause a derailment, the line will be closed. “We want to go home”. The Renfe driver with whom Xataka has been able to contact explains that “the tracks are deteriorated, we train drivers give a lot of information, and sometimes we are taken for crazy because we give too many parts”, the words are from a Renfe train driver who prefers to keep his name anonymous. “As a result of the S-106 problems, it was proposed that the trains circulate at a slower speed. It is true that these deformities (the cracks) are due to the state of the track, to which we must add the terrible quality of the train. We also lowered them (the speeds) with other series of trains. Call it a prevention measure or care of the infrastructure,” explains the driver. “The crew members complain, the interveners complain and we write complaints, because there are areas where we are having trouble,” he summarizes. Although he makes it clear that “if we understand that there is a danger to traffic, we call the command posts and they take measures by setting limitations, although for months we have also been taking them by slowing down. We are the first interested parties, we want to return home.” Why do vibrations occur? Firstly, SEMAF points out that we are talking about the rolling stock being “steel against steel” so any imperfection will be more evident. Vibrations can be caused by an imperfection in the road or an imperfection in the … Read more

Ouigo has left 15,000 passengers stranded in Andalusia. Immediately afterwards, Renfe has put more trains at 7 euros

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From one day to the next and without giving too many explanations, Ouigo has canceled its services in Andalusia until next January 22. The French company leaves some 15,000 travelers on the ground who have to make ends meet to cover the Madrid-Seville or Madrid-Málaga that they already had planned. And Renfe is taking advantage of it. What has happened? About 15,000 passengers affected for the cancellation of eight daily services from Friday to Monday and six daily services from Tuesday to Thursday on those same routes until January 22 “for operational reasons.” These are all the explanations that Ouigo has given for paralyzing its services in the south of Spain. The French company has given these reasons to newspapers such as The Country either The World because it has not even published a statement with a press release or made public any type of text on social networks that communicates the massive cancellations for two weeks. The last tweet mentions the current offers. Since then, silence. And now? The customer has two options, as the company has communicated to passengers who have already purchased a ticket for the next ten days: Change travel date Cancel the trip at no cost Refund of the ticket price in a voucher that can reach 200% of the original ticket price On the rebound. The new situation has been taken advantage of by Renfe. The company has announced that it is activating two new daily services between Madrid and Seville with AVLO trains. The first of them leaves Madrid at 12:00 and returns from Seville at 5:17 p.m. The company has also indicated that the new trains are also available within the active offers of trains at seven euros. Renfe has also taken the opportunity to remind users that train companies have the obligation to propose an alternative means of transport. in less than 100 minutes since the cancellation occurs. If not, the customer has the right to a refund of the ticket price free of charge. The refund, they remember in the OCUmust be delivered in the same payment method and the acceptance of a voucher to travel on another occasion must always be voluntary. a stick. Although Renfe has arranged two special services on the Madrid-Seville, it seems clear that the new schedules cannot take on the volume of cancellations produced with the Ouigo trains, but it does serve Renfe for two things. The first is to receive unexpected income on the line. The second is that it allows them to send a message. And remembering the railway regulations is enough for Renfe to send a stick to Ouigo just when the controversy over compensation in case of delay is flying over the national panorama. It must be remembered that Renfe is obliged to refund, from January 1, 2026, 100% of the ticket if trains are delayed more than 30 minutes. A measure that the Government wants to avoid understanding that it is discriminatory for the public company compared to the competition. And Ouigo and Iryo benefit since what was approved by the Congress of Deputies only affects Renfe. Both the French and the Italian companies only return 100% of the ticket when delays exceed 90 minutes, a decision that Renfe continues to apply into 2026 since the State’s attorney has concluded with a report that the obligation is not such as of January 1 despite the change in regulations and that it is necessary to change the Railway Sector Regulation. as reported by the Ministry of Transport. The case has already occurred. Renfe also knows what it is talking about. And last summer, the fires in Zamora and León cut off the train service between Galicia and Madrid. Then Renfe was committed to returning the price total of the ticket, just as happens with Ouigo, but FACUA defended that the company was obliged to provide an alternative land service and that this was not being complied with. The railway company defended itself by saying that it was unthinkable to transfer the volume of passengers from the train to a bus service. Photo | Xataka In Xataka | Renfe has had a more dangerous rival than Ouigo: comply with its own schedules

The surprise is not that in 2025 Renfe will offer a real-time map of commuter trains. The surprise is that it does not seem to be made by Renfe

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Renfe has just launched a website that allows users to consult in real time the situation of Cercanías and Rodalies trains in the towns where this service is available. And despite what one might think, that website works surprisingly well. Suburbs in real time. On the web real-time.renfe.com It is possible to first select the urban center in which we want to carry out the query so that at that moment the interface zooms in on that location and its Cercanías train network is displayed. The map shows the network lines clearly, but it also shows the position of the trains on that network, which is also updated automatically. The new interactive Renfe Cercanías map works really well. When does that train arrive at that stop? Not only can we see the general situation, but we can also click on any of the train icons shown on the map so that a popup window appears in the browser. It contains information related to that train, which stop it is coming from, which stop it is going to, or its expected arrival. Are you late? Another interesting element of this website is that it offers extra information about the punctuality of each train. Above and to the right of each train icon appears a dot that can be of various colors. Green indicates that it is on time or less than three minutes late. Orange indicates a delay of between three and five minutes, and red reveals a delay of more than five minutes. Extra information. On the left side of the website it is also possible to select one of the network lines of each municipality, and even a station, which will make the website zoom in on that specific station. If we select a line we can also consult the available services, and specifically we can know which stations on that line have accessible trains and stations, and where we can find bike racks. The colored dots that appear at the top right of each train’s icons reveal how punctual they are being. A promising service. This website also allows third parties such as Google Maps to offer this service through their own platforms, and becomes a way to mitigate uncertainty about the network situation. Pablo Fernández Pastor, Director of Innovation and Digital Transformation of Renfe Viajeros, explains how “the trip as such does not begin at the station, it begins from the moment you are beginning to plan it.” Long distance services coming soon. Those responsible for the service have also indicated that starting in the first half of 2026, real-time information on medium and long distance services will be incorporated into this website. If this experience maintains what is currently being offered, we will certainly have a very useful real-time information service for users. a pleasant surprise. The launch of this service is surprising, especially because in recent years we have seen how the Renfe website was criticized for its usability, its erratic behavior and how it has worked during periods of high demand. This service represents an important step in the right direction for Renfe, without a doubt. Image | Renfe In Xataka | There are no more 20 euro tickets: the trains between Madrid and Barcelona have become very expensive again for a reason

Brazil has been pursuing high-speed trains for 20 years. Now it will have the first in South America

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If we see the list of countries with the most high-speed train linesChina is the one cut the codwith Europe and Japan also on the crest of the wave. However, South America is a territory that neither punctures nor cuts. That’s about to change and, although there are several projects in different countries, the first high-speed train in South America will be in Brazil. And it promises to revolutionize transportation in one of the country’s key corridors. It is not (fast) train territory. Connecting South America by train is extremely complicated. Not only do they have a complex topography with mountains and jungles to overcome, but also an enormous geographical dispersion, political instability in some countries and priorities that have changed with different governments. Currently, the territory is experiencing a revolution. There are countries like Mexico either Chili who are waging war on their own with internal projects, but also a project known as ‘Bioceanic Railway Corridor‘ which will unite the Pacific and Atlantic and connect the port of Santos in Brazil with that of Bayóvar in Peru. Apart from that line, Brazil has its own plans. The Brazilian TAV. The Brazilian high-speed project is not without controversy. The TAV (or High Speed ​​Train) began to take shape in 2004. Named ‘Bandeirantes Express’, the idea was to connect São Paulo with Campinas. It came to nothing and in 2007 it was shelved, but with the arrival of Lula da Silva and the perspective of Soccer World Cup 2014HE relaunched. It would have been the perfect setting, but the dates were not met either and, from lost to the river: we took it back to 2016 for the Rio Olympics. Spoiler: it went wrong due to financing problems, doubts about profitability and, evidently, a lack of interest from the private sector that was not clear about how to recover the investment. Chronology. It would have been the first high-speed train in South America, but it seems that it had not said its last word, because in 2023, the private company TAV Brasil got by the National Land Transportation Agency the authorization to link the main cities of the country: Rio de Janeiro and Sao Paulo. The 99-year concession allows them to plan, build and operate the line that, if all goes well, will connect the two cities with intermediate stops between Sao José dos Campos and Volta Redonda. The investment is not clear and is estimated at about 60,000 million reais, which is about 11,000 million euros, and points to a ticket price of around 85 euros for a complete trip. TAV Brazil has announced the following calendar: End of 2026 for the conclusion of feasibility studies. 2027 as the start of construction. 2032 as commercial commissioning. The train. The intention is that the machine reaches speeds of 320 km/h, which would more than meet what is considered the high speed standard (250 km/h) and will allow travel the 400 kilometers between the two megacities in just one hour and forty-five minutes. This is a considerable reduction compared to a current road trip that takes about six hours. Interests. The big question is who will build the system… and the trains. This is a high-stakes project and, as in other parts of the world, geopolitics plays an important role. Historicallythe project has attracted the interest of companies such as the Spanish CAF or the French Alstom (in contention right now for the train in Belgian), but also from Siemens and other leading companies in the sector. TAV Brazil has not closed its doors and is talking with both Spanish companies and Arab funds and, of course, with China, which is becoming a global touchstone in the railway segment. They are revolutionizing Africa, they have a presence in the deployment of the line that will cross South America from Brazil to Peru and getting a piece of the Brazilian high-speed pie would mean another lucrative hit on the table. In any case, the one in Brazil and other projects seem to be beginning to shape the railway future of a Latin America that has had plans for decades, but for various reasons they have not come to fruition. Images | Limongi, Danilo.mac, Mohamed SY In Xataka | The US has been dreaming of its first high-speed train for decades: the California project is being a real nightmare

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