trains

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

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

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

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