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2026-10-28 18:14:03Kosova&Bota SHKRUAR NGA REDAKSIA VOX

At least 68 people have died, according to the government of Castilla-La Mancha, and many others were injured this Wednesday after two high-speed trains collided in Urda (Toledo), Spain. The accident occurred at 08:54 (local time), when a Renfe AVE train, with 393 passengers, hit the rear of a stopped Iryo train, with 147 passengers on board. High-speed train traffic between Madrid and Andalusia remains disrupted.

Initial hypotheses point to human error by an Adif operator, following a fault in the main signalling system, however the exact causes have not yet been confirmed. According to information provided by Adif itself, at the time of the accident an alternative signalling system, known as Bloqueo de Señalización Lateral (BSL), was being used due to a fault in the main signalling and protection system, LZB. This alternative system continues to detect which segments of the line are occupied, but does not offer the same continuous monitoring of speed and safety distance.

In these conditions, the driver steers the train guided by signals near the line, which are controlled by the Adif center in Atocha, while the automatic backup system, called ASFA, intervenes at certain points along the route and brakes the train if the driver does not respect the signals. In exceptional situations, the control center can authorize the driver to pass a red light.

Government sources told Spanish media outlet RTVE that the accident originated from a defect in the LZB system and was caused by an incorrect order given later. According to them, “when the safety system failed, about eight trains in the area were stopped, then they were ordered to leave, but the Iryo train failed to do so and remained stopped”. Then, “an operator at the Atocha control center, according to initial analyses, mistakenly ordered the Renfe train to continue, even though the Iryo was blocking the line”. The same sources emphasize that “investigations are ongoing, but these are the first analyses by technicians”.

Member of the Association of Road Engineers, José María Goicolea, agrees with this hypothesis.

“With all reservations, everything points to human error,” he told RTVE Noticias. The expert does not know why the LZB system failed, but he recalls that “this type of defect is not common” and that “there could be many causes, such as theft or a cable break.” It is still not known why the Iryo train failed to start.

According to Goicolea, "it seems that, by mistake, the control center may have told the driver to pass the signal even though it was red, perhaps thinking that Iryo had already departed." "The AVE train was moving at a speed thought to have been around 160 kilometers per hour, and collided with the Iryo, which was stopped," he added, stressing that these remain "speculations."

This authorization would explain why the ASFA system did not avoid the collision. When the control center authorizes a train to run a red light, safety no longer depends on any automatic system, but on the driver himself. The rules oblige him to travel slowly and attentively to the line, at a speed that allows him to stop in time if he encounters an obstacle, such as another stopped train. The investigation must clarify what order the AVE train received exactly, whether it was an authorization of this type and at what speed it was traveling at the time of the collision.

"It is assumed that one train cannot catch up with another" 

Óscar Carballo, general secretary of the College of Public Works Engineers, has urged caution on RNE's microphones and stressed that it is too early to make any assessment of what happened. Unlike the Adamuz accident, he explained, in this case the first information speaks of a collision between two trains that were moving in the same direction. "If it is a rear-end collision, it is something strange, because it is assumed that one train cannot overtake another. The signaling and the way in which railway traffic is organized make it impossible for this to happen. We have to wait and see what data we can extract," he stressed.

The expert explained that railway lines are divided into segments, called “cantons”, which allow a safe distance to be maintained between trains. Protection systems detect the presence of trains and can automatically activate the brakes to prevent one train from overtaking another moving ahead. “If the signaling works properly, one train cannot approach another from behind,” he emphasized.


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