Santiago de Compostela derailment
The railway accident of Santiago de Compostela occurred on July 24, 2013 near the Spanish city of Santiago de Compostela, when an express train derailed in a curve due to excess speed. 79 people died in the accident.
It is the most serious railway accident in Europe since the ICE accident Eschede, the heaviest in Spain since the railway accident at El Cuervo in 1972, and the first accident involving a passenger train [note 1] on a high -speed rail in Spain.
- 2.1 Immediately prior to the derailment
- 2.2 derailment
- 3.1 Immediate consequences
- 3.2 mourning
- 3.3 Investigation and amendments
- 3.4 Legal
Starting position
The train
On July 24, 2013, the high-speed train umspurbare the Triebzuggattung Alvia Series 730 ( Talgo 250 H ) was as 01455 RENFE train on the way from Madrid- Chamartin [note 2] to Ferrol. [Note 3] The hybrid train has two generator van to supply the electrical traction energy when the train is running on non -electrified lines.
The Series 730 is equipped with the ETCS Level 1. Its use was, however, suspended in November 2012 after a trial period, because software problems led to delays. Instead, ASFA was digitally used a point-like train control system which permits instead of a potential with ETCS 220 km / h maximum of 200 km / h. If - as in this case - show all signals before the train free ride, ASFA triggers only when crossing of 200 km / h is an emergency brake application. A monitoring fixed speed change on the track does not make ASFA.
In Ourense, a stop was provided and the engineer was replaced. The engineer should run the train alone. The driver, who took the train had already gone on that day a train from Vigo to Ourense Pontevedra over. He was 52 years old at the accident and worked since November 7, 1981 Renfe. There he initially worked as an assistant. After several training and continuing education, he was employed until 2008 as engineer on freight trains. Then finally he had driven 2008-2011 commuter trains in Madrid, from 2011 high-speed trains in Galicia. In the same year the affected high-speed railway was put into operation.
The train was two to three minutes after the scheduled departure 20:01 from Ourense. For a total of 87.1 kilometers to Santiago de Compostela based on schedule 40 minutes are provided, planned arrival was therefore 20:41 clock.
There were 218 travelers and four railway staff on the train. According to other data, there were 247 travelers.
Railway infrastructure
The train drove on to the LAV Corredor Galicia belonging broad-gauge high-speed line. It is equipped to 80.3 kilometers with ETCS Level 1, the then incipient old stretch but only with the Spanish train control system ASFA. At the transition are a distant signal with associated ASFA Balise and the last eurobalise. It merely sends the information to a suitably equipped train that automatic driving control of ETCS ends at this point.
Before entering into the station of Santiago de Compostela opens the route to the leading left A- Grandeira bow, which is designed for a maximum speed of 80 km / hr. Approx. 100 m in front of the bow is a main signal at kilometer 84.1.
Regulations
Calls from locomotive drivers while driving are allowed only in emergencies.
The accident
Immediately prior to the derailment
The train had continued a few minutes late and was with 199 km / h on the road when at kilometer 77.79 to 20:39:06 clock rang the mobile phone of the engineer. He accepted a call from the train driver and began to 20:39:15 with this talk.
After 37 seconds sounded when passing the ASFA Balise of the distant signal E7 at km 80.33 of the acoustic indication that the main signal E7 the signal term Free travel show at kilometer 84.1. According Buchfahrplan the engineer would from this point, the need to reduce speed to 80 km / h to the main signal, because then leads the high-speed line to the old line.
While the engineer spoke on the phone, the train with undiminished speed went through the penultimate tunnel before the main signal. The train conductor asked the engineer about the station of Pontedeume - if possible to drive a platform near the station building - which should be achieved on schedule at 22:15 clock. For a traveling family should be facilitated with children of exit.
When the train clock to 20:40:55 the last tunnel at kilometer 83.82 continues with nearly 200 km / h went through, the phone call ended with a loud outcry of the engineer. The train was still about 300 meters before the main signal and the almost immediately following A Grandeira bow. The driver realized in that moment that the train was traveling at excessive speed far. He later stated during the hearing that he had a drop-out and was not aware where was the train on the track. A second later, followed by a visual and audible indication of the following after the bend points, a further three seconds later, the train arrived at the tunnel exit, where the engine driver at a speed of 195 km / h, emergency braking initiated.
Derailment
The train passed through the main signal related to driving under crossed the highway at kilometer 84.2 and went into the curve. The first car of the train derailed at 20:41:06 clock at 84.41 km at a speed of 179 km / h Four seconds later, the train driver operated at kilometer 84,59 the emergency stop switch, under the road bridge of the suburb Angrois immediately derailed the engine head, still 153 km / h fast.
Four of the cars rolled over. A car was completely destroyed, one torn apart, another caught by leaking diesel fuel the generator car fire.
A security camera recorded the accident.
Follow
Immediate consequences
79 people died, 74 of them at the scene. Five injured succumbed to their injuries in hospital, more than 140 others were injured.
The driver was trapped in the cabs and slightly injured. By train radio, he said: "I hope there are no deaths, because I would have it on his conscience. " He later helped in the rescue. The morning after the accident took Spanish authorities, among others, the Comisión de Investigación de Accidentes Ferroviarios ( CIAF ), investigation of the drivers of manslaughter on. He was initially arrested and released on July 28, 2013, subject to conditions. The end of July he was charged with involuntary manslaughter in several cases.
On July 28 were 70 injured in hospital, 21 of them in critical condition. A week after the accident were still 13 injured in critical condition in hospital.
Mourning
The day after the accident, of July 25, the St. Jacob, the feast of St. James, the patron saint of Santiago de Compostela. The festivities were canceled. Many of the travelers in the train had been on the way to the celebrations in Santiago de Compostela. On this day, the Spanish Transport Minister Ana Pastor visited the accident site. Also a native of Santiago de Compostela Prime Minister Mariano Rajoy visited on July 25, 2013, accident and called for a three-day national mourning.
On July 29, 2013, a memorial service was held in the Cathedral of Santiago de Compostela, which was led by the Archbishop of Santiago, Julián Barrio. Among others, took part in the Crown Prince of Spain, Felipe, his wife Letizia, the eldest daughter of King Juan Carlos I, Elena, and Spain's Prime Minister Mariano Rajoy.
Investigation and proposed amendments
According to a railway worker involved in the research infrastructure and train in order were. The Spanish train drivers union Semaf criticized the security system at the transition to the normal route is inappropriate, in particular the lack of ETCS. The driver has in the questioning with the statement: "There were warnings that one day such a thing could happen," which criticized his view insufficient signaling to the curve. The criticism is shared by the trade unions and other train drivers, but was rejected by the Spanish Minister of Transport.
CIAF recommends the introduction of Geschwindigkeitsprüfabschnitten with ASFA beacons at high speed differential. At places where on the open road, the line speed is lowered, this should be signaled on the track. At the scene of the accident which was implemented after a few days and will be extended to other hazards. The accident site was initially signaled as speed restriction with a maximum speed of 30 km / hr. Before the speed restriction is a beacon, which limits the speed to 60 km / h, five kilometers before this one more which monitors compliance with the prescribed there top speed of 160 km / h.
The Spanish railway company Renfe revised the rules regarding communication between train drivers, operations control center and the traveling aboard the train staff, as well as guiding the remaining service calls.
Legal
In September 2013, a Spanish judge has opened ( Luis Aláez casual ) proceedings against Gonzalo Ferre ( the President of the rail network operator ADIF ) and its two predecessors. Ferre has to appear in court on 10 October, the two previous ADIF - President on 11 December 2013. The three men belong to a group of 30 current and former senior staff ADIF, which " serious inaction " regarding the safety of rail transport is accused.