Adamuz Rail Disaster: Investigators Reveal Rail Damage was Detected 22 Hours Before Fatal Crash

Adif’s monitoring systems recorded rail damage in a section near Adamuz approximately 22 hours before the accident in which two high-speed trains collided, claiming 46 lives.

According to Civil Guard investigation materials submitted to the court in Montoro, a sharp voltage drop was recorded in that section of the track on the evening of 17 January, which could have indicated rail damage. However, the reading remained above the established threshold, meaning an automatic alert was never triggered.

Furthermore, the Civil Guard reported 46 defects on the stretch of track near the crash site. These faults had been documented as early as 2025 during inspections conducted by Adif in the spring, summer, and autumn. While all identified defects were under visual monitoring, they were awaiting further technical verification.

The Civil Guard is considering damage to the rail or a weld as the primary cause of the accident. However, a definitive answer has yet to be reached. Results from forensic examinations are pending, including the conclusion from the Railway Accident Investigation Commission (CIAF) and the requested expert testimonies.

As part of the investigation, 19 drivers from Ouigo, Iryo, and Renfe who passed through that section on the day of the crash were interviewed. While most noticed nothing unusual, one driver reported feeling a "jolt" on the right side of the train in the area near the crash site.

Additionally, 20minutos reports that Adif dismantled 36 metres of rail in the Adamuz area a month after the accident because the section lacked proper documentation. The publication cites correspondence between rail manufacturer ArcelorMittal and Talleres Alegría, the company responsible for laying the track. The manufacturer stated it could not confirm the origin or certification of the rail and recommended its urgent replacement.

Notably, just four days after the disaster, Adif removed other infrastructure elements, including rail fragments and up to 18 welds. These materials were taken to a maintenance base without notifying investigative authorities. It was only after a court intervention and warnings of potential criminal liability that the company provided a full list of the seized items.