Colin Wheeler
There is clear enthusiasm for recruiting more heavy goods vehicle drivers to meet current and future industrial demand. Yet electrifying more of our railways – and harnessing AI to improve how they are operated – may represent a more strategic long-term direction. Modernising freight rolling stock and expanding the use of scheduled, reliable, electrically-hauled freight services would offer a cleaner, more efficient alternative, supporting both capacity and sustainability objectives.
The case extends beyond freight. Britain must continue to expand electrification while accelerating the introduction of high-speed rail services, following the lead of countries such as China, Japan, France, and Spain. In doing so, many domestic passenger flights could progressively be replaced by faster, lower-carbon rail journeys.
Taken together, these developments suggest a broader shift in how transport policy should be framed – not simply around meeting immediate labour or capacity shortages but around embracing technological and infrastructural change to shape a more efficient and sustainable network.
Fatal accidents in Spain
Spain operates one of the largest high-speed networks in Europe, with trains running on 3,900km of dedicated high-speed track. Tragically, on Sunday 18 January, a significant accident occurred near Adamuz, close to Córdoba. It has been described as the country’s most serious rail incident for more than a decade and resulted in 45 fatalities and 292 injuries – many of which were serious.
The collision took place at approximately 19:45 local time and involved a Málaga-Madrid service operated by the private company Iryo. The final three coaches of that train derailed on a straight section of track, blocking the adjacent line where they were struck head-on by an oncoming service operated by the state-owned operator Renfe. In total, around 400 passengers and staff were travelling on the two trains.
The derailment occurred on a section of track that was last refurbished in May 2025. Both trains were travelling within the 250km/h (160mph) speed limit on the track, and access to the site of the derailments was through a single-lane road, which complicated rescue and recovery operations.
A preliminary report published by Spain’s Rail Accidents Investigation Commission (CIAF) on 23 January found nicks in the wheels on the right-hand side of the three front carriages of the Iryo train, consistent with an impact with the top of the rail.
“These nicks in the wheels and the observed deformation in the rail are consistent with the rail being fractured: with the rail’s continuity interrupted, the section before the break would initially bear the full weight of the wheel, causing that part of the rail to sag slightly,” the report said.
“Since the section of rail after the break would not be acting in unison with the section before it, a step would momentarily form between the two sides of the fracture, which would strike the wheel rim.”
The report added: “We can hypothesise that the rail fracture occurred prior to the passage of the Iryo train involved in the accident and therefore prior to the derailment.” However, it was also stressed that the theory was provisional and would be subject to further testing and investigation.
Just two days after this tragedy, another fatal accident occurred on a commuter line between Gelida and Sant Sadurní d’Anoia, Catalonia. On 20 January, a Rodalies de Catalunya commuter train collided with a retaining wall after it was struck by a landslide, causing the train to derail. A trainee driver who travelled in the driver’s cab was killed and at least 37 passengers were injured. Preliminary investigations state that the cause of the retaining wall collapse was heavy rainfall during Storm Harry.
Both of these incidents underline the operational and environmental challenges faced even by modern networks and highlight the importance of maintenance, monitoring, and resilience planning alongside infrastructure expansion.
Over-speeding at Cambridge Junction
On 11 December 2025, at 10:12 hours, the Kings Cross to Ely train operated by Great Northern Trains travelled through the permanent 25mph speed-restricted Cambridge Junction at 56mph.
According to the Rail Accident Investigation Branch (RAIB) “signals displayed their expected indications.” RAIB has said that the train lurched sideways and as a result “several passengers fell out of their seats.” No injuries were reported and no damage was caused.
Following completion of a preliminary examination of this incident, RAIB has also reviewed two similar incidents that occurred at Spital Junction, Peterborough on 17 April 2022, and 4 May 2023. RAIB has decided to publish a Safety Digest for the Cambridge Junction incident.
A spokesman for Great Northern has said that it is carrying a full investigation into the incident, and will share all findings with the RAIB.
Derailment at Shap
On 3 November 2025, the 06:10 Glasgow Central to London Euston passenger train derailed after running into debris from a landslip three miles south of Shap summit. Debris had been washed onto the track which was sufficient to lift the first bogie off the rails and to the right resulting in derailment at 83mph with the train running derailed for some 560 metres.
The landslip was the result of “heavy and sustained rainfall”, and a drainage channel running across the slope above the track was unable to cope with the volume of water.
There were nine staff and 86 passengers on the train. Four people suffered minor injuries and there was damage to both the train and railway infrastructure. RAIB’s investigation is underway.
Fatal accident at footpath crossing
RAIB is investigating this accident which occurred at 19:05 on 26 November.
A young person was struck by a train while crossing the railway at the Chesnut Grove footpath crossing situated between Lowdam and Burton Joyce stations in Nottinghamshire. The train was travelling at about 60 mph. The crossing provides pedestrian access between the village of Burton Joyce and footpaths leading to the River Trent. The crossing has gates on either side of the railway and is provided with signage which instructs users how to cross.
RAIB’s investigation will consider the actions of those involved, any previous incidents, the management of risks and coordination between Network Rail, local government, and other organisations, as well as Network Rail’s strategy for footpath crossings for mitigating risks.
Sharing best practice
Slowly, train operation is returning to public ownership, and I am in favour. From a railway infrastructure perspective, sharing best practice and working together for mutual benefit should bring improvements in both operation and safety.
Thinking back to my first job as a regionally employed graduate civil engineer, I learnt from those around me. A couple of spells as an assistant divisional civil engineer and later as the permanent way assistant divisional engineer were both huge learning experiences. My later role as a divisional civil engineer was followed and overtaken by the preparations for more organisational changes.
On call and emergency call outs by regional control varied. During my working life I was involved in reinstating railway infrastructure following two heavily reported derailments on Morpeth curve and numerous less publicised incidents and accidents.
With the return of our railways to public ownership my aspirations are for the unification of infrastructure and train operations to a greater extent than ever. Before privatisation there was rivalry between the various functions involved, but also a unified approach to getting the job done by improving trains and railway infrastructure.
I recall intense debates on priorities and a spirit of cooperation with train operators. Meetings were almost always beneficial when disruption was necessary to improve both trains and the infrastructure.
Privatisation brought elements of competition, which was not always beneficial from a safety perspective or providing for our national needs!
Image credit: Nodrog
