Ahí va un extracto:
"While ERTMS is capable of checking train speed regardless of the driver’s actions, ASFA 200 is not. Provided that signals ahead are at ‘line clear’, it will only check train speed if this exceeds 200
km/h. The responsibility to obey lower line limits is the driver’s, relying on his ‘hoja de ruta’ (route description), wayside speed limit boards, local landmarks and suchlike.
However, the Class 730s do not use ERTMS between Ourense and Santiago, although the Class 121 EMUs, used on local Avant services, do, and are permitted to reach the current line maximum speed of 220 km/h. The 250 km/h Class 130/730s are thus limited to 200 km/h by ASFA 200. This speed appears on a display on the driving console, and if the train exceeds it, speed is automatically checked. At km 77, while crossing the 1,485 m long Saramo viaduct, before Mazorros tunnel, a message appears on the Class 121s’ console display warning drivers that they are about to leave the protection of ERTMS and must reduce speed to under 200 km/h. The driver then has five seconds to respond to this, by touching the screen, before the brakes are applied automatically. Electrodynamic braking is usually applied from here to A Gandeira.
The Class 730s and the 130s have demonstrated communication problems between their on-board ERTMS and the wayside equipment, both on the HSL between Madrid and Olmedo, also equipped with Thales wayside ERTMS, and on that from Ourense to Santiago. ADIF therefore ordered their ERTMS equipment to be disconnected, and that they should run under ASFA 200 at a top speed of 200 km/h, while Bombardier, as the supplier of the on-board equipment, was asked to investigate the problem."
Es decir, que aunque el tramo hubiera tenido ERTMS, el 730 no habría podido utilizarlo y estaría circulando con ASFA 200. PAra mí, es un dato básico a tener en cuenta, ya que significa que se han dado más factores en este accidente de los que relatan a priori en la prensa convencional.
