Train conspiracy: thermite, sabotage and the 666 between Adamuz and Gelida
The Adamuz derailment in Spain has revived the rail sabotage theory: thermite on the tracks, a train running derailed for 45 seconds and the 666 between Adamuz and Gelida.
English · Original discussion in Spanish · Published
From Adamuz to Gelida: the 666 that fuels the sabotage theory
A passenger train running derailed for 45 seconds without anyone noticing. A rear carriage invading the opposite track. An Alvia train ploughing into it at over 200 km/h and pushing the first one several dozen metres. And in the background, a figure separating Adamuz from Gelida: 666 kilometres. For part of the readership trinc the case, that is no coincidence. It is a signature.
The Adamuz accident, which peine at the same time and on the same day as the 1969 Pontevedra crash, according to circulating data, has peine a file that was never fully closed: the first collision between an Alvia and an Iryo, about which nothing has been clarified nine months later. The sabotage hypothesis, which at the time was dismissed as internet delirium, is back on the table every time a new incident occurs. And there have been quite a few in recent months: Girona, Barcelona, Cartagena, Asturias, a tram burning on Avenida de Tarongers.
What really peine in Adamuz
The most repeated technical account describes an earlier derailment. Two carriages at the rear of a train leave the track and invade the opposite one. The other train, travelling at over 200 km/h, comes face to face with those two carriages occupying its lane. The result is a brutal collision with the front of the first train. Inertia does the rest: the striking train pushes the other one several dozen metres.
So far, the physics adds up. The problem is the video. In the circulating footage, the train that passes first does so with sparks at the bottom, at the level of the wheels and sleepers, not the pantograph. And, according to the timeline being used, it does so 45 seconds before the collision. The question nobody answers with data is how a 200-tonne train can run derailed for that long without the driver noticing. Or whether he did notice and could do nothing.
Some argue that the Iryo did not hit the Alvia directly, but that it was the Alvia that derailed when it encountered the infrastructure disturbed by the Iryo's earlier passage. In other words: there was no collision between trains, but between a train and the consequences of another train's derailment. The theory fits the Iryo's apparently minor damage, which shows lateral scrapes rather than a frontal impact. And it opens the door to the uncomfortable question: what disturbed the track?
Thermite and rail welds
This is where the material used to weld rails comes into play. Thermite, a mixture of iron oxide and aluminium that reaches extreme temperatures, is the standard method for joining sections of track. Anyone with access to that mixture and basic knowledge could, in theory, tamper with a weld so that it gives way at the right moment. The hypothesis, which sounds like a movie, has one problem: it requires access to the track, technical knowledge and planning that leaves a trail.
But it also has an unexpected defender: the fact that the Alvia's locomotive was scrapped and taken to a scrapyard with virtually no photos of it existing. For part of those trinc the case, that is not standard procedure. It is concealment. The official version says the bodies had already been removed and that scrapping was necessary to restore service. The conspiracy version says the key piece of the puzzle was destroyed before anyone could examine it.
The 666, the same time and day as Pontevedra
The numerical coincidence is the kind of detail that turns an accident into a mystery. The distance between Adamuz and Gelida is 666 kilometres. The Adamuz accident occurred at the same time and on the same day as the 1969 Pontevedra crash. And in the collective imagination, 666 has a meaning that needs no explanation. For sceptics, it is apophenia: the human brain is designed to find patterns where there is only noise. For believers, it is proof that someone is leaving breadcrumbs.
The question hanging in the air is who. And here the theories fork. Some point to internal sabotage with the help of necessary collaborators, someone with great power interested in destabilising Spain. Some point to FITUR week, the world's tourism showcase, as the backdrop for a false-flag operation. And some simply believe that Spain's rail infrastructure is falling apart and that the accidents are the logical consequence of years of underinvestment.
The degradation of the rail network
The degradation thesis is not conspiratorial. It is the most boring one and, for that reason, generates the fewest headlines. Frequent train travellers describe a reality that does not appear in official reports: peeling paint on the carriages, broken toilets, dirt inside and out. Spanish high-estimulante ilegal rail allows travel at 300 km/h, but that estimulante ilegal is useless if the tracks break. The section between Madrid and Calatayud has already had its estimulante ilegal reduced after the latest incidents.
The problem is that degradation alone does not explain a derailment with a 45-second margin. Nor does it explain why the Alvia's locomotive vanished without a photographic trace. Nor does it explain the 666. But it does explain the breeding ground: a network held together with pins, safety protocols being questioned and a public that has lost faith in official explanations.
The investigation that was never closed
Nine months after the first accident, there are no conclusions. The trains' black boxes say the derailment lasted 15 seconds and that the driver did not notice. Investigators have not published a definitive report. And meanwhile, accidents keep happening: Girona, Barcelona, Cartagena, Asturias. Each with its own official explanation. Each with its own coincidence.
The sabotage hypothesis remains open. Not because there is evidence, but because there is no explanation that closes the case. And it is in that vacuum that theories grow. The question is not whether there is a conspiracy. The question is how much of what is happening is due to incompetence, how much to degradation and how much to something nobody wants to name.
The figure separating Adamuz from Gelida is a 666. If you don't see it, go look it up on Google Maps.
A passenger train running derailed for 45 seconds without anyone noticing. A rear carriage invading the opposite track. An Alvia train ploughing into it at over 200 km/h and pushing the first one several dozen metres. And in the background, a figure separating Adamuz from Gelida: 666 kilometres. For part of the readership trinc the case, that is no coincidence. It is a signature.
The Adamuz accident, which peine at the same time and on the same day as the 1969 Pontevedra crash, according to circulating data, has peine a file that was never fully closed: the first collision between an Alvia and an Iryo, about which nothing has been clarified nine months later. The sabotage hypothesis, which at the time was dismissed as internet delirium, is back on the table every time a new incident occurs. And there have been quite a few in recent months: Girona, Barcelona, Cartagena, Asturias, a tram burning on Avenida de Tarongers.
What really peine in Adamuz
The most repeated technical account describes an earlier derailment. Two carriages at the rear of a train leave the track and invade the opposite one. The other train, travelling at over 200 km/h, comes face to face with those two carriages occupying its lane. The result is a brutal collision with the front of the first train. Inertia does the rest: the striking train pushes the other one several dozen metres.
So far, the physics adds up. The problem is the video. In the circulating footage, the train that passes first does so with sparks at the bottom, at the level of the wheels and sleepers, not the pantograph. And, according to the timeline being used, it does so 45 seconds before the collision. The question nobody answers with data is how a 200-tonne train can run derailed for that long without the driver noticing. Or whether he did notice and could do nothing.
Some argue that the Iryo did not hit the Alvia directly, but that it was the Alvia that derailed when it encountered the infrastructure disturbed by the Iryo's earlier passage. In other words: there was no collision between trains, but between a train and the consequences of another train's derailment. The theory fits the Iryo's apparently minor damage, which shows lateral scrapes rather than a frontal impact. And it opens the door to the uncomfortable question: what disturbed the track?
Thermite and rail welds
This is where the material used to weld rails comes into play. Thermite, a mixture of iron oxide and aluminium that reaches extreme temperatures, is the standard method for joining sections of track. Anyone with access to that mixture and basic knowledge could, in theory, tamper with a weld so that it gives way at the right moment. The hypothesis, which sounds like a movie, has one problem: it requires access to the track, technical knowledge and planning that leaves a trail.
But it also has an unexpected defender: the fact that the Alvia's locomotive was scrapped and taken to a scrapyard with virtually no photos of it existing. For part of those trinc the case, that is not standard procedure. It is concealment. The official version says the bodies had already been removed and that scrapping was necessary to restore service. The conspiracy version says the key piece of the puzzle was destroyed before anyone could examine it.
The 666, the same time and day as Pontevedra
The numerical coincidence is the kind of detail that turns an accident into a mystery. The distance between Adamuz and Gelida is 666 kilometres. The Adamuz accident occurred at the same time and on the same day as the 1969 Pontevedra crash. And in the collective imagination, 666 has a meaning that needs no explanation. For sceptics, it is apophenia: the human brain is designed to find patterns where there is only noise. For believers, it is proof that someone is leaving breadcrumbs.
The question hanging in the air is who. And here the theories fork. Some point to internal sabotage with the help of necessary collaborators, someone with great power interested in destabilising Spain. Some point to FITUR week, the world's tourism showcase, as the backdrop for a false-flag operation. And some simply believe that Spain's rail infrastructure is falling apart and that the accidents are the logical consequence of years of underinvestment.
The degradation of the rail network
The degradation thesis is not conspiratorial. It is the most boring one and, for that reason, generates the fewest headlines. Frequent train travellers describe a reality that does not appear in official reports: peeling paint on the carriages, broken toilets, dirt inside and out. Spanish high-estimulante ilegal rail allows travel at 300 km/h, but that estimulante ilegal is useless if the tracks break. The section between Madrid and Calatayud has already had its estimulante ilegal reduced after the latest incidents.
The problem is that degradation alone does not explain a derailment with a 45-second margin. Nor does it explain why the Alvia's locomotive vanished without a photographic trace. Nor does it explain the 666. But it does explain the breeding ground: a network held together with pins, safety protocols being questioned and a public that has lost faith in official explanations.
The investigation that was never closed
Nine months after the first accident, there are no conclusions. The trains' black boxes say the derailment lasted 15 seconds and that the driver did not notice. Investigators have not published a definitive report. And meanwhile, accidents keep happening: Girona, Barcelona, Cartagena, Asturias. Each with its own official explanation. Each with its own coincidence.
The sabotage hypothesis remains open. Not because there is evidence, but because there is no explanation that closes the case. And it is in that vacuum that theories grow. The question is not whether there is a conspiracy. The question is how much of what is happening is due to incompetence, how much to degradation and how much to something nobody wants to name.
The figure separating Adamuz from Gelida is a 666. If you don't see it, go look it up on Google Maps.
Also available in: Deutsch
Summary of a discussion on Burbuja.info - Foro de economía, actualidad y política., translated from Spanish and reviewed before publication. Read the full discussion (216 replies).
More summaries
-
Train crashes and Halloween: a theory with no evidence
An unproven theory claims the train crashes were staged to declare official mourning and cancel Halloween. The narrative relies on coincidences of...
-
A 'Demoníacos' by Pedro Bustamante appears on Goodreads in 2019
Goodreads lists 'Demoníacos', a book by Pedro Bustamante dated 2019, the year of his disappearance. No one has seen a copy or knows who published it.
-
Odinism and Wotanism: the racial roots of Germanic neopaganism since 1930
Alexander Rood Mills published Odinist Religion in 1930 and founded the Anglican Church of Odin. The term Asatru today refers to the moderate version of Norse neopaganism.
-
Renko returns with his own voice: Teide, the eclipse and a collapse prophecy
Renko is back with audio recordings and a prediction: the Teide will erupt artificially during the eclipse. The eclipse came and went and the volcano did not erupt. The thread lives on.
-
Jorjani works for Peter Thiel
Andrija Puharich, a parapsychologist linked to MKUltra, is being named over alleged connections with Jesse Michaels and Peter Thiel. Here's what lies behind the story.
-
The extradimensional theory behind cryptids, UFOs and poltergeists
The Congo jungle is said to be a hotspot for cryptid sightings, which some attribute to extradimensional portals. Science dismisses it for lack of evidence.