Several Americans are believed to have been injured in a high-speed train collision that killed at least 68 people in Spain on Wednesday when one train collided with another that had stopped on the tracks.

The crash took place in Spain's Castilla-La Mancha, with the regional government confirming the death toll and adding that another 58 people required medical treatment in hospitals. Several Americans are believed to have been hurt in the crash, according to the State Department.

Rescue workers continue to search in the wreckage for survivors and bodies, with witnesses describing a gruesome scene.

Wednesday's incident is the second high-speed rail crash Spain has suffered this year.

Spain’s rail system operator ADIF said the crash occurred Wednesday morning in the province of Toledo. Both trains were carrying hundreds of passengers, and were headed in the same direction on a route from Madrid to Seville.

CRASH INVOLVING SPEEDING TRAIN, MINIBUS IN BELGIUM LEAVES 4 DEAD INCLUDING 2 CHILDREN

One train, run by the state-owned RENFE company, ran into the tail of the other train owned by private company IRYO that had stopped, knocking two of its cars off the track. Those companies were the same ones involved in January's crash.

Esther Padilla, a spokesperson for the Castilla-La Mancha regional government, said 397 passengers were on the RENFE train and 147 passengers on the IRYO train.

Spanish Transport Minister Óscar Puente attributed the deadly train collision to what he described as an "inexplicable" decision by the country's central rail control center to allow a train to resume traveling after a safety system malfunctioned.

Puente said the train's engineers were not responsible for the collision.

According to Puente, a computer malfunction caused a safety system covering roughly 39 miles of track to stop working around 8:30 a.m.

The disruption forced trains in the affected area to stop, but the central control center subsequently authorized the RENFE train to resume traveling without speed restrictions, he said.

Just over 20 minutes later, the RENFE train collided with the stopped IRYO train.

Puente said the RENFE train should never have been cleared to resume traveling while a stop signal remained active on the line. At a minimum, he said, the train should have been instructed to proceed at a reduced speed.

Officials are still working to determine the train's speed at the time of the collision, but Puente said it may have been traveling at approximately 124 mph.

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David Gómez, a construction worker, was working with his brother and another colleague nearby when they heard the crash and ran to help, he told the newspaper El País.

"People were trying to get out through the windows…. We cut through some fences to access the area and treated people with the first-aid kits we had brought," until emergency services arrived, he said. "As I was trying to pull a young woman out, there was a piece of a leg."

Spanish Health Minister Mónica García said emergency workers were focusing on rescuing survivors and bodies from the two most damaged train cars. She said the injured are being sent to different hospitals in the area.

"It was a high-speed impact, so we are expecting this to be a tragedy," García said.

Spanish Prime Minister Pedro Sánchez visited the crash site and announced that his government would declare three days of national mourning.

"Today all of Spain is grieving," Sánchez said.

The prime minister also called for enhanced safety measures across the country's rail system following the second high-speed rail crash this year.

"It is unacceptable for a country like Spain to suffer two high-speed rail accidents in the same year," he said.

Passenger Ignacio Relaño was traveling on the RENFE train. He told state broadcaster TVE that the train had stopped momentarily on the line before it started again and then crashed into the IRYO.

"We all felt the train abruptly slowing down and then the impact," he said. "The car leaned to one side like it was about to tip over. I hit my nose, everything went flying, luggage, cellphones. Everything shook."

Another passenger recounted to Cadena Ser radio how she felt the train slam on the brakes and was thrown forward in her seat, breaking the small table in front of her. She said she saw body parts and trapped people covered in blood.

IRYO, an Italian-owned company, said in a statement that it has "activated its security protocols and is closely working with authorities."

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Spain’s King Felipe VI and Queen Letizia said in a short statement on X that they were following news of the accident.

"We are deeply saddened and concerned by the train accident in Urda (Toledo)," the royal couple said. "We share in the grief of the families and loved ones of those who lost their lives, and we send our heartfelt support to the injured and all those affected."

The Associated Press contributed to this report.

• United's CEO thinks Starlink is now the second-most important factor in customers' flight choices.
• Scott Kirby said some passengers are flying on regional airlines to guarantee Starlink access.
• United's speedy Starlink rollout is the airline's "biggest competitive advantage," Kirby said.

United Airlines CEO Scott Kirby believes passengers are more interested in Starlink than ticket prices when picking which airline to fly with.

"I think Starlink, behind the schedule, is the most important thing for customers to choose an airline now," Kirby told the "Cheeky Pint" podcast on Tuesday's episode.

United is leading the way in the US in installing Starlink, the high-speed WiFi service from Elon Musk's SpaceX. The airline was one of the first to sign up in 2024 and has since equipped almost half of its planes with Starlink.

While Starlink is on all United's regional airplanes — those operated under the United Express brand — it is on less than 3% of its wide-body jets that fly long-haul routes, according to the airline's tracking tool.

Some travelers are choosing flights on these smaller regional airplanes to ensure they can access Starlink, Kirby told "Cheeky Pint."

Kirby said that when passengers told him this, his reaction was: "Holy cow!"

He also recalled booking a recent flight and ensuring he wouldn't be in the air when the Milwaukee Brewers were playing, so he could watch the game on TV. "Whereas if I had known for certain that my flight was going to have Starlink, I would have booked it during the game," he added.

American Airlines has also made a deal with Starlink, but it is not due to begin installing the terminals until early next year. Delta Air Lines has instead signed up for Amazon Leo, a similar service due to launch in 2028, which has attracted considerable criticism from Musk.

Although Musk has called for Delta CEO Ed Bastian to be fired, Kirby disagreed. "He's not going to lose his job over it," he said.

However, United is trying to win over Delta customers who might want Starlink. This month, it ran a promotion offering to match travelers' loyalty status on Delta or American, advertising "the fastest WiFi in the sky."

Thousands of customers signed up within two weeks, United said, and status match applications were up 275% compared to before the campaign.

"We're going to get customers that have been loyal to other airlines that try us for Starlink and stay because the technology is better," Kirby told the podcast.

While he called Starlink "the biggest competitive advantage," he also said it won't last forever.

"Everybody eventually is going to have high-speed, low Earth orbit. It's going to be a must-have."

• Amtrak rolled out its newest fleet of trains in late September, called Airo.
• The new fleet launched in the Pacific Northwest, and 83 trainsets will roll out nationwide.
• I rode Airo in coach and loved the cleanliness and new luxuries, but it missed one rider must-have.

I've been a regular Amtrak passenger for about four years now, and often ride in the Pacific Northwest where the tracks run past green pastures, blue rivers, and no shortage of trees.

But as much as I love the scenery, the old Amtrak trains that travel it have always left me wanting more.

So when Amtrak announced it would release a new line of trainsets in late September, I booked a ticket immediately to experience the high-end difference it promises.

The new fleet, called Airo, is replacing Amtrak's existing Cascades trains. Amtrak plans to roll out 83 Airo trainsets nationwide, with additional Cascades sets entering service through early 2027.

While the $34 round-trip ticket and over 2 ½-hour travel time between Eugene, Oregon, and Portland were the same as usual, some new amenities stood out to me, but I found one key perk was missing.

Here's what the Amtrak Cascades Airo train was like.

I was stunned by how modern the train felt.

When I stepped aboard, I was taken aback by the modern design throughout the cabins. It's a stark contrast to the older trains previously used on the Cascades route.

There was plenty of light, which reflected off the sleek, gray walls, and the smell of new leather made the ride feel quite luxurious.

Riding in coach, I noticed ample storage and that some racks could be pushed up to make room for bike storage.

Also, the new Airo train had a "cab" car with dedicated storage. This helps keep aisles clear of rogue bags and carry-ons.

The seats were far more comfortable.

The seats on the new Airo trains are ergonomic, making my back feel way more supported during the nearly three-hour ride.

I didn't find myself switching around my sitting positions as much as I normally do, so I was able to get some peaceful shut-eye.

New amenities could be found throughout the cabin.

I did a double take when I saw that Elkay water bottle stations are on board. Compared to Amtrak's older trains, which have tiny water faucets, this was a major upgrade, particularly useful for long journeys.

The doors aboard the Airo train have touchless controls, including the bathroom doors, which helped make the train — and me — feel cleaner.

The food was good and affordable.

Amtrak said the Cascades Cafe menu was updated in June to include locally sourced products from across the Pacific Northwest. I opted for an Italian Grinder sandwich, a Twix chocolate bar, and a Sprite for a total of $14.50.

While I didn't notice much difference in the overall options or the sandwich's quality compared with prior trips, the food was good. I also liked the self-service refrigerators and grab-and-go options, which made the process quick and easy.

"We introduced the menu two months ahead of the Airo fleet launch to ensure operational readiness," an Amtrak spokesperson told Business Insider. "The Airo fleet features the refreshed menu along with self-service displays that make shopping and checkout easier, upgraded food preparation equipment to improve quality, and digital displays that showcase the full range of offerings."

There was no information on the train's location and arrival time.

My biggest source of discontent during my trip was not knowing where the train was en route or whether there were any delays.

While I can get this information from the app — and even that can be inaccurate — I had imagined that the Airo train would display its location and estimated arrival time on its screens, as many modern airplanes do.

This left me and other passengers toward the end of the trip wondering when exactly we would arrive at our final destination. We went old-school and asked a crew member instead.

The Amtrak spokesperson said the onboard screens, as well as audio announcements, tell customers when a train is approaching and arriving at a station, and what progress has been made between stops. They said that live arrival and location updates are an amenity it is exploring, but the trains don't have a real-time data connection needed for the capability.

I'm still happy with the new Amtrak trains.

My round-trip experience on Amtrak's new Airo train was largely pleasant. I felt much more comfortable aboard the Airo train than on Amtrak's older trains, thanks to the new ergonomic seating and cleanliness, but I wish Amtrak could display our arrival time better.

Though that amenity would be great, it's not keeping me from coming back.

• You know who has a cool job? Jonathan Mutch, who's a helicopter pilot in Antarctica.
• He lands on helipads made of ice and has to navigate rapidly changing weather conditions.
• Flightseeing is included in select Antarctic itineraries, which start at a whopping $20,000 a person.

Quark Expeditions helicopter pilot Jonathan Mutch is working his fifth season in Antarctica, flying high-paying tourists to some of the planet's most remote places.

Mutch told Business Insider that flying helicopters across the seventh continent is no easy feat.

It takes a team of pilots, flight engineers, mountain guides, and expedition leaders to run the operation safely. Quark says it has strict environmental parameters to avoid affecting wildlife.

He said that because Antarctic weather can be harsh and unpredictable, guests must have realistic and flexible expectations.

"It's a lot more complicated than it looks," Mutch said. "We'll start with a study of our maps and charts and previous experience with the weather, and we'll brief over the preceding days."

Helicopter flightseeing excursions are included in all Antarctic itineraries on the Ultramarine, the luxury vessel where Quark guests live during their voyage and where the helicopters take off and land.

Mutch said Quark prioritizes getting everybody a 15-minute flightseeing trip, followed by potential landings.

Pricing for the 2026-2027 season starts at about $20,000 per person and includes flightseeing, meals, housing, and other activities. Helicopter landings are $995 extra.

Deep-pocketed tourists can also pay $30,000 or more per person for a more helicopter-focused tour that includes landing near an Emperor penguin colony.

Helicopter flying is different in Antarctica

Mutch said Quark has two Airbus-made H145 helicopters, which are fitted with safety technology for polar operations, such as two redundant engines and an advanced autopilot.

The helicopters are stored and maintained in hangars atop the ship. Here, guests board and disembark, the aircraft are refueled between trips, and the crew plans flights.

Mutch said both helicopters are needed to prep the landing sites before taking passengers. Pilots and engineers ensure that things like lighting and recirculating snow won't affect safety or visibility.

Jake Morrison, senior director of expedition operations, told Business Insider that a flightseeing operation requires at least 13 employees, or 20 or more for ice landings.

Experienced mountain guides test the landing ice thickness and ensure the sites are safe for walking and void of crevasses.

"We won't get airborne if the experience is going to be lackluster or if there's any risk of leaving anybody out there," Mutch said. He added that Quark operates to the same standards as airlines and that the ships' crew will always track the helicopter's location.

Mutch said Quark pilots are trained beyond minimum standards, including twice a year in a flight simulator, and have a background in complicated flying.

"We'll put the aircraft into white-out conditions and test the pilots' decision-making," Mutch said, speaking about the simulator training. "We want guys who are not going to be too proud [that causes them] to push on and make mistakes."

There are environmental considerations

Flying carbon-emitting helicopters across Antarctica will impact the environment, but Quark said it does what it can to minimize its footprint.

Morisson said the H145 helicopters are more fuel-efficient and quieter than similar aircraft in their category.

Mutch said flightseeing tours are intended to show the landscape, so pilots will not fly within a mile of wildlife. The flight-following crew on the ship helps maintain distance.

When he performs Emperor penguin landings, Mutch said there is typically an iceberg between the birds and humans, so Quark guests are "virtually inaudible and invisible."

"The last thing we want to do is change the behavior of any wildlife or interact in any way with the wildlife down here, whether it be penguins, seals, sea birds, or whales," Mutch said. "We explain this to passengers when we board."

These are necessary considerations as Antarctic conservation is a hot topic. A record-breaking number of tourists visit the continent: About 120,000 people visited during the 2025-2026 season, up from about 100,000 the year before.

As ice levels decrease, wildlife is at risk of pollutants from ships, aircraft, and humans. A September 2026 study interviewed 25 former Antarctic tour guides who said they left the industry after facing a moral conflict between their jobs and their concerns about environmental and wildlife harm.

The International Association of Antarctica Tour Operators, an Antarctic advocacy group, responded, saying the points were valid and should be heard, but they may not represent the views of the over 6,600-person guiding community on Antarctica. IAATO added that tourism helps educate and advocate for conservation, and the agency tries to curb risks by limiting the number of people on the continent at any given time.

Visitors should have realistic expectations

The weather will determine whether a flight can operate safely, so there are some days when a tour is scheduled but cannot fly — meaning guests must prepare for uncertainty and possible disappointment.

It's easy to get frustrated considering the high cost of the tour, but that's the reality of flying in the polar south.

"We're quite conservative about when we fly, but we'd ideally want a blue-sky day," he said, adding the company completes an average of 200 flights per season. "We'd like to fly three or perhaps four times per trip, but it's really what the weather will allow us."

Most people do get the chance to fly over Antarctica, thanks to long itineraries and a variety of destination options.

The single-pilot flightseeing tours carry up to six passengers, with everyone getting a window seat. To optimize capacity, landings will carry up to nine, as prime seating is unnecessary.

"There's Fournier Bay on Anvers Island, an amphitheater of steep ice cliffs, and if we can get above the ridge, you can see up to 100 miles of the Antarctic Peninsula on a clear day," Mutch said, speaking about his favorite sites. "It's not unusual to have guests welling up, overwhelmed with emotion."