Madrid – Seville high-speed line

Madrid – Seville
Route length:	471.8 km
Gauge :	1435 mm ( standard gauge )
Power system :	25 kV 50 Hz  ~
Maximum slope :	Rule: 12.5 ‰; Absolute: 13.25  ‰
Minimum radius :	Rule: 4000 m; Absolute: 3250 m
Top speed:	300 km / h
Legend 0        Madrid Atocha SFS Madrid – Barcelona 12,300 Valdemingomez connecting curve from Barcelona 14.272 Los Gavilanes 24,418 Parla 28        Route to Cuenca, València, Albacete SFS to Lisbon 35,311 Yeles 53.727 Practice the La Sagra route to Toledo 63.4     Tagus (704 m) 73.724 Ablates 89.535 Practice Mora 104.882 Los Yébenes 119.746 Practice Urda 130.136 El Emperador 149.621 Malagón 170.748 Ciudad Real 171        Ciudad Real (929 m) 196.476 Practice calatrava 209.761 Puertollano 225.426 Brazatortas 244,488 Practice Venta la Inés 267,343 Practice conquista Guadalmez (798 m) 285.193 Villanueva de Córdoba-Los Pedroches 293,950 Arroyo del Valle 300        Piedras de la Sal (2569 m) 304.8     Churretes Bajos 317.796 Adamuz Guadalquivir 345.184 Cordoba former lane change system to Málaga Guadalquivir 358.006 SFS Córdoba – Málaga 362,958 Almodovar del Río 387.149 Practice Hornachuelos 408,927 Peñaflor 426.144 Practice guadajoz Guadalquivir 442.719 Practice cantillana 460.461 Majarabique Lane changing system Majarabique Seville Santa Justa

The high-speed line Madrid – Seville is a 472 km long Spanish railway - high- speed line for high-speed traffic between Madrid and Seville .

The first Spanish high-speed line has been on schedule since April 21, 1992 from the Alta Velocidad Española (AVE) at up to 300 km / h. With the start of operations, the travel time between the two cities was reduced by more than half.

At Córdoba , the high-speed line Córdoba – Málaga branches off to the south from the line coming from Madrid.

course

The southern part of the high-speed line (black), including the junction to Málaga and other planned high-speed lines (red)

The route begins at Madrid-Atocha train station and runs over 31 bridges (total length 9,845 m) and 17 tunnels (total length 16,030 m) across the Castilian plateau . It rises to the south of Toledo and when crossing the Sierra Morena to an altitude of 800 meters and falls towards Seville to a few meters above sea ​​level . The Santa Justa terminus in Seville was rebuilt.

In the section between Madrid and Ciudad Real , the line largely uses the route of a former railway line.

Bypass Madrid

A 5250 meter long new line has been connecting the high-speed line with that to Barcelona since the end of 2008 . This means that there is no need to worry about trains passing through at Atocha station and saves around 21 kilometers. The 92.1 million euro route includes a 650 meter long viaduct over the Manzanares and a 395 meter long tunnel. At kilometer 13 it connects to the route to Seville and at kilometer 12 to the route to Barcelona. The connections to the existing high-speed routes are free of intersections .

Routing and technology

In contrast to the existing Spanish network, the high-speed line was built in normal instead of broad gauge . Instead of more than 3000 V direct current , the railway power supply is 25 kV alternating current . Twelve substations feed the overhead line using energy from the public network . About eight km in front of the two stations there are direct current sections. With the commissioning of the Madrid – Saragossa section of the high-speed line to Barcelona in 2002, the standard gauge of the Madrid Atocha station was switched to 25 kV AC voltage. A total of 9.85 km of the route lead over bridges and 15.8 km through tunnels.

The width of the subgrade is 12.7 to 13.3 m, the track center distance is 4.30 m.

The line was equipped according to the safety standards that were developed in the 1980s for the new German lines Hanover – Würzburg and Mannheim – Stuttgart . For 480 million Deutschmark equipped SEL Señalización SA (a company incorporated in 1986 Spanish subsidiary of SEL ) track with automatic train from. The entire route is controlled by eight electronic signal boxes (ESTW), which are remotely controlled from a control center in Madrid. These are the first ESTWs that went into operation in Spain. The track vacancy is reported using audio frequency track circuits. The order value for the complete electrification, the control and safety technology as well as communication systems amounted to 1.4 billion D-Mark (around 700 million euros ).

At the end of 2006, the ADIF commissioned a company with a volume of 12.6 million euros to make technical changes to the line's train control system so that trains of the RENFE series 104 can travel the line at 200 instead of 180 km / h. Another contract worth 4.1 million euros provides for changes to the ASFA train safety system.

Overtaking and emergency stations are located between the subway stations (Spanish: Puesto de adelantamiento y estacionamiento de trenes , abbreviation PEAT ). They are used to overtake slow trains with fast trains and to park maintenance vehicles. At many of these stations, trains can also be evacuated from simple platforms and evacuated into buses if necessary.

Foreign bodies falling on the tracks should be able to be detected using sensors.

history

The existing line between Madrid and Seville was largely single-track, only slowly navigable, overloaded and had a high detour factor (compared to the straight line). After a lengthy discussion, RENFE was able to prevail with its arguments for a new line.

On December 9, 1988, the Spanish Council of Ministers decided to implement the two routes between Madrid and Barcelona and Seville. On December 16, the decision was made to first move to Seville. On February 25, 1988, the international request for the procurement of 24 high-speed trains of the AVE type followed ; the order followed on December 23 of the same year. The first AVE class 100 multiple unit , based on the third generation of the TGV , was presented on October 10, 1991.

Originally, the line was to be built in Iberian broad gauge (1668 mm). Rail vehicle manufacturers, who point out the additional costs and technical risks of this gauge, which is unusual in high-speed traffic, were ultimately able to convince RENFE of the usefulness of the standard gauge. On December 9, 1988, the decision was made to run the new line in standard gauge. The contract to build the line was signed on March 16, 1989.

The line was built in 33 months, with a construction time of 24 months. Commercial operations commenced on April 21, 1992. In the first week, 23,200 passengers used the new trains, which corresponds to a capacity utilization of 81.4%. On April 20, 1992, operations between Madrid and Seville began. The travel time of trains running without stopping at the start of operations was two hours and 45 minutes. Connections with traffic stops in Ciudad Real , Puertollano and Córdoba take two hours and 55 minutes.

The fares between the two cities at the start of operations in the tourist class (2 + 2 seating) (converted) were between around 100 and 140 D-Marks , in the club class (2 + 1 seating) between 195 and 275 D-Marks. The double seats in the club class were arranged in compartments without doors. A drink and a menu were also included in the fare.

In addition to the AVE multiple units, Talgo VI units hauled by class 252 electric locomotives have also been used since the start of operations. The possibility of changing gauges was used from the beginning to connect the trains to the north of Spain. On November 28, 1991, one of these Euro locomotives supplied by Siemens and approved for 220 km / h set a new speed record for locomotives in Spain with 256 km / h on the line. From 1993, newly delivered Talgo VI units also operated between Málaga and Madrid under the brand name "Talgo 200". For this purpose, a lane change system was built near Córdoba. In 1994, the railway facilities in downtown Córdoba were relocated to a newly built tunnel, while the previous Córdoba C station was replaced by a new building a little further to the west.

In 2014, the new Villanueva de Córdoba-Los Pedroches stop was opened at an already existing overtaking point on the route to connect the Los Pedroches region to the high-speed network and thus better to the cities of Córdoba and Madrid.

Siemens was involved in the construction of the line. In the late 1990s, court cases were pending on corruption allegations related to the route. In the spring of 1998, the Munich public prosecutor's office started investigations on suspicion that the company had paid the Spanish Socialist Workers Party under Felipe González bribes in the double-digit millions and, in return, made price increases.

Every passenger is reimbursed the full fare if a train arrives at the destination with a delay of more than five minutes (as of 1995).

Effects of commissioning the route

The modal split between Madrid and Seville shifted significantly as a result of the route : between 1991 and 1994, the share of air traffic fell from 40 to 13 percent, for cars and buses the decrease was eight percentage points, from 44 to 36 percent. The rail market share increased from 16 to 51 percent in the same period. The total traffic on this route increased by 35 percent during this time. To start operations, 34 percent of rail customers had not previously used the railroad. In 2000, the AVE's market share on this route was 84 percent.

In 1997, 4.39 million passengers used the route, in 1998 a total of 4.75 million. The market share of the AVE between the two cities rose from 32.8 percent (1991) to 81.5 percent (1999), while the share of air traffic fell from 67.2 to 18.5 percent in the same period. Night travel on the broad-gauge line between Madrid and Andalusia was gradually reduced after the high-speed line went into operation and was completely stopped at the turn of the millennium.

At the beginning of 2009, the rail market share between Madrid and Seville was 80 percent.

literature

• High-speed traffic started in Spain and the new Madrid – Seville line went into operation . In: Eisenbahntechnische Rundschau , June 1992 edition, p. 354 f.

Web links

Commons : Madrid – Seville high-speed line  - collection of images

• LAV Madrid - Seville on the Ferropedia website (Spanish)
• Route on OpenStreetMap

Individual evidence

1. ↑ Spain's high speed step change . In: Today's railways Europe . June 2008, ISSN  1354-2753 , p. 40.
2. ↑ Adif concluye las obras del by-pass sur de Madrid-Atocha de la red de alta velocidad , ADIF press release of December 30, 2008
3. ↑ Schematic representation of the route  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. .  
4. ↑ ^{a b c} Spanish To Build More High-Speed ​​Lines . International Railway Journal, Sept. 1999.
5. ^ Announcement German signals in Spain . In: The Federal Railroad . No. 12, 1989, p. 1117 f.
6. ↑ "José del Valle Alvarez: Signal boxes for simple operating conditions . In: Signal + Draht . 92, No. 4, 2000, ISSN  0037-4997 , pp. 21–24 ( PDF; 166 kB ( Memento of the original from September 29, 2007 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. ). 
7. ↑ ^{a b} Report Euro locomotive on record run in Spain . In: signal + wire . Bd./Jg. 84, No. 3, 1992, ISSN  0037-4997 , p. 76.
8. ↑ High speed advances in Spain . In: Railway Gazette International . 163, No. 1, 2007, ISSN  0373-5346 , p. 4
9. ^ Mike Bent: Spain's high speed step change . In: Today's railways Europe . 150, June 2008, ISSN  1354-2753 , pp. 32-43.
10. ^ ^{A b c} Richard Malins: Spain - a New Railway Mania? . In: Modern Railways . Vol. 66, No. 726, 2009, ISSN  0026-8356 , pp. 58-63.
11. ↑ Talgo 350 reaches 300 km / h . In: Eisenbahn-Revue International , issue 1/2001, ISSN  1421-2811 , p. 22 f.
12. ↑ Message Siemens wants to build AVE line . In: Eisenbahn-Revue International , Issue 4, 1998, ISSN  1421-2811 , p. 157
13. ↑ Report of bribery affair pursued by Siemens . In: Eisenbahn-Revue International , Issue 6, 1998, ISSN  1421-2811 , p. 264.
14. ↑ The long runway to fly on rails . In: Frankfurter Allgemeine Zeitung . No. 253, 2011, ISSN  0174-4909 , p. T2.
15. ↑ Moshe Givoni: Development and Impact of the Modern High Speed Train: A Review . In: Transport Reviews . 26, No. 5, Jahr, ISSN  0144-1647 , pp. 593-611
16. ^ John Glover: Global insights into high speed rail . In: Modern Railways . Vol. 66, No. 734, 2009, ISSN  0026-8356 , pp. 64-69.
17. ↑ Greetings . In: On the subject , ZDB -ID 2115698-0 , edition 3/2001, June 2001, p. 3.