High-speed line Madrid – Barcelona – French border

Madrid – Barcelona – French border
Route length:	744 km
Gauge :	1435 mm ( standard gauge )
Power system :	25th kV, 50 Hz  ~
Maximum slope :	25  ‰
Minimum radius :	Rule: 7250 m Minimum: 4000 m
Top speed:	310 km / h; planned: 350 km / h
Train control :	ETCS L2
Legend 0.0 Madrid Atocha SFS to Seville SFS to Lisbon Bypass to the SFS in Seville 24.7 Jarama 64.4 Guadalajara -Yebes 116.0 Practice Las Inviernas 182.7 Practice Ariza AV 221.1 Calatayud Paracuelos (4763 m) 272.9 to the lane changing system Plasencia de Jalón 273.4 Practice Plasencia de Jalón 294.9 Abzw Moncasi 306.7 Zaragoza Delicias 311.7 SFS to Huesca 315.8 Canal Imperial junction 356.5 Practice Bujaraloz 396.8 Practice ballobar 403.7 Cinca 434.6 Les Torres de Sanuí junction 442.1 Lleida Pirineus 452.5 to the former Lleida lane change system 448.6 Artesa junction 452.5 to the former lane change system Puigverd 456.6 Les Borges 488.9 Practice L'Espluga 509.3 L'Alcover 512.8 Route to Valencia 520.9 Camp de Tarragona to the former lane change system Roda de Berà 534.7 Montornès 549.3 La Gornal substation 552.7 Practice L'Arboç 565.9 Exercise Vilafranca del Penedès planned. railway station 579.7 Gelida Martorell Llobregat Castellbisbal planned Bypass Barcelona Llobregat (Pallejà) 595.8 Sant Vicenç dels Horts Llobregat, Sant Joan Despí 610.4 Llobregat, Sant Boi Barcelona – Martorell – Tarragona railway line El Prat Llobregat Direction Can Tunis 620.9 Barcelona Sants Provença tunnel Barcelona-Sagrera Montmeló temporary train station to Girona Gbf Girona AVE Three-rail track from Viamalla Figueres -Vilafant State border Spain / France LGV Perpignan – Figueres to Perpignan

The high-speed line Madrid – Barcelona – French border is part of the high-speed network in Spain . With a maximum line speed of 350 km / h in the section between Madrid and Barcelona, ​​it is one of the fastest-traveled railway lines in the world. At a top speed of 310 The AVE puts the 620.9 km / h km between Madrid and Barcelona in a journey time of two hours and 30 minutes back. This corresponds to a cruising speed of 248.4 km / h (as of November 2017). The line is also part of Priority Project 3 (high-speed rail axis South, Paris-Madrid) of the Trans-European Networks (TEN).

The full length of the route between Madrid and Barcelona has been used by passenger trains since February 20, 2008. Technical attempts to increase the maximum speed to 350 run km / h. In 2013, the last section of the line was extended to France.

When the line goes into operation, the rail route between Madrid and Barcelona will be shortened by around 60 to around 621 km. The length of the trunk roads is similar, the air line is around 150 km shorter.

course

Madrid – Barcelona

The line begins at Madrid-Atocha train station ( 616  msnm ) and initially runs in a southerly direction next to the tracks of the high-speed line Madrid-Seville . After about five kilometers, the two separate, the route towards Barcelona then initially runs in a north-easterly direction through the suburbs of Madrid. The Guadalajara- Yebes train station is reached at kilometer 64 and was built as a commuter station seven kilometers southeast of the city center.

The route climbs further and reaches the highest point in the European high-speed network with a height of ( 1217.6  msnm ) in the Sierra Ministra (route km 152.7), southeast of Torralba . From route km 197, the route runs for around 30 km largely parallel to the existing route. Calatayud station is reached at kilometer 221. The connection of Zaragoza to the high-speed line goes north at kilometer 294, while the new line passes the city center about six kilometers south.

While the existing line turns to the north (towards Tardienta ), the new line runs directly to Lleida . For around 50 km the route is bundled with the Autopista AP-2 . While the new line runs around three kilometers south of the city center of Lleida, a clasp connects the city's train station. At route kilometer 452 there was a former gauge change system that was used until the last section of the route was completed.

In the further course to Barcelona, ​​the route initially follows the existing route at a distance of up to five kilometers. Martorell is bypassed to the north before the route bends in a south-easterly direction towards Barcelona. In the Llobregat valley , the tracks are tightly bundled with other roads and rails. The Barcelona-Sants train station at sea level will be in a 4619 m long tunnel.

The total length of the route between Madrid and Barcelona is 621 km, including the extension to the French border at 744 km or 855 km including connecting curves and routes. The route between Madrid and Barcelona runs between Madrid and Barcelona through the provinces of Madrid , Guadalajara , Soria , Saragossa , Huesca , Lleida , Tarragona and Barcelona . 29 percent of the Spanish population, 11.5 million people, live in these provinces (as of 1998). The metropolitan areas of Madrid (5.8 Million inhabitants) and Zaragoza (0.7 Million). In the metropolitan region of Barcelona around 3.2 million people.

The route runs through 26 tunnels and 94 bridges in the section between Madrid and Lleida alone (other source: 27 tunnels, 97 bridges on the entire 855 km route, other source: 24 tunnels between Madrid and Lleida).

The total length of the bridges in the 481 km long section between Madrid and Lleida is 26.6 km, the total length of the tunnel at 24.4 km. In many places the route runs on embankments or in cuts .

Zaragoza stands on a base of 80 000 m² the Zaragoza-Delicias train station . In addition to the railway facilities, the station complex also includes a bus station , a commercial complex with two hotels, a business center and 2000 parking spaces. In Saragossa, the short high-speed route branches off to Huesca .

The stations between Madrid and Barcelona are usually connected at no elevation , mostly via connecting curves. Among other things, a 21.2 leads km long section on Zaragoza, a 13.1 km long section past Lleida.

L'Arboç overtaking and emergency station

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 and construction machinery. At many of these stations, trains can also be evacuated from simple platforms and evacuated into buses if necessary.

Barcelona – Figueres – French border

A 155 km long high-speed line between Barcelona and the French border opened on January 9, 2013. The change in Figueres was not canceled until the timetable change on December 15, 2013. Since then, trains operated by the joint venture Elipsos of RENFE and SNCF have been running to Paris and Lyon. Since that day, Toulouse has also been connected to Barcelona without changing trains. A direct connection between Marseille and Madrid has also been set up.

Barcelona – Figueres section

In June 2007, the Ministry of Infrastructure Promotion announced that the entire line between Barcelona-Sants station and Figueres would not open until 2012 (instead of 2009). In fact, the line was not put into operation until 2013. One of the main reasons for the delay is in Girona , where extensive work on the construction of a four-kilometer-long inner city tunnel with lowering of the station began in April 2010. In Barcelona, ​​excavation began at the end of September 2009 for the Provença tunnel between the Sants station and the new Sagrera station . The 5.6 Most of the tunnel (4.8 km) driven with a tunnel boring machine . The crossing under about 800 buildings in the urban area of ​​Barcelona was controversial. The tunnel also passes the foundations of the Sagrada Família basilica just a few meters away. The shell of this section was completed in October 2010. Since December 2010, freight trains have been running on the standard gauge from the port of Barcelona to France. They used the already completed section of the high-speed line between Montmeló and the Girona freight station over a length of 66 kilometers as well as from Figueres-Vilafant and between the existing Barcelona-Cerbère line . One track between Girona and Viamalla was equipped with a third rail . In July 2011, the last tunnel penetrations were made in the urban area of ​​Girona. and Barcelona. This section of the route was inaugurated on January 9, 2013 as the last section of the entire connection to the French border.

Section Figueres – French border

The border with France is reached at La Jonquera , from there the route leads to Perpignan / Perpinyà . This northernmost section of the high-speed line is the Spanish part of the Franco-Spanish high-speed line ( LGV Perpignan – Figueres ), it includes, among other things, an 8.1 km long tunnel under the Col de Perthus in the Pyrenees . The estimated cost of the building, up to 900 million euros, was - for the first time in Spain - privately financed in advance as part of a public-private partnership and will be repaid over 50 years. In contrast to the more southern, conventionally commissioned construction section, this section was completed on time and went into operation at the end of 2010.

→ Main article : LGV Perpignan – Figueres

history

initial situation

The old Madrid – Barcelona line had not undergone any significant changes since it was built in the 19th century. With a few short exceptions, it has none for more than 120 km / h suitable alignment. In the Zaragoza– Manresa section (northwest of Barcelona) the existing line is only single-track, and it was heavily used in the 1990s. The section between Calatayud and Ricla is considered to be particularly rich in curves. The fastest long-distance trains reached an average travel speed of around 105 km / h.

The travel time by rail between Madrid and Zaragoza was three hours, between Madrid and Lleida four hours and 36 minutes and between Madrid and Barcelona six hours and 30 minutes. These travel times were roughly the same as travel times on the road.

The first considerations for a high-speed line between Madrid, Barcelona and the French border at Port Bou go back to 1975. The 728 km long, regular-gauge route should be up to 270 km / h. After the death of Francisco Franco in the same year, the project was initially no longer pursued. The 540 km long section between Madrid and Barcelona should - according to the planning status from the end of the 1970s - allow a travel time of two and a half hours between the two cities. The route should lead past Saragossa and connect the city via a tunnel.

On December 9, 1988, the Spanish Council of Ministers decided to implement the routes between Madrid and Barcelona and Seville. On December 16, the decision was made to first move to Seville. An expressway (span. Autovía ) between Madrid and Saragossa has existed since the early 1990s . As a result, the railways' market share on this route fell by around 40 percent within ten years. A toll highway has been connecting Zaragoza and Barcelona since the 1980s.

In the modal split between Madrid and Saragossa, the car was at the top with 66 percent in the mid-1990s. The share of the railway was 18, that of the bus 15 and that of the air traffic one percent. On the Madrid – Barcelona route, the share of cars was 24 percent, buses five and planes 63 and trains eight percent. The price of a train ticket (first class: 8200, second class: 6200 Pesetas) was significantly lower than that of a plane ticket (first class: around 20 000 pesetas, tourist class: around 12 000 to 15 000 pesetas).

In 1997, around three million passengers used the 65 daily flights offered by three airlines between Madrid and Barcelona. Ten years earlier, 1.4 million travelers had used air travel.

planning

At the end of 1988, the Spanish government decided to build a regular - gauge high-speed line between Seville, Madrid, Barcelona and the French border, with an extension to Perpignan. The first part of this axis, the Madrid – Seville high-speed line , was opened in the spring of 1992.

The Spanish Council of Ministers approved the first two sections of the high-speed line to Barcelona at the end of 1995. For the equivalent of 375 million euros, the 35 km long section between Calatayud and Ricla as well as the 80 km section Zaragoza – Lleida will be built. Construction should start in the summer of 1996, and the total cost of the route between Madrid and Barcelona had been estimated at the equivalent of 5 billion euros. The section between Madrid and Lleida was divided into 26 construction phases. The 1998 planning was based on the commissioning of the section between Madrid and Barcelona by 2002; the remaining route to the French border should be completed in 2004.

In 1996, construction work began on the Zaragoza – Lleida and Calatayud – Ricla sections. On May 23, 1997, the Spanish government decided to entrust the construction and management of the route to the Gestor de Infraestructuras Ferroviarias (GIF). This also assumed responsibility for the Zaragoza - Lleida and Calatayud - Ricla sections of the line, which had been under construction since 1996 .

In the planning phase, it was assumed that 12.4 million passengers between Madrid and Barcelona in 2005. RENFE's short-term plans from the beginning of 2008 assume 6 to 6.5 million passengers per year.

The line routing of the line was, essentially determined in addition to the geography and technical parameters through nature reserves. These make up eight percent of the country's area and were not allowed to be driven through.

The Ministry of Public Infrastructure estimated the cost of building the 635 km long connection between Madrid and Barcelona in the mid-1990s to 890 billion pesetas . The section between Barcelona and the French border was estimated at about 200 billion pesetas. The planned total investment for the 855 km long route is 8.775 billion euros and was partially financed through loans from the European Investment Bank . A loan of 2.5 billion euros, which was granted for the route in September 2002, was the largest loan from the EIB to date. For the construction of the 124.4 km long section between Chiloeches and Calatayud, the GIF released 77.5 billion pesetas in July 1998.

In the planning it was assumed that half of the costs would be borne by the European Union . Investors should contribute around 30 percent of the total costs. Freight transport was considered to increase profitability . Ultimately, the route was financed entirely from public funds.

construction

The route was started by the GIF , which was transferred to the Administrador de Infraestructuras Ferroviarias (ADIF) on January 1, 2005 and took over construction and operation.

On December 22, 1995, the Spanish government initially awarded two construction contracts for two sections to shorten the existing railway line: in addition to a 35 km long section between Ricla and Calatayud was also an 80 km long section through the Monegros plateau awarded in order to shorten the distance between Saragossa and Lleida.

Construction work began in 1996. On January 28, 2000, a consortium was awarded the contract to electrify the line between Madrid and Lleida.

The line should be completed according to the planning of 1999 2004, according to the planning of 2002 then go into operation in 2005 and later be extended to the French border. There were also delays in the section between Madrid and Lleida: The section was to be opened in 2002, following the planning in 2001. Due to problems in the construction and the new control and safety technology ( ERTMS / ETCS ), there were numerous delays. Rapid planning, combined with insufficient geological preliminary explorations, led to massive problems. On a total of 166 km long section, local subsidence and cavities occurred below the roadway, and some cuts and embankments were considered unstable. In addition, the concrete used in the construction of some tunnels and the Ebro Bridge proved to be brittle. In addition, test drives with more than 300 km / h gravel flight on. In spring 2003, the start-up of ETCS Level 2, initially planned for June 2003, was postponed by one year.

In order to be able to use the completed systems for through trains and thus to reduce travel times, lane change systems were installed at the ends of the route and removed again after the next section went into operation. This was the case, for example, in Zaragoza and Lleída.

The 82.5 km long section between Puigverd de Lleida and Roda de Berà (near Camp de Tarragona ), including a gauge change facility in Roda de Berà (for Talgo and CAF trains) was 97 percent completed in September 2006 and went into operation shortly afterwards. The last, 86 km long section between Roda de Berà and Barcelona-Sants was originally supposed to open at the end of 2007. Especially in the 4.1 km long introduction into Barcelona-Sants station along the existing tracks, between Sant Joan Despí and Sant Boi , construction work was still in progress in September 2006. An 870 was also built in this section m long bridge over the Llobregat and a railway line of the FGC to Martorell . On February 18, 2008, the inaugural trip between Barcelona and Camp de Tarragona took place. A Renfe class 103 train drove the route in 34 minutes, changing the track in several places.

The construction work repeatedly led to problems. In the last section between Camp de Tarragona and Barcelona alone, there were more than 20 collapses during the construction work. In 2007, a tunnel on the busiest Spanish railway line was pushed in in Barcelona, ​​so that in addition to the RENFE line, a line of the Barcelona metro and several lines of the Ferrocarrils had to be closed for weeks.

A citizens' initiative feared problems with undercutting the Sagrada Família in, according to its own statements, only around 75 cm distance to the building.

Installation

A plaque in Atocha train station reminds of the opening trip on the first section with King Juan Carlos and Queen Sofía

The opening of the entire line was initially planned for October 12, 2002. The section between Madrid and Zaragoza was put into operation by December 2002. The maximum permitted speed was initially 200 km / h. ASFA was used to control trains.

On February 24, 2003 there was a first test and demonstration run (with media representatives), whereby a RENFE class 100 multiple unit between Saragossa and Lleida briefly reached a speed of 300 km / h reached. The test drives originally scheduled until March 7th were canceled due to numerous problems. The opening date has been postponed six times from March 31 to October 11. With the resignation of GIF chairman Juan Carlos Barrón on February 27th, responsibility for the construction of the route was transferred to a working group of RENFE and GIF. On October 10, 2003, the line between Zaragoza and Lleida was inaugurated; the drivable route length increased to 409 km. The continuous trains were operated under the name Altaria with locomotive-hauled and re-trackable Talgo-6 units .

Station Camp de Tarragona with holding multiple units of the series 102 and 103 in August 2007

From February 26, 2005, four pairs of trains (three on Saturdays) operated daily between Madrid and Lleida with Talgo class 102 multiple units . On May 17, 2006 twelve re-gauging multiple units of the class 120 units were put into operation, which, with the brand name Alvia, replaced the Altaria trains on the entire route. The travel time between Madrid and Barcelona was reduced to four hours and 15 minutes on the non-stop trains. On the same day, the sections to bypass Zaragoza and Lleida went into operation.

On May 19, 2006 the maximum speed limit was increased to 250 km / h increased. With the commissioning of the train control system ETCS Level 1 on October 16 of the same year, an increase to 280 followed km / h.

Camp de Tarragona train station facing west. The junction to the Roda de Barà lane change facility is 13 km away.

On December 18, 2006, the 82.5 km extension to Camp de Tarragona completed and the lane change from Lleida to Roda de Barà. On May 7, 2007 the maximum speed limit was increased to 300 km / h increased. In the summer of 2007, Alvia trains that can be tracked will lay the 602.8 km long route between Madrid-Atocha and Barcelona-Sants with changing gauges in Camp de Tarragona in a driving time of three hours and 55 minutes (cruising speed: 153.9 km / h).

From May 9, 2007 test trains ran in preparation for the commissioning of this section to the Catalan capital to Sant Joan Despí on the outskirts of Barcelona, ​​which finally took place on February 20, 2008.

Until February 20, 2008, the high-speed line ended east of the Camp de Tarragona station . Non-re-gauging trains ended in Camp de Tarragona, the re-gauging units passed a re-gauging facility and reached the old line to Barcelona at St. Vicenç de Calders via a single-track connection. The broad gauge connection is 67.1 km long.

Bridge with rail extension and ETCS balises near Barcelona

The 78 km long section between Camp de Tarragona and Barcelona should last go into operation on December 21, 2007, but could not be completed in time. It went into operation on February 20, 2008, two months late. The travel time between Madrid and Barcelona is two hours and 38 minutes without stops.

Originally, it was planned that the second stage of the train control system (ETCS Level 2) would increase the maximum permissible speed to 350 in 2008 to increase km / h. According to the Minister for Infrastructure and Transport, Magdalena Álvarez in May 2007, the speed on all Spanish high-speed routes should be 300 for the time being km / h remain limited. According to information from the infrastructure company ADIF in mid-February 2008, security technology tests for 350 km / h started. In addition to the lack of operating approval for ETCS Level 2, the network operator ADIF fears that the route could reach 350 km / h are exposed to high wear. The ETCS track and vehicle equipment supplied by various manufacturers also causes problems.

A Talgo 350 (Renfe-BR 102) between Madrid and Tarragona

Bf Madrid Atocha, end car 7 103 617

In 2000, the tender for the delivery of high-speed trains for the high-speed route was issued in the amount of 1.3 billion D-Marks (approx. € 665 million). Talgo and Adtranz had applied for the job with the Talgo 350 , Siemens Transportation Systems with the Velaro E as well as a consortium of Alstom and CAF with TGV variants. The Alstom / CAF consortium offered a modernized variant of the series 100 (based on the TGV), the TGV Duplex and the AGV . An essential condition of the tender was that the trains would be largely produced in Spain and that maintenance in the country could be taken over by the manufacturer. Bombardier had already retired with its offer. In March 2001, the invitation to tender resulted in an order for the construction of 16 Velaro E and 16 Talgo 350 high-speed trains with a total volume of 740.4 million euros.

Since the full commissioning between Madrid and Barcelona, ​​the series 103 Velaro E multiple units have primarily been used on this route.

Record runs

On June 12, 2002, the Talgo XXI tilting technology train set 254 during a journey on the Lleida - Saragossa section under construction km / h set a new world record for rail vehicles with diesel engines.

On July 16, 2006 a Velaro arrived E on the route between Guadalajara and Calatayud a speed of 403.7 km / h. This made it the fastest serial train in the world (the TGV records were set with specially modified vehicles).

As early as February 24, 2001, a pre-production unit of the Talgo 350 was on the track with 359 km / h set a new Spanish rail speed record.

See also: World speed records for rail vehicles

business

use

Overview of train types and their stops en route in the final stage

The route is used by different types of train , including AVE , (re-trackable) Alvia and Altaria .

The operating program provides for only some of the trains to stop at some or all of the subway stations. Other trains run between Madrid and Barcelona without stopping. In addition, two pairs of trains are currently (2010) using the route for a direct connection from Barcelona and Saragossa to Andalusia (Seville and Málaga) without stopping in Madrid. These trains run on a connecting curve opened in January 2009 between the high-speed lines Madrid – Barcelona and Madrid – Seville , which runs between Getafe and the Madrid district of Vallecas and has a length of 5.25 km has. In addition, the route between Barcelona and Zaragoza is operated by "Alvia" trains to and from Bilbao and between Madrid and Zaragoza by trains to and from Huesca . For the connection to Bilbao, another lane change system for the Talgo and CAF systems was built northwest of the Zaragoza-Delicias train station.

With the commissioning of ETCS Level 2, the maximum permissible speed on the line was increased to 310 on October 24, 2011 km / h increased. The travel time of the through trains between Madrid and Barcelona has been reduced by eight minutes to two hours and 30 minutes.

Effects

With the commissioning of the first section on October 11, 2003, the travel time between Madrid and Lleida was reduced from four hours and 49 minutes to two hours and 40 minutes; the train service was expanded from four to ten pairs of trains per day. The travel time between Madrid and Barcelona was reduced from around seven to four hours and 40 minutes.

Between October and December 2003, the number of rail passengers between Madrid and Barcelona increased by 19 percent year-on-year. In 2004, air traffic between Madrid and Zaragoza lost 85 percent of its passengers to the railroad. After the opening of the section to Tarragona in October 2006, the number of tickets sold increased by 157 percent within two months year-on-year. On April 1, 2007, the Iberia subsidiary Air Nostrum stopped air traffic between Madrid and Reus . At the end of 2007, the vehicles of the 120 series achieved a travel time of four hours and 20 minutes (seven pairs of trains per day).

In the first half of 2007 the number of passengers between Madrid and Barcelona increased by 13 percent compared to the previous year to 598 300 travelers too. The utilization of through trains between Madrid and Barcelona averages 70.1 percent (as of June 2008). In mid-2009 the occupancy rate was more than 75 percent. In the first year of operation (February 20, 2008 to the end of 2008), six million passengers used the route. This corresponds to an increase of 82 percent over the same period of the previous year.

In 2007, the rail market share, in relation to aircraft, between Madrid and Barcelona was 11.8 percent. At the end of 2008, the share of rail users on this route was more than 48 percent. The average punctuality of the trains is given as 99.18 percent. In the event of a delay of more than six minutes, passengers will be reimbursed the fare.

technology

Along with the Madrid – Seville high-speed line, the line is one of the first Spanish lines to be used in the standard gauge used in Central Europe (1435 mm) instead of the broad gauge common in the Spanish network (1668 mm) has been carried out.

It is also one of the first routes on which trains with ETCS run on schedule. Based on ETCS, ERTMS is being used for the first time in Spain on this route. In a first stage, ETCS Level 1 was put into operation in 2006, bringing the maximum speed to 250 km / h increased. Even after the switch to ETCS Level 2, conventional stationary signals will be used on the route. For communication between train drivers and dispatchers is GSM-R is used.

The tunnels were largely built using shotcrete .

The superstructure consists of concrete sleepers and the UIC rail profile 60 . Opposite the Madrid – Seville high-speed line, which is 300 km / h, the height of the thresholds has been increased by two centimeters. Due to the short planning period and the lack of experience, the installation of a slab track was dispensed with.

The subgrade width is 14 m, with a track center distance of 4.70 m.

For the static load test of the bridges, trucks were set up in statically unfavorable places, to test the dynamic load, full brakes were applied with trains on the bridges.

A total of 296 points for branch speeds of 100, 160 and 220 were installed on the route km / h (136 pieces) installed. Transfer points were set up at intervals of 25 to 30 kilometers , those in the branching line - as well as track changes in train stations - with 220 km / h can be driven. The switches of these track connections are clothoid switches with a length of 180 m and one of 17 000 to 7300 m reducing radius ; the tongues of these points are 63 meters long , the frogs 28.8 meters long. The maximum lateral acceleration at the start of the turnouts is 1.0 m / s².

A total of 196 rail extensions were installed on the bridge structures, depending on the length of the structure with an extension length of between 150 and 600 mm.

Web links

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

• LAV Madrid - Zaragoza - Barcelona - Frontera Francesa on the Ferropedia website (Spanish)

Individual evidence

1. ↑ ^{a b c d e f g} Spain: EUR 300 million loan for Madrid-Barcelona-Figueres high-speed rail line ( Memento of the original from December 20, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . In: eib.org. dated June 2, 2003, accessed September 14, 2007. 
2. ↑ ^{a b c d e f} Spanish To Build More High-Speed ​​Lines . International Railway Journal, Sept. 1999.
3. ↑ ^{a b c} Spain’s great rail race . In: railway-technology.com. dated July 30, 2007.
4. ↑ ^{a b c d e f g h i j k} Albert Vilalta, Andrés López Pita: New line Madrid – Zaragoza – Barcelona – French border. In: Railway technical review . 47, No. 8/9, 1998, pp. 506-509.
5. ↑ ^{a b c d e f g h i j} Mike Bent: Spain's high speed step change. In: Today's railways Europe. 150, June 2008, ISSN  1354-2753 , pp. 32-43.
6. ^ ^{A b c d e} K. Fockenberg, G. Blaasch: Railway high-performance lines in Europe. In: Civil engineering. 2003, issue 7, pp. 400–408 (PDF file, 3.5 MB)
7. ↑ ^{a b c d e f g h i j k l} Amar Chaker, Jeffrey Falero: Speeding across Spain. In: Civil Engineering. 71, No. 6, 2001, ISSN  0885-7024 , pp. 52-58.
8. ↑ K. Fockenberg, G. Blaasch: Project management for large infrastructure projects . In: Civil engineering. 2001, issue 1, p. 31 (PDF file, 541 kB)
9. ↑ ^{a b} Alvia cuts Madrid - Barcelona to 4 h 15 min. In: Railway Gazette International . 162, No. 7, 2006, ISSN  0373-5346 , p. 373.
10. ↑ ^{a b} source is missing
11. ↑ La tuneladora del AVE empezará a perforar Barcelona a finales de septiembre  ( 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. News from January 16, 2009.  
12. ↑ ^{a b} Perpignan – Barcelona AVE to open in 2012… .or 2020? In: Today's railways Europe. August 2007, issue 140, ISSN  1354-2753 , p. 10.
13. ↑ Entra en servicio el primer corredor transfronterizo de mercancías en ancho internacional entre España y Francia. ( Memento of December 25, 2010 in the Internet Archive ) Press release from the Ministry of Infrastructure Development ( Ministerio de Fomento ) of December 21, 2010.
14. ↑ Le dernier tunnel TGV de Girona est percé. In: la-clau.net. dated July 6, 2011.
15. ↑ Le dernier tunnel TGV de Barcelone, enfin percé. In: la-clau.net. dated July 27, 2011.
16. ↑ Le premier TGV Figueres-Barcelone, enfin lancé. In: la-clau.net. dated January 8, 2013.
17. ↑ ^{a b c d} Talgo 350 reaches 300 km / h. In: Eisenbahn-Revue International . Issue 1/2001, ISSN  1421-2811 , p. 22 f.
18. ^ Fernando Oliveros: High-speed routes in Spain: Madrid – Barcelona – Port Bou. In: Railway technical review . 28, No. 10, 1979, pp. 747-752.
19. ↑ message AVE: Approval for Madrid-Barcelona. In: Railway technical review . 45, No. 4, 1996, p. 163.
20. ↑ ^{a b c} eleconomista.es . In: El Economista. February 18, 2008.
21. ↑ Notification of AVE progress. In: Eisenbahn-Revue International. Issue 10/1998, ISSN  1421-2811 , p. 434.
22. ^ Announcement Adtranz electrifies Spain. In: Eisenbahn-Revue International. Issue 5/2000, ISSN  1421-2811 , p. 205.
23. ↑ ^{a b} Helmut Rieger, Herbert Landwehr, Jens Cuylen: The new high-speed train AVE S 103. In: ZEVrail, Glasers Annalen . 126, No. 10, 2002, pp. 428-441.
24. ↑ ^{a b} Civils and signals block speed-up on world's fastest line. In: Railway Gazette International . 161, No. 4, 2005, ISSN  0373-5346 , p. 179.
25. ^ ETCS problems in Spain. In: Eisenbahn-Revue International. Issue 5/2003, ISSN  1421-2811 , p. 217.
26. ↑ Spanish network to grow by 500 km in 2006-07. In: Railway Gazette International . 162, No. 12, 2006, ISSN  0373-5346 , p. 778.
27. ↑ Twice as fast from Madrid to Barcelona . In: Spiegel online. February 20, 2008.
28. ^ Gaudí's underground. In: Frankfurter Allgemeine Zeitung . No. 69, 2007, p. 40 (PDF; 1.1 MB).
29. ↑ El AVE llega a Tarragona. EFE , December 18, 2006, accessed August 6, 2013 (Spanish). 
30. ↑ ^{a b} Colin J. Taylor: Speed ​​Survey: TGV Est lifts the record (PDF; 311 kB). In: Railway Gazette International. September 2007, pp. 553-558.
31. ↑ ^{a b} El AVE iniciará su servicio de Barcelona el 20 de febrero. EFE, February 12, 2008, accessed August 6, 2013 (Spanish). 
32. ↑ Two new AVE lines inaugurated in Spain . In: Neue Zürcher Zeitung , December 23, 2007.
33. ↑ El AVE enlazará Madrid y Barcelona en 2 hours y 38 minutes ( Memento of July 13, 2012 in the web archive archive.today ). AFP notification dated February 13, 2008.
34. ↑ La velocidad comercial maxima del AVE en España será de 300 km / h ]. In: www.lavanguardia.es. May 7, 2007.
35. ↑ ^{a b} Gerd Gregor Feth: Time flies by. In: Frankfurter Allgemeine Zeitung , July 29, 2008, p. T 6, also: Time flies by .
36. ↑ ^{a b} Report Madrid-Barcelona: Call for tenders. In: Railway technical review . 49, No. 9, 2000, p. 637.
37. ↑ Announcement of the AVE tender. In: Eisenbahn-Revue International. Issue 8-9 / 2000, ISSN  1421-2811 , p. 372.
38. ^ ICE 3 for Spain. ( Memento of September 27, 2007 in the Internet Archive ) In: Eurailpress. March 26, 2001.
39. ↑ Directory: / pix / es / private / work / GIF / Talgo_XXI. Railfaneurope.Net , October 26, 2002, accessed January 25, 2009 . 
40. ↑ Announcement of the Talgo speed record. In: Eisenbahn-Revue International. Issue 10/2002, ISSN  1421-2811 , p. 469.
41. ↑ Velaro - Ferrari on rails in Focus online from March 29, 2007.
42. ↑ Siemens Transportation Systems: Siemens world record train starts passenger service in Spain . Press release from June 22, 2007.
43. ^ Peter Weber, Bernhard Braun: High-speed power head TALGO 350 pre-series. In: EI - Railway Engineer. 52, No. 11, 2001, ISSN  0013-2810 , pp. 64-77.
44. ↑ El próximo sábado entra en servicio el by-pass sur de Madrid Atocha en la red de alta velocidad . In: vialibre-ffe.com. Retrieved April 13, 2010.
45. ↑ Madrid - Barcelona at 310 km / h with ETCS Level 2 . News from October 18, 2011.
46. ^ Announcement NBS Madrid - Lleida in operation. In: Eisenbahn-Revue International. Issue 11/2003, ISSN  1421-2811 , p. 504.
47. ^ Corrigendum. In: Eisenbahn-Revue International. Issue 12/2003, ISSN  1421-2811 , p. 541.
48. ↑ Madrid-Barcelona High-Speed ​​Train Traffic + 13% in 1st Half . In: trains4america.wordpress.com. dated August 24, 2007, accessed September 14, 2007.
49. ↑ Siemens Mobility:  ( page no longer available , search in web archives ) Complete Mobility - balance between environment and economy . Press release from June 23, 2008.
50. ↑ ^{a b c} Martin Steuger: Velaro - customer-oriented further development of a high speed train. In: Zevrail , Volume 133, Issue 10, October 2009, pp. 414–425.
51. ↑ ^{a b} Message Adif allows freight access to HS lines. In: International Railway Journal , Volume 49, Issue 2, February 2009, p. 8.
52. ↑ Faster on the track  ( page can no longer be accessed , 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. . In: Rheinische Post , November 27, 2008.  
53. ↑ Siemens and Alstom supply ETCS equipment for E-Lok 189. ( Memento from October 26, 2007 in the Internet Archive ) In: Eurailpress. 4th December 2006.
54. ↑ Jacques Pore: ERTMS / ETCS - experiences and perspectives . In: signal + wire . tape 99 , no. 10 , 2007, ISSN  0037-4997 , p. 34-40 .
55. ↑ ^{a b c d} Hubertus Höhne: Rail technology of the HGV line Madrid - French border. In: EI - Railway Engineer. 54, No. 12, 2003, ISSN  0013-2810 , pp. 37-42.