Madrid–Seville high-speed rail line
The high-speed line Madrid- Seville is a 472 km long Spanish high-speed railway route for high -speed traffic between Madrid and Seville.
The first Spanish high speed line is traversed with up to 300 km / h since April 21, 1992 from Alta Velocidad Española schedule (AVE ). With operating recording the travel time between the two cities was reduced by more than half.
In Córdoba Córdoba -Málaga high-speed line branches off to the south on the next route from Madrid.
- 3.1 Impact of distance commissioning
Course
The route begins in Madrid 's Atocha Station and runs over 31 bridges (total length 9845 m ) and 17 tunnels (total length 16,030 m) on the Castilian plateau. It rises south of Toledo and at the crossing of the Sierra Morena to 800 meters in altitude and falls to Seville a few meters above sea level from. The terminus station Santa Justa, Seville was built.
The route uses the section between Madrid and Ciudad Real largely the route of a former railway line.
Bypass Madrid
A 5250 meter long new railway line since the end of 2008 combines high-speed line with the Barcelona. For passing trains so that the head making in Atocha train station is superfluous and saves around 21 kilometers. The 92.1 million -euro range includes, among other things, a 650 meter long viaduct over the Manzanares and a 395 meter long tunnel. It connects to the route to Seville and at kilometer 12 on the route to Barcelona at kilometer 13. The connections to the existing high-speed lines are executed without crossing.
Routing and Technology
The high-speed line was, in contrast to the Spanish existing network, built in Normal instead of broad gauge. Instead of using 3000 V DC railway power supply is provided with 25 kV AC. Twelve substations dine by energy from the public network, the overhead line. Approximately eight kilometers from the two railway stations located close to DC sections. With the commissioning of the section Madrid- Zaragoza the high-speed line to Barcelona in 2002, the control track part of the Madrid Atocha railway station was switched to 25 kV AC. A total of 9.85 km of track lead over bridges, through tunnels 15.8 km.
The width of the subgrade is at 12.7 to 13.3 m, the distance between track centers at 4.30 m.
The line was fitted by the underwriting standards that were developed in the 1980s for the German new lines Hannover- Würzburg and Mannheim -Stuttgart. For 480 million D- Mark upgraded SEL Señalización SA ( Founded in 1986, a Spanish subsidiary of SEL), the route with automatic train from. The control of the entire route over eight computer-based interlocking ( CBI ) which are remotely controlled by a central office in Madrid. These are the first ESTW who went in operation in Spain. The track vacancy detection by means of audio-frequency track circuits. The contract value for the complete electrification, control and safety technology and communications equipment amounted to 1.4 billion DM ( 700 million euros ).
End of 2006, a company commissioned the ADIF in the amount of 12.6 million euros with technical modifications to the train control system of the track so that trains of RENFE Series 104 can travel the route in the future with 200 instead of 180 km / h. Another contract in the amount of 4.1 million euros sees defeat the ASFA train protection system.
Are pulling over and Notbahnhöfe ( Spanish Puesto de adelantamiento y estacionamiento de trenes, abbreviation PEAT ) between the intermediate stations. They serve the overhaul of slow by fast trains and parking of maintenance vehicles. At many of these stations trains can be cleared even on simple platforms and evacuated in buses when needed.
By means of sensors are foreign bodies that fall on the tracks, can be detected.
History
The existing line between Madrid and Seville was largely single-track, slowly passably, overloaded and had (in comparison to a straight line ) a high level of indirect factor. After a lengthy discussion, the RENFE was able to prevail with their arguments for a new line.
On 9 December 1988, the Spanish Council of Ministers decided to implement the two routes between Madrid and Barcelona or Seville. On December 16, the decision to implement the first route to Seville fell. On February 25, 1988, the international request for the purchase of 24 high-speed trains of the type AVE followed; the order followed on 23 December of the same year. The first AVE train set, based on the third generation of TGV, was presented on 10 October 1991.
Originally, the track should be carried out in broad gauge ( 1,668 mm). Rail vehicle manufacturers, which point to additional costs and technical risks of this unusual in the high-speed track width, the RENFE could convince them of the usefulness of the standard gauge eventually. On 9 December 1988, the decision to execute the new line to standard gauge fell. The contract for construction of the line was signed on 16 March 1989.
The track was built in 33 months, with a pure construction period of 24 months. The commercial operation was admitted April 21, 1992. During the first week 23,200 passengers use the new trains, which corresponds to an occupancy rate of 81.4 %. On April 20, 1992, operating between Madrid and Seville was taken. The travel time non-stop passing trains was operating recording in two hours and 45 minutes. Connections with stops in Ciudad Real, Puertollano and Córdoba need two hours and 55 minutes.
The fares between the two cities were start of operations in economy class (2 2 seating ) (converted ) between about 100 and 140 D- Mark in the Club Class (2 1 seating ) 195-275 D-Mark. The Double Club Class seats were arranged in compartments without doors. In fare a drink and a menu were also included.
In addition to the AVE trains and electric locomotives of the series 252 since entering were used. On 28 November 1991, one of these supplied by Siemens and approved for 220 km / h Euro locomotives with 256 km / h on the track set a new speed record for locomotives in Spain.
On the construction of the line Siemens was involved. In the late 1990s ran trial to corruption charges in connection with the haul. In spring 1998, the Munich prosecutor opened investigations on suspicion of the company have the Spanish socialist party paid bribes of tens of millions of Felipe González and have implemented price increases in return.
Each passenger will be refunded the full fare when a train with a delay of more than five minutes arrives at the destination (as of 1995).
Effects of distance commissioning
Due to the distance, the modal split between Madrid and Seville shifted significantly: the share of air transport was between 1991 and 1994 from 40 to 13 percent back in the car and buses declined by eight percentage points, from 44 to 36 percent. The market share of rail increased in the same period from 16 to 51 percent. The overall traffic on this relation increased by 35 percent in this time. Start of operations, 34 percent of rail customers had the railroad not used before. In 2000, the market share of the AVE was on this relation, at 84 percent.
1997 used 4.39 million travelers the track, in 1998 a total of 4.75 million. The market share of the AVE between the two cities increased from 32.8 percent ( 1991) to 81.5 percent ( 1999), the share of air traffic went over the same period from 67.2 back to 18.5 percent.
Beginning of 2009 the market share of rail between Madrid and Seville was 80 percent.