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Old May 14th, 2009, 06:40 PM   #241
Marek.kvackaj
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nice
put also here some information...e.g.:lengt,cost,plan for future projects...etc..
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Old May 17th, 2009, 08:14 AM   #242
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Quote:
Originally Posted by Onkel Beto View Post
Not anymore!
There is a recently opened by-pass outside Madrid now. It´s aprox. 5 km long and is a direct connection between the Mad-Bar and the Mad-Mal/Sev lines. So trains between the Northeast and the South of the country needn´t drive into Atocha station anymore. That means less allover distance and, especially, less time.
As said in this thread, the full distance between Barcelona and Malaga / Sevilla is over 1100 kms and takes about 5 hours and a half. But imagine how travel times will be cut when speed 350 km/h is achieved in the future on many long flat stretches of the route!
Oh, that is great news! I hadn't heard about the Madrid bypass. How fast do AVE trains travel on the Malaga-Barcelona route now?
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Old May 17th, 2009, 08:47 PM   #243
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I´ve travel Málaga-Barcelona and way back 3 times,in AVE-S-102 Talgo.
It stops in 6 news Stations. Antequera,PuenteGenil.Cordoba,Zaragoza,Lerida.Tarragona and finally Barcelona.It Takes from 5,15 to 5,30 houres for 1.137 Kilometer.I´ve paid 90E one way in Club class,including launch,wine and cofee.
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Old May 20th, 2009, 06:01 AM   #244
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Originally Posted by bule View Post
I´ve travel Málaga-Barcelona and way back 3 times,in AVE-S-102 Talgo.
It stops in 6 news Stations. Antequera,PuenteGenil.Cordoba,Zaragoza,Lerida.Tarragona and finally Barcelona.It Takes from 5,15 to 5,30 houres for 1.137 Kilometer.I´ve paid 90E one way in Club class,including launch,wine and cofee.
That sounds like a pretty good deal.
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Old August 15th, 2010, 10:26 PM   #245
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MAXIMUM EXTENT

...

Last edited by MarkO; August 15th, 2010 at 10:37 PM. Reason: Duplicated post
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Old August 15th, 2010, 10:37 PM   #246
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MAXIMUM EXTENT OF SPANISH RAILWAYS

Does anyone know of any figures for the route length of all railways when they were at their peak?

Don't know if this would have been in the 1920s or maybe after WW2 but keen to hear from any RENFE/Spanish rail fans who might know the approximate figure??

Cheers,

Mark

PS Just done a quick count up of 15,492km according to an old railway Directory Year Book (including the FEVEs and industrial lines but not the Metro's/trams) circa mid 1970's - sound about right? Or were there thousands more km shut before that?

Last edited by MarkO; August 15th, 2010 at 10:50 PM. Reason: found a figure
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Old August 16th, 2010, 12:43 AM   #247
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Ok You can do a search with google like this

http://www.google.es/search?q=evoluc...ient=firefox-a

I found this document http://indicadores-movilidad.racc.es...IA_ESPANYA.pdf

Code:
Año    Vía ancha    Vía estrecha      Total
1959    13.444          4.695           18.139
1984    13.590          2.192           15.782
1985    12.710          2.292           15.002
2007    13.368          2.191           15.559
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Old September 20th, 2010, 03:35 AM   #248
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Scary train crash in Spain between 80+ tonne mining truck and high speed train

Sadly two people were killed (I think the truck driver may have been one I'm not sure)

but I gotta say this train held together really well (for hitting such an absolutely (loaded) enormous machine), It's good to see europe is building better and tougher trains.













Article
http://www.elperiodicoextremadura.co...=530775&page=2

Last edited by Jay; September 20th, 2010 at 03:41 AM.
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Old September 20th, 2010, 03:59 AM   #249
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Quote:
Originally Posted by Jay View Post
It's good to see europe is building better and tougher trains.
You can thank UIC crashworthiness standard for this.

Likewise, the lowest crashworthiness standard the US HSR projects should accept is UIC. Shinkansen's positive traffic control won't do you any good in an accident like this.
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Old September 20th, 2010, 05:38 AM   #250
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El choque de un tren y un camión junto a Carmonita deja dos muertos y 10 heridos

Los fallecidos son el conductor del camión, de 25 años, y una pasajera de 19 años, ambos vecinos de Mérida.Se investiga por qué el camionero cruzó un paso a nivel que debía estar cerrado desde que el tren dejó Cáceres.

07/09/2010

Uno de los vagones dañados tras el choque del tren con el camión dumper, con varios bomberos.

Eran las 12.30 horas de ayer. Eduardo Durán Cidoncha, de 25 años, se disponía, como hace habitualmente, a echar a un vertedero la carga del camión dumper que conducía procedente de las obras del tren de alta velocidad entre Cáceres y Mérida a la altura de la localidad de Carmonita. Para ello, tiene que cruzar la vía del tren que une Madrid con la capital extremeña en este punto y, por circunstancias que se están investigando, lo hace justo en el instante en que pasaba el tren modelo 598 que había salido 45 minutos antes de Cáceres y debía llegar a Mérida un cuarto de hora después. El impacto es brutal y el camión, tras ser levantado, golpea, rebotando, diversas zonas del tren, y queda suspendido por la parte delantera a mitad del convoy. Dentro del tren iba Olga Núñez del Viejo, una joven de 19 años, que fallece en el accidente, al igual que el conductor del camión, ambos residentes en Mérida.

El suceso deja con heridas más graves al maquinista y nueve heridos más de diversa consideración, entre ellos dos hermanos de 3 y 7 años. Al cierre de esta información, tres estaban ingresados en hospitales de Mérida y Cáceres, y el pequeño de 3 años fue trasladado grave a Salamanca tras ser operado en Caceres.

Ahora, Renfe, Adif y el Ministerio de Fomento investigan por qué pudo cruzar la vía el camión. Según ha podido saber EL PERIODICO, hay un paso a nivel en ese lugar que tenía que estar cerrado desde que el tren salió de Cáceres y hasta que llegara a la siguiente estación, pero lo cierto es que el conductor, de una empresa subcontratada por Sacyr (la encargada de las obras), atravesó la vía. Ese paso a nivel tiene que estar controlado por un piloto de seguridad, una persona encargada de vigilar que ese paso a nivel esté abierto y cerrado cuando corresponda, y que estaba en su puesto en el momento del accidente. Esa persona pertenece a una empresa de seguridad contratada por Sacyr para esta tarea.

En el tramo del accidente, el tren tiene limitada la velocidad a 100 kilómetros por hora, y, a la espera de que la investigación siga su curso, todo apunta a que el maquinista respetó ese límite.

La joven fallecida estudiaba Magisterio en Cáceres y vivía en la urbanización Proserpina de la capital extremeña; mientras que el joven conductor del camión residía en la calle Comarca de Las Hurdes, en las cercanías de la Academia de la Guardia Civil de Tráfico, también de Mérida, estaba casado y tenía un hijo de poco más de un año.


ESTADO DE LOS HERIDOS Respecto a los heridos, al cierre de esta información, cuatro continuaban ingresados, uno de ellos, el niño de 3 años, V.M.M, fue trasladado a una UCI pediátrica de Salamanca tras ser operado en Cáceres del trauma abdominal sufrido en el accidente, y tras haber perdido mucha sangre. Su hermano de 7 años, con una contusión en la barbilla, y una abuela también seguían ayer ingresados, esta última, de 64 años, tiene una contusión torácica, está estable y con pronóstico reservado. El otro herido ingresado es el maquinista, R.V.G, de 53 años, con una contusión dorsal, que está consciente y se recupera en el hospital de Mérida.

Entre los diez heridos, estaba también la madre de los pequeños, de 39 años, que fue dada de alta, al igual que otras cinco personas más, con heridas leves.

Hasta que se averigüen las causas del suceso, Adif reiteró ayer que el accidente se ha producido en un paso a nivel de obra que está "autorizado" por el Ministerio de Fomento tal y como establece el protocolo de seguridad para estos casos. Adif y Renfe resaltaron que han activado los "protocolos de seguridad establecidos para estos casos" dando aviso a los servicios de protección civil y asistencias sanitarias. Además, han abierto una investigación para determinar las causas últimas del suceso e insisten en que el incidente "no tiene que incidir en los trabajos de la línea del AVE" ante un hipotético retrasos de las obras en este lugar.

Estas obras del AVE las realiza Sacyr con un presupuesto de 46,92 millones de euros. Se trata de la construcción de plataforma del subtramo Aldea del Cano-Mérida, de 16,96 kilómetros de longitud que discurren por los términos municipales de Cáceres, y Carmonita y Mérida, en la provincia de Badajoz. El contrato incluye, como elementos singulares, la construcción de viaductos sobre el ferrocarril Aljucén-Cáceres, de 25 metros de longitud, y sobre el Arroyo Valdeconde, de 74 metros de longitud. Además, también contempla la ejecución del túnel de Puerto Viejo, de un kilómetro.

Hasta el lugar del suceso se desplazaron más de una decena de ambulancias, numerosos efectivos de bomberos, la Guardia Civil y de Cruz Roja, cuyos psicólogos trataron a familiares de las víctimas que se acercaron a la zona, entre ellos los padres de la joven fallecida, un profesor de dibujo del instituto Santa Eulalia y una maestra y conocida miembros de la organización ecologista Adenex.


CONDOLENCIAS También estuvieron presentes la delegada del Gobierno, Carmen Pereira, el presidente de la Junta de Extremadura, Guillermo Fernández Vara, que lamentó el "desgraciado accidente" en unas obras que son "para el desarrollo, el progreso y la prosperidad"; además de los presidentes de Renfe, Teófilo Serrano; y el de Adif, Antonio González.

En el escenario de los hechos, el alcalde de Carmonita, Agustín Guerrero Lima, ha aprovechado para reclamar una alternativa para el paso de estos camiones de gran tonelaje en las obras del AVE por las calles del municipio, por el "peligro" que supone para los vecinos.

La línea ferroviaria afectada se mantenía anoche interrumpida y se ha establecido un Plan de Transporte Alternativo por carretera entre Cáceres y Mérida.
http://www.elperiodicoextremadura.co...=530775&page=2

Train speed : 100 km/h
2 dies : the truck driver and a 19 years old young man in the train.
9 people seriously hurt : including train driver
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Old September 20th, 2010, 05:47 AM   #251
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Quote:
Originally Posted by HyperMiler View Post
You can thank UIC crashworthiness standard for this.

Likewise, the lowest crashworthiness standard the US HSR projects should accept is UIC. Shinkansen's positive traffic control won't do you any good in an accident like this.
There will not be an accident like this if the tracks were fenced in the first place.
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Old September 20th, 2010, 06:32 AM   #252
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Quote:
Originally Posted by HyperMiler View Post
You can thank UIC crashworthiness standard for this.

Likewise, the lowest crashworthiness standard the US HSR projects should accept is UIC. Shinkansen's positive traffic control won't do you any good in an accident like this.

You trying to say a shinkansen train wouldn't hold up this well in this type of collision? I thought they were constructed pretty similarly, of very light but strong metal.
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Old September 20th, 2010, 06:50 AM   #253
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Quote:
Originally Posted by Jay View Post
You trying to say a shinkansen train wouldn't hold up this well in this type of collision?
Nope. A Shinkansen train car is half as strong as a European-style train car.

Quote:
I thought they were constructed pretty similarly, of very light but strong metal.
There is no difference between Japanese and Europeans in material selection. European trains are built out of thicker aluminum to increase strength.

Koreans are now the market leader in high speed train construction; their next model due out in 2012 is made out of composite and features a Shinkansen-level axle load while featuring 430 km/hr speed limit and UIC-compliant crashworthiness.
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Old September 20th, 2010, 07:06 AM   #254
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Quote:
Originally Posted by HyperMiler View Post
Nope. A Shinkansen train car is half as strong as a European-style train car.


There is no difference between Japanese and Europeans in material selection. European trains are built out of thicker aluminum to increase strength.
Half as strong? Euro cars generally fluctuate between 40 and 60 tons for single level coaches (some bi level cars can get really heavy), a shinkansen car is about the same dimensions with a 45 tonne tare weight. Those Renfe cars involved were about 50-55 tons a piece, so not a huge difference.

Would really like to see your source on that.
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Old September 20th, 2010, 07:17 AM   #255
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Gentlemen, please hold your horses. Neither this is an high-speed train nor the line is an high speed line. All high speed lines in Spain are fenced, of course.

The train is a Renfe Class 598 which was operating a Regional service from Madrid - Atocha Cercanías to Merida via Caceres. It is a diesel multiple unit with a maximum speed of 160km/h. The line where the accident happened is the conventional line from Caceres to Merida. Ironically, the truck was part of the construction of the high speed line which will exist here from 2013.
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Old September 20th, 2010, 07:20 AM   #256
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Quote:
Originally Posted by Jay View Post
Half as strong? Euro cars generally fluctuate between 40 and 60 tons for single level coaches (some bi level cars can get really heavy), a shinkansen car is about the same dimensions with a 45 tonne tare weight. Those Renfe cars involved were about 50-55 tons a piece, so not a huge difference.

Would really like to see your source on that.
As usual he does not have any source to back up his wild claims at all. The nationalist's point is that Korean trains are better than Chinese and Japanese trains. But he has never looked at the design of any highspeed trains, whether it is Chinese, Japanese or Korean.
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Old September 20th, 2010, 07:33 AM   #257
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Quote:
Originally Posted by Jay View Post
Half as strong? Euro cars generally fluctuate between 40 and 60 tons for single level coaches (some bi level cars can get really heavy), a shinkansen car is about the same dimensions with a 45 tonne tare weight. Those Renfe cars involved were about 50-55 tons a piece, so not a huge difference.

Would really like to see your source on that.
Again, Jay, I have to say to you that weight does not equal strength!!! There is no guarantee just because something is of a similar or greater weight that it is stronger.
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Old September 20th, 2010, 08:04 AM   #258
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Again, Jay, I have to say to you that weight does not equal strength!!! There is no guarantee just because something is of a similar or greater weight that it is stronger.
I totally agree, I wasn't really trying to get at that but I believe the perfect crashworthiness comes from a combination of decent weight and design (Not too light, nor too heavy)

I was saying that this train performed pretty well in such a grizzly collision. That truck was loaded, the payload being somewhere around 80 tons I believe, this train would have been better off hitting a large tank.
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Old September 20th, 2010, 11:27 AM   #259
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Quote:
Originally Posted by SamuraiBlue View Post
There will not be an accident like this if the tracks were fenced in the first place.
Quote:
Originally Posted by Oponopono View Post
Gentlemen, please hold your horses. Neither this is an high-speed train nor the line is an high speed line. All high speed lines in Spain are fenced, of course.

The train is a Renfe Class 598 which was operating a Regional service from Madrid - Atocha Cercanías to Merida via Caceres. It is a diesel multiple unit with a maximum speed of 160km/h. The line where the accident happened is the conventional line from Caceres to Merida. Ironically, the truck was part of the construction of the high speed line which will exist here from 2013.
This line has no more than 10 trains per day (in both directions), this may be the reason of distraction of the truck driver. The less trains pass on a line, the less one think to watch if one is passing.
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Old September 20th, 2010, 11:55 AM   #260
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Quote:
Originally Posted by SamuraiBlue View Post
There will not be an accident like this if the tracks were fenced in the first place.
First of all, If I interpret correctly the pictures I have seen, the
collision occured at a level-crossing so fences are irrelevant...

And also, with such a monster truck involved, fencing link what is
commonly used along high-speed lines in Europe would have been
tiotally useless. You would need a two-feet-thick concrete wall
to retain such a beast, at least.
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