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Old January 19th, 2015, 06:52 PM   #3101
franciscoc
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it says the president of ADIF on the model of high speed in Spain. He is the President of ADIF, are not words of other experts and professors who criticize mobility model unsustainable (José María Menéndez, Mateu Turro, José Manuel Vassallo, Germa Bel .....)

http://www.abc.es/economia/20141009/...410081823.html

** "With a direct and incisive speech, President of ADIF, Gonzalo Ferre said Wednesday October 8 that" we must take much imagination "for investments carried out by the public company" have the productivity that taxpayers deserve . "In this regard, he mentioned lower occupancy of high-speed trains Spaniards compared with that of neighboring countries and riveted." what does not make sense is an AVE with 24 million passengers (the current demand) . neither makes sense and is sustainable. "

President rail operator as an example to other European countries, with higher occupancy rates in high-speed trains, as in the case of Germany (160 million passengers) and France (120 million). In addition to the infrastructure already built, Ferre, speaking at a breakfast organized by Executive Forum, identified as one of the main problems the low congestion in the Spanish market. "The railroad needs congestion, because it is what allows entering the cities at speeds that have no other means of transport 'he said.

Then there are some fellow members, who want to convince us otherwise in a country with runaway debt and 25% unemployment

end of off topic
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Old January 25th, 2015, 01:07 PM   #3102
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Prototype testing Talgo AVRIL G3

On January 8th began the tests in track for validation of pantograph Talgo Avril G3 (serial number: 112.601).

The tests provided for validation of Avril pantograph which have not yet finished and require prior exhaustive work, which began on December 4 with the removal of instrumented high pantograph and the camera view Black and White from auscultation train Séneca, for transfer to La Sagra and rear mount Avril train. Following the review and adjustment, between days 10 and December 12 were installed in the new unit Talgo.

Once this operation is performed the following operations:
* Calibration and functional verification in static, set prior to the aerodynamic testing.
* The aerodynamic tests simultanean with tests vehicle-track interaction. These tests should be extended to reach 330 km/h.

You need to have a large sample of all situations of different sections of track and all speeds, to establish both the aerodynamic corrections wipers as static pressure curves, depending on the speed-introduced into the system train, to achieve the target average force curves established by the TSI.
The work done are the performance measures in accordance with EN-50317 and test protocols according to records published for this purpose.
On January 8, testing began in track, reaching speeds of 300 km/h. Its implementation is being carried over long distances, circulating in steps of constant speed of 20 to 20 km/h to 330 km/h.
The test routes require line sections with operational lifting meters contact wire.
Once testing is complete, the work of dismantling the pantograph and instrumentation associated, for reassembly at the Séneca train will begin.

The new "Consigna" (law text) of Avril testing lasts until 30.06.2015 (but not the last).
Comprising lines of Madrid to Seville, Toledo, Malaga, Valencia and Barcelona, and Saturdays and Sundays at night time are made, when no maintenance.

Requirements:
He suspended driving on the adjacent road when driving through tunnels or speeds above 270 km/h. (Normal in the first tests).
-The Maximum speed in the tunnels will be 220 km/h.
Not exceed speed limits or limitations ... except under certain conditions.
Never will be overcome ms² 6 uncompensated lateral acceleration in bogie (or “rodal”) measured continuously and filtered to 10 Hz.

There is a table with the maximum speeds for the Madrid-Seville line and I call attention to the 294 km/h between 7,539 and 9,528 pk (200 for the rest) from 207 km/h: look acceleration tests, although they could do from standstill in other places with greater speed limit.
It may drive 300 with side winds up to 80 km/h; at 280 for 85; 130 for 100; and testing will be suspended with winds of over 100 km/h.

The intranet portal Inicia include pictures of Avril best I've seen so far, pity they are not very large.







More information on wikipedia (in Spanish)
...................................................
El pasado 8 de enero se iniciaron las pruebas en vía para la validación del pantógrafo del tren de alta velocidad Avril G3 de Talgo.
Las pruebas establecidas para la validación del pantógrafo del Avril -que aún no han finalizado- requieren un trabajo exhaustivo previo, que se inició el 4 de diciembre con el desmontaje del pantógrafo instrumentado “de alta” y de la cámara con visión B/N del tren auscultador Séneca, para su traslado a La Sagra y posterior montaje en el tren Avril. Tras la revisión y ajustes, entre los días 10 y 12 de diciembre se instalaron en la nueva unidad de Talgo.
Una vez realizada esta operación se llevan a cabo las siguientes operaciones:
* La calibración y verificación funcional del conjunto en estático, previamente a las pruebas aerodinámicas.
* Las pruebas aerodinámicas se simultanean con las pruebas de interacción vehículo-vía. Estas pruebas deben prolongarse hasta alcanzar los 330 km/h.
Es necesario tener una muestra amplia de todas las situaciones de los distintos tramos de vía y a todas las velocidades, para poder establecer tanto las correcciones aerodinámicas de los frotadores, como las curvas de presión estática, en función de la velocidad a introducir en el sistema del tren, a fin de conseguir las curvas de fuerza media objetivo establecidas por la ETI.
Los trabajos desarrollados consisten en la realización de medidas conforme a la norma EN-50317 y los protocolos de pruebas según consigna publicada al efecto.
El pasado 8 de enero, se iniciaron las pruebas en vía, alcanzándose la velocidad de 300 km/h. Su ejecución se está realizando en recorridos largos, circulando en escalones de velocidad constante, de 20 en 20 km/h, hasta los 330 km/h.
Los trayectos de prueba requieren tramos de línea con medidores de elevación de hilo de contacto operativos.
Una vez finalizadas las pruebas, se iniciarán las labores de desmontaje del pantógrafo e instrumentación asociada, para su montaje de nuevo en el tren Séneca.
La nueva Consigna de Pruebas del Avril tiene una duración hasta el 30/06/2015 (pero no será la última).
Comprende las líneas de Madrid a Sevilla, Toledo, Málaga, Valencia y Barcelona, y se realizan los sábados y domingos en periodo nocturno, cuando no hay mantenimiento.
Requerimientos:
-Se suspenderá la circulación por la vía contigua cuando se circule por túneles o a velocidades superiores a 270 km/h. (Lo normal en las primeras pruebas).
-La velocidad máxima en los túneles será de 220 km/h.
-No excederán las velocidades máximas ni las limitaciones ... excepto con ciertas condiciones.
-Nunca se superarán los 6 ms² de aceleración lateral no compensada en bogie y rodal, medida de forma continua y filtrada a 10 Hz.
Hay una tabla con las velocidades máximas para la línea Madrid-Sevilla, y me llaman la atención los 294 km/h entre los pk 7,539 y 9,528 (a 200 para el resto) desde los 207 km/h: parecen pruebas de aceleración, aunque se podían hacer desde parado en otros puntos con mayor velocidad máxima permitida.
Se podrá circular a 300 con vientos laterales de hasta 80 km/h; a 280 hasta 85; a 130 hasta 100; y se suspenderán las pruebas con vientos de más de 100 km/h.
En el portal de intranet Inicia incluyen las mejores fotos del Avril que he visto hasta ahora, lástima que no sean muy grandes.
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Old January 25th, 2015, 01:50 PM   #3103
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I see the development program is proceeding along nicely. Thanks for the details.

Can you remind us whether this new train has already been ordered by someone (Renfe?) and how much longer till commercial certification.
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Old January 25th, 2015, 02:11 PM   #3104
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There is no order, but Renfe said it would buy 30 trains tritensión fixed width (300 km/h) and 10 variable-width (250 km/h) in 2017. Currently there are no tender or budget for it.
From Talgo and ADIF is expected to be certified to 330 km/h (363 km/h maintained with a slope of 5 mm) along this year.
..................................
No hay ningún pedido, aunque Renfe afirmó que compraría 30 trenes tritensión de ancho fijo y 10 de ancho variable para 2017. De momento no hay licitación ni presupuestos para ello.
Desde Talgo y Adif se espera que esté certificado para 330 km/h (363 km/h mantenidos con una pendiente de 5 mm) a lo largo de este año.
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Old January 26th, 2015, 03:20 AM   #3105
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It's good to see that the AVRIL is still being worked on, as I haven't heard much about the train ever since being on display during InnoTrans 2012. A shame, because at that time I was really impressed with the train: it felt very spacious (despite 2+3 seating) and the materials used by Talgo felt of top-notch quality.

You indicate that the trains will be tricurrent, I am assuming this means 25 kV ~, 3 kV = and 1,5 kV =? If this is true, this would mean that the AVRIL will be capable of operating on the entire Spanish and French high speed and classical UIC gauge networks. Could we maybe one day see the AVRIL working in the Renfe-SNCF cross-border high speed services?
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Old January 26th, 2015, 09:12 AM   #3106
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Quote:
Originally Posted by AlexNL View Post
it felt very spacious (despite 2+3 seating)
The advantage of the very short cars used by the Talgo architecture : they can be wider...

Quote:
Originally Posted by AlexNL View Post
You indicate that the trains will be tricurrent, I am assuming this means 25 kV ~, 3 kV = and 1,5 kV =?
Brussels- Barcelona anyone ?
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Old January 26th, 2015, 01:31 PM   #3107
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In all information from Talgo talking about that can make wider cars within the gauge UIC to be shorter. The Talgo II (1950) had a width of 3.207 to gauge Renfe (greater than UIC) with a length of only 6.147 meters (not a typo). The measure now 13.14.
But one day I found on the web in Spanish of Liebherr a reference to a novel system for AVRIL G3. Here also spoken topic (in English): "Liebherr will develop and manufacture a car body positioning system for Avril. The system will centre the train actively on its roll axis, act as a damper, provide higher speeds and comfort, and enable the trains to gain a wider car body". To date in Talgo not name Liebherr at all.

The tritensión are for international services from the Mediterranean Corridor (Almería to Girona). We hope this are Valencia-Paris, although they could reach Brussels-Almería, but not believe.
.................................
En todas las informaciones de Talgo se habla de que pueden hacer coches más anchos dentro del gálibo UIC por ser más cortos. El Talgo II (1950) tenía un ancho de 3,207 para gálibo Renfe (mayor que el UIC) con una longitud de solo 6,147 metros (no es una errata). Los de ahora miden 13,14.
Pero un día encontré en la web en español de Liebherr este texto: "El sistema de posicionamiento de vagones de Liebherr centra el cuerpo del vagón activamente mediante su eje de balanceo en la posición central, actuando simultáneamente como amortiguador. No facilita solamente velocidades de marcha más rápidas, sino también aumenta el confort de conducción. Con esto, Talgo puede realizar en los trenes AVRIL 3 también un cuerpo del vagón más ancho."
Aquí también se habla del tema (en inglés). A fecha de hoy en Talgo no nombran a Liebherr para nada.
Los tritensión son para servicios internacionales desde el Corredor Mediterráneo (Almería hasta Gerona). Esperamos que sean Valencia-París, aunque podrían llegar hasta Bruselas-Almería, aunque no lo creemos.
Más información sobre el AVRIL G3 y el futuro G4 (en español): http://es.wikipedia.org/wiki/Talgo_AVRIL
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Old February 9th, 2015, 07:23 PM   #3108
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From Rail Journal:

Quote:
http://www.railjournal.com/index.php...ml?channel=523

Spain to open 800km of high-speed lines in 2015
Monday, February 09, 2015



SPAIN's infrastructure manager Adif will open new sections of high-speed line totalling 798km this year, extending the current passenger-dedicated network with lines radiating from Madrid towards the periphery of the Iberian Peninsula

New lines that will open the northwest include Olmedo - Zamora - Sanabria (210km), Valladolid - Venta de Baños – León (163km) and the 50km Pajares Base Tunnel. To cut construction costs, Adif has installed standard-gauge single track on several sections of the first two lines, even though both have been designed and built to accommodate a double-track formation.

On the Pajares bypass, only one of the two tubes will open after 10 years of construction due to difficulties in controlling water ingress, and this will only be used by broad-gauge trains

...
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Old February 9th, 2015, 08:07 PM   #3109
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In the Spanish media speaks a thousand kilometers, but there are errors, plus they count as HS lines are not.

New HSR to 300 km/h; if not in service ERTMS: 200:

166.1 km Valladolid-León (83.9 km single track).
058.1 km Monforte del Cid-Murcia (15.6 km mixed gauge on existing track).
086.5 km Antequera-Granada (15.6 km new double track, 70.9 km new single track, 28.0 km of mixed gauge on existing track, and electrification of 144.5 km).
099.5 km Olmedo-Zamora (68.7 km single track).
091.5 km Palencia/Venta de Baños-Burgos (91.5 km single track). It is not clear which end in 2015.
054.6 km Pajares tunnel (single tube, 200 km/h, with Iberian gauge and ASFA until 2016) (46.2 km single track). It is not clear which end in 2015.
Total: 556.3 km

In 2015 only open until Zamora, there is no doubt that will not open until Sanabria, although it is under construction. It is an error that appears in various media, so the source can be Fomento. If anyone has any questions just have to know that the widths changer has been awarded in Zamora.
Is being advertised Venta de Baños-Burgos 2015, but certain problems in the tunnel Estépar make us believe that will not open until 2016.
Sevilla-Cádiz is the duplication of conventional Iberian gauge to 160/200 km / h. Has over 10 years of work and just missing by doubling 023.8 km Utrera-Las Cabezas de San Juan. Trains will remain Alvia variable width and gain time on 2015/2014 will be 11 minutes (1 hour 6 minutes from the start of construction).
The same happens in the Atlantic Axis, except that they are only 093.9 km (not 156) Santiago-Vigo because Santiago-Coruña that opened in 2011.
Finally, Extremadura include seems me simple propaganda. 160.0 km Plasencia-Badajoz (new only way to 200 km/h, with Iberian gauge, not electrified). Nor do we believe that is in 2015.

Regrettably, I find myself unable to translate this, so I hope that is well understood. Are the times we had before starting the work, the end times (if end) and average speed.

Madrid-León: de 2 h 41 m a 1 h 45 m (197 km/h). Junio
Madrid-Palencia: de 1 h 36 m a 1 h 15 m (185 km/h). Junio
Madrid-Oviedo (sin pasar por León y con la variante de Pajares): de 4 h 40 m a 3 h 15 m (138 km/h) (3 h 55 m sin pasar por León y sin variante). Marzo (sin Variante de Pajares)
León-Oviedo: de 1 h 57 m a 1 h 5 m (97 km/h). (Parece que será muy difícil en 2015: filtraciones en el túnel y deslizamientos en Campomanes)
Madrid-Murcia: de 4 h 9 m a 2 h 25 m (218 km/h). Julio
Madrid-Granada: de 4 h 25 m a 2 h 50 m (198 km/h). Junio (Parece que será en 2016)
Sevilla-Granada: de 3 h 10 m a 1 h 30 m (229 km/h). Junio (Parece que será en 2016)
Málaga-Granada: de 2 h 10 m (con transbordo) a 50 m (más de 220 km/h; si se termina la conexión Málaga 2 en el triángulo de Antequera)
Madrid-Zamora: de 1 h 55 m a 1 h 25 m (164 km/h). Mayo
Madrid-Burgos: de 2 h 18 m a 1 h 45 m (174 km/h). Octubre (Parece que será imposible en 2015 por el túnel de Estépar)
Coruña-Vigo: de 2 h 35 m a 1 h 57 m (en 2011) y 1 h 10 m en 2015 (133 km/h)
Santiago-Vigo: de 1 h 35 m a de 1 h 21 m (ahora) y 44 m en 2015 (128 km/h)
Sevilla-Cádiz: de 2 h 24 m a 1 h 29 m (ahora) y 1 h 18 m en 2015 (118 km/h), a pesar de que en principio se anunciaba un mejor tiempo de 59 m (156 km/h) y en octubre se anunció 1 h 16 m. Serán 53 m, a una media de 173 km/h, cuando se instale el ERTMS desde Utrera (máxima de 220 km/h) y sin paradas.
Castellón-Alicante: de 2 h 25 m a 1 h 30 m. (Parece que será en 2016)
Castellón-Murcia: de 4 h 13 m a 1 h 40 m. (Directo, sin pasar por Alicante, parece que será en 2016)
Valencia-Murcia: de 3 h 8 m a 1 h 20 m. (Parece que será en 2016)
Madrid-Castellón: de 2 h 57 m a 2 h 25 m (199 km/h)
Barcelona-Valencia: de 2 h 48 m a 2 h 20 m (153 km/h)
Madrid-Badajoz: de 5 h 35 m a 4 h 18 m (con parada en Mérida), o, según anunció Adif (sin parada en Mérida): 3 h 35 m. Se esperan 3 servicios diarios. (Según el Delegado del Gobierno en 2015 solo estará el tramo Badajoz-Mérida)
Palencia-Santander: de 2 h 42 m a 2 h 15 m (96 km/h)
Madrid-Salamanca: de 2 h 20 m a 1 h 24 m (164 km/h). Se esperan 7 servicios diarios para Semana Santa con trenes S-121 que cambiarán de ancho en Medina.
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Old February 10th, 2015, 12:29 AM   #3110
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When I was in Sevilla last year, I really could have used the direct high speed line to Málaga, but I heard construction had stopped, and in fact they had removed all the works done up to that point.

I was very surprised to read that. Does anyone know if this is true?
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Old February 10th, 2015, 12:36 AM   #3111
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You could use anyway... there are Malaga-Cordoba-Sevilla high speed trains.

What it is under construction is a diagonal Sevilla-Antequera (junction with Malaga-Cordoba)-Granada.

To my best knowledge, Antequera-Granada goes on but Malaga-Sevilla will require a round via Cordoba for a while
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Old February 10th, 2015, 03:17 AM   #3112
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You could use anyway... there are Malaga-Cordoba-Sevilla high speed trains.
I know, but that's a very long detour. I had expected a direct (semi-) high speed train.
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Old February 10th, 2015, 03:56 AM   #3113
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Quote:
Originally Posted by Gusiluz View Post
Regrettably, I find myself unable to translate this, so I hope that is well understood. Are the times we had before starting the work, the end times (if end) and average speed.


Quote:
Originally Posted by Gusiluz View Post
Madrid-León: from 2 h 41 m to 1 h 45 m (197 km/h). June.

Madrid-Palencia: from 1 h 36 m to 1 h 15 m (185 km/h). June

Madrid-Oviedo (without calling at León and with the Pajares tunnel): from 4 h 40 m to 3 h 15 m (138 km/h) (3 h 55 m without calling at León and without the Pajares tunnel). March (without Pajares tunnel)

León-Oviedo: from 1 h 57 m to 1 h 5 m (97 km/h). (looks like it will be very difficult to open in 2015: leaks in the Pajares tunnel and a serious landslip in Campomanes -between the Pajares tunnel and Oviedo)

Madrid-Murcia: from 4 h 9 m to 2 h 25 m (218 km/h). July

Madrid-Granada: from 4 h 25 m to 2 h 50 m (198 km/h). June (looks like it will open in 2016)

Seville-Granada: from 3 h 10 m to 1 h 30 m (229 km/h). June (looks like it will open in 2016)

Málaga-Granada: from 2 h 10 m (changing at Antequera-Santa Ana) to 50 m (more than 220 km/h; if the chord at the Antequera triangle to allow direct trains running from Malaga to Granada is finished)

Madrid-Zamora: from 1 h 55 m to 1 h 25 m (164 km/h). May

Madrid-Burgos: from 2 h 18 m to 1 h 45 m (174 km/h). October (looks like it will be impossible to finish in 2015 because of the delay in the works of the Estépar tunnel)

Corunna-Vigo: from 2 h 35 m to 1 h 57 m (in 2011) and 1 h 10 m in 2015 (133 km/h)

Santiago-Vigo: from 1 h 35 m to 1 h 21 m (now) and 44 m in 2015 (128 km/h)

Seville-Cadiz: from 2 h 24 m to 1 h 29 m (now) and 1 h 18 m in 2015 (118 km/h), despite in the beginning it was announced a best travel time of 59 m (156 km/h) and in october it was announced 1 h 16 m. It will be 53 m, at an average speed of 173 km/h, when ERTMS will be installed from Utrera (top speed of 220 km/h), and non-stop.

Castellón-Alicante: from 2 h 25 m to 1 h 30 m. (looks like it will be in 2016)

Castellón-Murcia: from 4 h 13 m to 1 h 40 m. (direct, without calling at Alicante, looks like it will be in 2016)

Valencia-Murcia: from 3 h 8 m to 1 h 20 m. (looks like it will be in 2016)

Madrid-Castellón: from 2 h 57 m to 2 h 25 m (199 km/h)

Barcelona-Valencia: from 2 h 48 m to 2 h 20 m (153 km/h)

Madrid-Badajoz: from 5 h 35 m to 4 h 18 m (calling at Mérida), or, according to what Adif announced (without calling at Mérida): 3 h 35 m. 3 daily services are expected. (According to the Government Delegate in Extremadura only the section Badajoz-Mérida will be ready)

Palencia-Santander: from 2 h 42 m to 2 h 15 m (96 km/h) [note by 437.001: this is not high-speed, just an upgrade on the classic line]

Madrid-Salamanca: from 2 h 20 m to 1 h 24 m (164 km/h). 7 daily services are expected for Easter, with class S-121 trains that will change gauge at Medina del Campo.

Here you have it.

Quote:
Originally Posted by Silly_Walks View Post
When I was in Sevilla last year, I really could have used the direct high speed line to Málaga, but I heard construction had stopped, and in fact they had removed all the works done up to that point.

I was very surprised to read that. Does anyone know if this is true?
It is true. Construction between Seville (actually Marchena, between Seville and Marchena works didn't even start) and Antequera is totally halted, and there are no plans to carry on the works in the short or mid term.

Instead, a by-pass will be built at Almodóvar, to allow fast services to run from Seville to Malaga skipping Cordova and its reversal.

Quote:
Originally Posted by alserrod View Post
You could use anyway... there are Malaga-Cordoba-Sevilla high speed trains.

What it is under construction is a diagonal Sevilla-Antequera (junction with Malaga-Cordoba)-Granada.

To my best knowledge, Antequera-Granada goes on but Malaga-Sevilla will require a round via Cordoba for a while
Maybe not just a while, only that now they have these plans for the Almodóvar by-pass chord...

Quote:
Originally Posted by Silly_Walks View Post
I know, but that's a very long detour. I had expected a direct (semi-) high speed train.
It's not a very long detour via Cordova, and it's a high speed train anyway.
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Old February 10th, 2015, 04:32 AM   #3114
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This is a huge system for a small population = economic losses
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Old February 10th, 2015, 12:26 PM   #3115
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It's not a very long detour via Cordova, and it's a high speed train anyway.
The difference in distance is about 90 km (when drawing straight lines on maps). 90 km is a lot, even if at high speed. Plus then you have the reversal.

All in all it took too long for me


The by-pass should make it a lot better. Is there any idea when that will be built?
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Old February 10th, 2015, 12:55 PM   #3116
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Some major improvements are coming online, Murcia will be much more accessible after these works.

Are there any long-term project to build a high-speed rail link to La Línea and maybe an international connection to Gibraltar?
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Old February 10th, 2015, 01:25 PM   #3117
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Not exactly.

The classic line from Bobadilla (just next to Antequera-Santa Ana) to Algeciras (across the bay from Gibraltar and La Linea) is being upgraded.

As for La Línea, it is one of the biggest Spanish cities without a rail connection. The extension to Marbella, Estepona and San Roque-La Linea of the Malaga to Fuengirola line(built in the 19th century as a metric-gauge line with the original purpose or reaching Gibraltar), which would not only serve La Línea, but also three other important towns (Mijas, pop. 80,000; Marbella, pop. 150,000; Estepona, pop. 70,000) that have had railway, has been a constant demand for decades, yet it never seemss to fully materialize beyond the studies drawer. Yet the roads and motorways are more and more crowded...

That would be a commuter rail line, though, not a HSL.

As for a Gibraltar rail connection, having the train at La Línea would be quite an improvement for them, too, but any connection to Gibraltar would mean not only dealing with the UK (or more exactly the Gibraltar government), which might have other priorities (and understandably so), but also having to face the Gibraltar airport problem if the goal was to reach the city centre. A double-ended station under the frontier could do, perhaps, with one entrance in Spain and the other in the UK).

But anyway, that's far from happening anytime soon.
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Old February 10th, 2015, 10:17 PM   #3118
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Just for fun I looked up in Google approximately how long it would take to drive between these locations (in red, without traffic). None of these are really "flying" destinations. All in all big improvement. Interestingly enough particularly on the coastal line despite it not being a full bore HS connection.

Quote:
Originally Posted by Gusiluz
Madrid-León: from 2 h 41 m to 1 h 45 m (197 km/h). June. (3 h 6 m)

Madrid-Palencia: from 1 h 36 m to 1 h 15 m (185 km/h). June (2 h 25 m)

Madrid-Oviedo (without calling at León and with the Pajares tunnel): from 4 h 40 m to 3 h 15 m (138 km/h) (3 h 55 m without calling at León and without the Pajares tunnel). March (without Pajares tunnel) (3 h 59 m)

León-Oviedo: from 1 h 57 m to 1 h 5 m (97 km/h). (looks like it will be very difficult to open in 2015: leaks in the Pajares tunnel and a serious landslip in Campomanes -between the Pajares tunnel and Oviedo) (1 h 19 m)

Madrid-Murcia: from 4 h 9 m to 2 h 25 m (218 km/h). July (3 h 24 m)

Madrid-Granada: from 4 h 25 m to 2 h 50 m (198 km/h). June (looks like it will open in 2016) (3 h 50 m)

Seville-Granada: from 3 h 10 m to 1 h 30 m (229 km/h). June (looks like it will open in 2016) (2 h 45 m) This looks excellent even without a more direct route so money is probably better spent elsewhere

Málaga-Granada: from 2 h 10 m (changing at Antequera-Santa Ana) to 50 m (more than 220 km/h; if the chord at the Antequera triangle to allow direct trains running from Malaga to Granada is finished) (1 h 26 m)

Madrid-Zamora: from 1 h 55 m to 1 h 25 m (164 km/h). May (2 h 24 m)

Madrid-Burgos: from 2 h 18 m to 1 h 45 m (174 km/h). October (looks like it will be impossible to finish in 2015 because of the delay in the works of the Estépar tunnel) (2 h 14 m) HSR takes a cirtuicous route here

Corunna-Vigo: from 2 h 35 m to 1 h 57 m (in 2011) and 1 h 10 m in 2015 (133 km/h) (1 h 30 m)

Santiago-Vigo: from 1 h 35 m to 1 h 21 m (now) and 44 m in 2015 (128 km/h) (1 h)

Seville-Cadiz: from 2 h 24 m to 1 h 29 m (now) and 1 h 18 m in 2015 (118 km/h), despite in the beginning it was announced a best travel time of 59 m (156 km/h) and in october it was announced 1 h 16 m. It will be 53 m, at an average speed of 173 km/h, when ERTMS will be installed from Utrera (top speed of 220 km/h), and non-stop. (1 h 16 m)

Castellón-Alicante: from 2 h 25 m to 1 h 30 m. (looks like it will be in 2016) (2 h 22 m)

Castellón-Murcia: from 4 h 13 m to 1 h 40 m. (direct, without calling at Alicante, looks like it will be in 2016) (2 h 53 m)

Valencia-Murcia: from 3 h 8 m to 1 h 20 m. (looks like it will be in 2016) (2 h 13 m)

Madrid-Castellón: from 2 h 57 m to 2 h 25 m (199 km/h) (3 h 43 m)

Barcelona-Valencia: from 2 h 48 m to 2 h 20 m (153 km/h) (3 h 10 m)

Madrid-Badajoz: from 5 h 35 m to 4 h 18 m (calling at Mérida), or, according to what Adif announced (without calling at Mérida): 3 h 35 m. 3 daily services are expected. (According to the Government Delegate in Extremadura only the section Badajoz-Mérida will be ready) (3 h 30 m)

Palencia-Santander: from 2 h 42 m to 2 h 15 m (96 km/h) [note by 437.001: this is not high-speed, just an upgrade on the classic line] (1 h 46 m)

Madrid-Salamanca: from 2 h 20 m to 1 h 24 m (164 km/h). 7 daily services are expected for Easter, with class S-121 trains that will change gauge at Medina del Campo.
(2 h 2 m)
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Old February 11th, 2015, 12:05 PM   #3119
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Quote:
Originally Posted by Suburbanist View Post
Some major improvements are coming online, Murcia will be much more accessible after these works.

Are there any long-term project to build a high-speed rail link to La Línea and maybe an international connection to Gibraltar?
IMHO, never...

HSL are long lines related point to point with some calls in the middle. There is some chats opened about new HSL in the surroundings of big cities and answer is always... let's make a commuter line.

This is, maybe one day we will have a full HSL to Algeciras. Let's suppose it will call at La Linea (it is not so often to have two consecutives calls but let's suppose it). What it is sure is that it will not arrive to La Linea downtown but to the northern area, and barely impossible to arrive to Gibraltar.

It will require:

- Non-Schengen controls in ALL stations (the same that you have in Belgium and France to go to London but to go to Gibraltar... and Gibraltar doesn't move so many passengers)
- A long tube under La Linea, quite difficult to explain having a station in the north and not so many population


Maaaaaybe, a tramway, commuter or so (anything to shuttle) would be cool and easier to build. Enough to approach to the border but I will never think in anything else.
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Old February 11th, 2015, 04:31 PM   #3120
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Quote:
Originally Posted by Suburbanist View Post
Some major improvements are coming online, Murcia will be much more accessible after these works.

Are there any long-term project to build a high-speed rail link to La Línea and maybe an international connection to Gibraltar?
The tunneling involved for a HSR (practically continuous between Fuengirola and Gibraltar or Ronda and Algeciras) would only really be justified if the railway was continued over or under the straight to Morocco. It needs to carry tens of millions of HSR passengers every year to make any economical sense.
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