High speed
the new infrastructure from the centre to the coastline of the Iberian Peninsula, serving the main cities of the sparsely- populated plateau along the way. The backbone of the system runs
from Seville to the French border, a diagonal axis composed of the first two new lines to be constructed. Initially conceived as a means of cutting the distance by rail between the capital and Andalucía, the 471km Madrid - Seville line morphed into Spain’s first high- speed project, which completed in 1992. The 750km Madrid - Barcelona - French border line opened in phases, reaching Lleida in 2003, Tarragona in 2006, Barcelona in 2008 and Figueres this year. Two short branches connected Huesca to the high-speed network in 2003 and Toledo in 2005, while a longer branch extends 154km from Córdoba to Malaga. This route is used by Europe’s longest high-speed services, which cover the 1112km between Malaga and Barcelona in 5h 45min.
In the southeast, a 397km line connects Madrid with Valencia, with a 239km branch to Albacete and Alicante which will eventually be extended south to Murcia.
In the northwest the network
ruptures, with just two operational sections isolated not only from each other but the rest of the high-speed system. The 180km Madrid - Valladolid line will one day form part of a high- speed link between the capital and the north, but for now it remains an operational island severed from the rest
Spain A Coruña
Santiago de Compostella
Vigo Ourense Braga Oporto Aveiro Coimbra PORTUGAL Avila
Navalmoral de la Mata
Toledo Badajoz Lisbon
Cáceres Mérida
Córdoba Huelva Seville Faro Bumboujd!Pdfbo Cádiz IRJ 36 Algeciras * Jaén
Bobadilla Málaga
*
Puertollano Ciudad
Real Madrid Alcazar de San Juan Albacete
Linares- Baeza
Teruel Cuenca
Lubian Ferrol Lugo Gijon Oviedo León Medina Zamora Salamanca del Campo Olmedo Santander Bilbao
Miranda de Ebro
Burgos de Baños Venta
Valladolid Segovia
Vitoria Logroño Sória Castejón Irun
San Sebastián Pamplona
Huesca Zaragoza Lérida Calatayud Vandellós
Castellón de la Plana
Valencia Xátiva
La Encina Murcia Almendricos Cartagena Granada Almeria Nfejufssbofbo!Tfb Alicante 0 Barcelona Tarragona N km
Standard-gauge high-speed lines
Open
Under construction Work suspended Planned/proposed
Broad-gauge lines Upgraded
*
New line open Being built
Being upgraded Upgrading planned Other lines
Gauge undecided 100
Renfe high-speed fleet Class
Supplier 100 Alstom
104 Alstom+CAF 114 Alstom+CAF 120* CAF+Alstom 121* CAF
1992
2007 2004 2011 2006 2009
102 Talgo+Bombardier 2005 112 Talgo+Bombardier 2010 103 Siemens
130* Talgo+Bombardier 2007 730** Talgo+Bombardier 2012 Total
Introduced Sets Max Speed Order value Price per set (km/h) 300 330 330 350 250 250 250 250 250 250
24 16 30 26 20 13 28 29 45 15
246
* dual-gauge, 25kV ac/3kV dc ** dual-gauge, 25kV ac + 3kV dc + diesel *** Inflation-adjusted values
of the network. Boring was completed in 2011 on a standard-gauge tunnel between Madrid’s Chamartin and Atocha stations, but together with the double-track link between Atocha and the junction of the Valencia line, it is not expected to open until 2015. Even worse, the tunnel will not allow trains to stop at Atocha until new through platforms are completed in 2020. In Galicia, the 211km Ourense - Santiago de Compostela - A Coruña broad-gauge line was completed in 2011 and combines a new-build passenger line on its first section with an upgraded, mixed-traffic conventional line. The lack of physical connections between corridors and the varying pace of development on lines still under construction helps to explain the existence of a fourth and final group of
up!Qbsjt FRANCE Figueres Girona Cèrbere up!Npouqfmmjfs
lines which are defined more by the impact of the economic crisis than geography. Despite allocating 35% of the total transport funding to the completion of the high-speed rail network, the 2013 budget contained a 26% reduction in infrastructure investment, and as the recession shows no signs of abating in Spain, many more cuts are expected to follow. Adif puts the total investment already made in lines currently under construction at ƒ12.3bn, an astonishing figure which nonetheless is insufficient to complete works now underway. The development of Spain’s high-speed rail network therefore appears to be reaching a point of stagnation. In this context, and despite maintaining that all the lines under construction across the country are of equal importance, the Spanish government clearly has one priority in mind: the Madrid - Galicia line, which branches off the Valladolid line, is expected to reach Zamora in 2014 but will not connect with Ourense, and thus close the existing Galician gap, until the end of the decade. To lighten the financial burden on the state, contracts for the installation of the superstructure on the initial sections into Galicia have been modified to include not only the construction works but also maintenance of fixed installations such as signalling and electrification over a period of 20-30 years. Under this scheme, 40% of the contract value is paid upon completion of the works, with the remaining 60% paid thereafter in installments. The Spanish government hopes these public-private partnerships (PPP) will be more attractive to bidders. Consideration is also being given to
constructing the final section of the route as a single track line to reduce costs. A similar situation can be found in
IRJ July 2013
(€m)*** 745.20 457.60 779.40 852.26 305.60 202.93 424.92 466.90 869.85 370.35
5475.01
(€m)*** 31.05 28.60 25.98 32.77 15.28 15.61 15.18 16.10 19.33 24.69
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