Chapter 3 - Adif

Chapter 3
Description of
the Network
Network
Statement
2 014
Update

Chapter 3
Description of
the Network
Network
Statement
2 014
Update

3
3.1
INTRODUCtion
This chapter describes the main characteristics of Adif managed network, available to request for Capacity Allocation.
3.2
Scope of Adif
managed network
The management of rail infrastructure and, where
appropriate, its construction shall correspond - within the
scope of state competence - to one or several state-owned
companies attached to the Ministry of Public Works with
their own legal personality, full capacity to operate and own
patrimony, in accordance with Final Provision two of Royal
Decree-Law 15/2013 of 13 December on restructuring of the
state-owned company “Administrador de Infraestructuras
Ferroviarias “Adif other urgent measures in the economic
sphere.
Article 1.2 of Royal Decree Law 15/2013 states that Adif-Alta
Velocidad shall assume the duties assigned to the rail
infrastructure manager by Law 39/2003, of 17 November
of the Rail Sector, with respect to rail infrastructures that
it owns and others attributable in the future. To all matters
not covered by this provision, and regarding powers granted
to it, shall apply Chapter V of section II in Law 39/2003 of
17 November, of the Rail Sector, and other provisions of said
rule applicable to the rail infrastructure manager.
In accordance with article 1.7 of Royal Decree Law 15/2013,
of 13 December, Adif-Alta Velocidad has entrusted to Adif
the infrastructure capacity management, control, traffic
and safety systems, among others.
Annex I to this NS - sections a) and c) - includes the
Catalogue of Lines and Sections in the General Interest
Railway Network managed by Adif pursuant to Article 38
of Royal Decree-Law 4/2013, of 22 February parliamentary
proceeded and approved as Law 11/2013 of 26 July.
Adif Managed Network primarily has combined traffic lines
(Freight and Passengers). It has three lines with different
gauges:
♦ ♦ Iberian gauge (1,668 mm).
♦♦
♦♦
UIC gauge (1,435 mm).
Metric gauge (1,000 mm).
Some line sections have a third rail, so that these sections
have a double gauge (Iberian and UIC).
Main lines of Adif Managed Network have double tracks.
There is an information system called CIRTRA (Traffic by
Sections), systematically registering the characteristics of
Adif managed network.
Maps included in Annex H have information on identification
and location of the main stations and railway junctions of
Adif Managed Network as well as on distances in kilometers
between these, with details of different types of track (single
track and double track, and electrified or non-electrified).
The contents of Annexes are for information purposes
only. In case of discrepancy between the contents of these
annexes and regulatory documentation, the latter shall
prevail over Annexes.
There is a supplementary document to the NS called
Capacity Manual which is available for RUs and Applicants
for consultation purposes, which is sent by the Department
of Planning and Capacity Management reporting to the
Department Office of Planning and Network Management,
to all those who perform traffic. This document details
specific rules for capacity allocation applicable to every
Network line.
3.2.1. Geographic Limits
See Maps, Annex H.
3.2.2. Connections to other Networks
Adif Managed Network is connected to Portuguese network
(REFER) generally with Iberian gauge through border points
of Tuy, Fuentes de Oñoro and Badajoz, and to network of
France (RFF) with Iberian gauge through Irún, Portbou and
La Tour de Carol (although transit to France network through
these accesses requires trains to change to UIC gauge) and
with UIC gauge through Figueres-Vilafant performed by TP
Ferro Infrastructure Manager.
Description of the Network
41

3.2.3. Additional Information on the Network
Integration of rail transport in Europe requires a technical
compatibility of infrastructure, rolling stock and signaling,
as well as a compatibility of legal and operational procedures
across European rail network in order to achieve the goal of
Rail System Interoperability. In Spain there are currently
1,974 km of lines operating with ERTMS.
3.3
3.3.1. Geographic Identification
Description of the
Network Managed by AdiF
3.3.1.1. Track Typologies
Adif Managed Network is essentially made up of:
♦♦
♦♦
♦♦
♦♦
Non-electrified single track.
Electrified single track.
Non-electrified double track.
Electrified double track.
See Map 9, Annex H.
3.3.1.2. Track Gauges
Map 14 in Annex H, shows track types on Adif Managed
Network, as described in section 3.2.
3.3.1.3. Passenger Stations and
Logistics and Technical Freight
Facilities
See sections 3.6 and 3.7 and see Maps 2 and 3, Annex H.
3.3.2. Network Features
3.3.2.1. Loading Gauge
Technical Instruction applicable to Network Gauge (1985
Edition) includes gauge characteristics applicable to Adif
Managed Network with Iberian gauge.
General Instruction, IG 66, Loading Rules sets the standards
that RUs have to fulfill in order to condition the load within
gauge limits.
Figure “Gauge Table” includes a graphical scheme applicable
to load carriages running on Iberian gauge along Adif
managed network - by virtue of General Instruction IG 66 -
and the remaining main gauges applicable to Adif managed
network.
//
Combined Transport Profile
Traffic of trains used to transport Swap Bodies, Removable
bodies, Semitrailers and Containers, depending on size and
type of wagons used is governed by Set point Series C no. 47,
of 5 May 2006, along with Annexes 1, 2 and 3 thereto.
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//
Loading Gauge scheme
IBERIAN LOADING GAUGE (1,668 mm)
1430
2340
380
50
1928
1568
145
430
130
3290
3670
4070
4300
400 230
3010
3300
2734
3274
2584
50
1668
140
Description of the Network
43

UIC GAUGE (1,435 mm)
Pending Publication in Official State Gazette is the new updated Technical Instruction on national and international transit of
carriages on UIC gauge.
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METRIC GAUGE (1,000 mm)
For electrified lines
450
1075
1507
1440
3200
870
630
500
450
150
100
80
100
150
400
3800
4100
For electrified lines
950
1240
1507
1440
3200
870
630
500
450
150
100
80
100
150
400
3600
3900
(Dimensiones en mm)
Pending Publication in Official State Gazette is the new updated Technical Instruction.
Description of the Network
45

3.3.2.2. Load Limits
//
Load per Axle and Linear Load
Railway Network of General Interest lines and sections with Iberian gauge managed by Adif are classified, for this purpose,
into nine categories, with defining characteristics as shown in the following table, based on the maximum load per axle or per
linear meter.
Type of line
Per Axle
Maximum load
Per Meter
A 16, 0 t 5, 0 t
B1 18, 0 t 5, 0 t
B2 18, 0 t 6, 4 t
C2 20, 0 t 6, 4 t
C3 20, 0 t 7, 2 t
C4 20, 0 t 8, 0 t
D2 22, 5 t 6, 4 t
D3 22, 5 t 7, 2 t
D4 22, 5 t 8, 0 t
At present most of the lines of the Network Managed by Adif are Category D4. There are, however, some specific restrictions
affecting certain points and lines, which can be consulted on the Operating Manual.
On meter-gauge lines, maximum axle load is 15.0 t and per linear meter is 8.0 t.
//
Towable Load Limit
The “Table of Maximum Loads” is the official document
that lays down towable loads, for each locomotive and for
different lines on the Network. It is available to RUs and other
Applicants in the Department for Capacity Management
and Planning reporting to the Department of Planning and
Network Management.
In general, the maximum load is determined on the basis of
considering two parameters:
♦♦
♦♦
The characteristic worst gradient on the train route.
The maximum load of the locomotives, depending on
the characteristics of afore gradient.
Maximum load represents the load that a locomotive can
technically carry if operating in extreme conditions.
The application of the maximum load to trains can result,
especially in case of diesel locomotives, in low traffic speeds
which may prove to be incompatible with exploitation
or with a reasonable use of track capacity. Therefore,
regardless of the maximum load established, Adif may set
conditions or reject applications that result in unsuitable
speeds due to the load given by Applicants for a particular
request for Capacity.
3.3.2.3. Characteristic Line Gradients
Maps 7 and 7.1 of Annex H show characteristic line gradients
on the rail network most important sections, for both
running directions.
3.3.2.4. Maximum Speeds
//
Types of Rolling Stock
For speed limits purposes, the rolling stock is classified by
types, in relation to the following determinants:
♦♦
♦♦
The maximum authorized speed for each vehicle.
Acceleration without compensation admitted by
vehicles, according to the following five classes
considered:
TYPES N A B C D
Acceleration (m / s 2 ) 0, 65 1 1, 2 1, 5 1, 8
The resulting train type shall correspond to the worst “Type” for any vehicle in the train set.
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//
Table of Maximum Speed
The “Table of Maximum Speeds and Permanent Information”
is the official document outlining the maximum speeds
authorized on each line. High Speed Network lines allow
speeds of 300 km/h and above. The main lines of the
conventional network with Iberian gauge generally take
speeds between 160 and 220 km/h.
Metric gauge lines take speeds between 50 and 100 km / h.
Included in Annex H, Maps 8 and 8.1 is an overview of the
maximum speeds on each route.
3.3.2.5. Maximum Train Lengths
The length of the rails at stations as well as other operating
conditioning factors, are basic to determine the maximum
length of trains on different lines. Annex H shows Maps 10,
10.1, and Maps 11 and 11.1 of maximum train lengths allowed
on each line, differentiating freight and passenger traffic.
Within the framework of the Plan to Promote and Stimulate
Freight Transport by Rail, Adif promotes management
actions to enable and meet the demand for increased lengths
of trains by RUs (Maps 11 and 11.1 in Annex H).
Currently trains with a special length up to 750 m are
authorized to run on Barcelona - French Border and Madrid
- Valencia routes.
In order to run with a particular length, it is necessary to
request specific authorization to the Department of Planning
and Capacity Management reporting to the Department
Office of Planning and Network Management for regular or
occasional trains and H24 Network Management Centre for
immediate trains.
3.3.2.6. Electric Power Supply
Adif Managed Network has more than 9,000 km electrified
lines, with different gauges, using two different types of
voltage:
Direct Current
In general, a nominal voltage of 3,000 V is used for
Conventional Network and 1,500 V for Metric Gauge
Network.
Alternate Current
Catenary supplies 25,000 V power at 50 Hz, normally
confined its use to High Speed Network lines.
Electric power available is limited depending on the power
supplied by network substations. Maps 9 and 9.1 in Annex
H include electrified sections of Adif Managed Network, as
well as electrification type available therein.
3.3.3. Safety Systems, Communications
and Traffic Control
3.3.3.1. Safety Systems
Adif Managed Network has signaling and blocking systems
of various technologies, and there is a tendency to use
electronic interlocking with centralized remote control (CTC)
at Control Stations and Regulation and Control Centers.
♦♦
Mechanical interlocking, which authorizations
are based on the ratio of keys and levers, and the
transmission of the signals and switch position is
generally mechanical.
Interlocking
Interlocking is a set of physical and logical elements, that
within the geographical area of a station or traffic unit, it
automatically performs orders, monitoring and verification
of shunting, detentions, releases and other actions necessary
for the proper functioning of all railway signaling elements
under their control, as well as ancillary systems which are to
be considered case by case, pursuant to the functionality set
out in the corresponding Operating Program.
Operations on interlocking can be done locally, from an
operator station at an Office of Traffic and remotely from
Centralized Traffic Control (CTC) systems.
Depending on the technology used, interlocking systems are
classified into:
♦♦
Electronic interlocking (ENCE), based on
microprocessors.
♦♦
Electric interlocking, using relay logics, and depending
on the used architecture receive different names:
geographic modules, free wiring, etc.
Train Detection
Track circuits (CDV)
Track circuit detects the occupation by a railway vehicle,
of a certain track section. Every rolling stock entering the
area protected by track circuit, it reports occupancy to the
interlocking.
When the rail vehicle leaves the area protected by the track
circuit, it safely reports to the interlocking that the area is
vacant.
The physical configuration of track circuits is defined in the
Operating Program of each interlocking.
Axle counters (CE)
Axle counter locates the train on a particular track section
by counting axles that pass through the ends of the section.
Interlocking safely receives information of occupancy /
vacancy of the track section controlled by the counter.
The definition of the physical configuration of axle counters,
as well as for track circuits, is made in the interlocking
Exploitation Program.
Description of the Network
47

Blocking
Automatic Control Block System (BCA)
Safety distance is kept regulating the train speed, never
exceeding the speed limit that the driver continuously
receives via cab signaling. There are various systems of BCA
in Adif Managed Network. The section corresponding to
safety systems shows the various systems available.
Side Signal Block System (BSL)
A safe distance between trains is ensured by signal
indications. It is similar to the BA listed below, though
specific of high-speed lines.
Automatic Release Block System (BLA)
This blocking system generally has one-block section
between stations, which is protected automatically by
signals and axle counter devices.
Depending on the track and signaling conditions, there are
several types of Automatic Release Block System, similar to
the Automatic Block System, described as follows.
Automatic Block System (BA)
It generally has intermediate block sections between
stations, which are automatically protected by signals.
Depending on the signaling and track conditions, there is a
Single-Track Automatic Block System (BAU), a double track
Automatic Block System (BAD), and an Automatic Pooled
Block System (BAB).
Radio Traffic Control (CCR)
This block system is used on lines with little traffic, and train
traffic is ensured by a permanently reporting to the Head of
CCR of the status of the trains on sections, of authorizations
given to drivers and notice of train arrivals. Closed radio
communications are used.
Manual Electric Block (BEM)
Track blocking is made by Traffic Managers through an
electrical device.
Telephone Block (BT)
Blocking the section between two open stations is ensured
by telephone messages sent between Operating Managers.
The existing blocks on every line are included in Map 12,
Annex H.
3.3.3.2. Automatic Train Protection
Systems
Train traffic on certain lines may require motor vehicles to
be equipped with any of these ATP systems, as indicated
in the Capacity Manual. ASFA is installed on all main lines
of General Interest Rail Network, RFIG, managed by Adif,
and it might be mandatory that rolling stock running on the
network is equipped with it and operates it during service. It
is also mandatory for trains to run on a single-agent regime.
Detailed in Annex H Map 13 are the lines that are equipped
with these systems.
ERTMS
Traffic control, signaling and assisted operation system that
meets European standards of interoperability. It currently
combines two subsystems: ETCS (European Traffic Control
System focused on signaling and train protection), and
GSM-R (Global System for Mobile Communications in
Railways performing communications).
LZB
Control, signaling and driving assistance system that
continuously monitors train speed and controls its running
service via cab signaling.
ATP-EBICAB
This family of protection systems is based on providing
timely information about balises installed on track for
continuous speed supervision.
ASFA, Announcement of Signals and Automatic
Braking
The system announces in cab signal indications through
balises, setting speed controls based on these indications.
This system in its most modern development is called ASFA
Digital.
3.3.3.3. Traffic Control and
Management Systems
Da Vinci
Control and Management Platform that integrates and
centralizes subsystems of signaling, electrification,
communications, etc. enabling their remote monitoring and
communication.
CTC, Centralized Traffic Control
A platform in a central control station centralizes interlocking
and blocking of a line or area.
CRC, Control and Regulation Centre
Centre that manages, organizes and coordinates rail traffic
and safety systems.
PRO, Regional Operations Office
Centre where it is possible to manage exclusively an
interlocking of a line facility, by CRC transfer. It is considered
a second level of traffic control.
PLO, Operations Local Office
Centre where it is possible to manage traffic of a line section,
by CRC transfer. It is considered a third level of traffic control.
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3.3.3.4. Communication Systems
Train traffic on certain lines may require motor vehicles to
be equipped with one of these systems, as indicated in the
Capacity Manual.
//
Mobile Communications
GSM-R (Voice and Data)
It’s a development of GSM technology, specific for
communication and rail applications, with exclusive
frequency bands to avoid any type of interference. As ERTMS
subsystem it shall enable European rail interoperability.
High speed lines already have GSM-R.
Train-Ground
Analogue radiotelephone system called Train-Ground that
enables individual communications between trains and the
Control Centre or Regulation and Control Centre, which is
installed on most Network main lines, in view of a gradual
migration towards GSM-R system planned for the entire
network. Radiotelephone system is mandatory for train
traffic running on a single-agent regime.
3.3.3.5. Protection and Safety
The mission of Adif Safety and Security a Department is
to lead, coordinate and organize the actions of human and
technical resources in order to safeguard resources of the
company, security of persons and goods, as well as to direct
civil protection policy and monitor compliance therewith.
Management of safety and security develops from Safety
and Security Centers (CPS), which are geographically
distributed and respond and manage immediately, alerts and
alarms within their scope, activates necessary resources for
processing and collects and transmits necessary information
for a comprehensive management. Territorial CPS are
coordinated by the Center for Self-Defense and Security
(CASH24) integrated into the H24 Network Management
Centre.
RFIG managed by Adif offers Self-protection Plans for
infrastructures identified in the catalog I of the Basic Self-
Protection Standard, where periodically maintenance of
efficacy is performed through inspections of facilities,
simulations, documentation reviews and audits of the
entire system of self-protection. These Protection Plans are
registered in the Autonomous Communities where powers
are transferred in the field of civil protection.
Adif has a Master Emergency Actions Plan (PDAE) that
provides an overall performance criteria in case of
emergency.
Description of the Network
49

3.4.1. Specialized Lines
There are certain specialized lines for passenger traffic
where operations are restricted to certain types of traffic,
or such a restriction will only have effect on a preferential
allocation of capacity for this particular traffic or on the
regulation of train traffic. The complete list of specialized
3.4
Traffic
Restrictions
lines may be consulted in the Capacity Manual, which is
available for RUs and Applicants for consultation, and shall
be sent to whomever performs traffic by the Department
for Planning and Capacity Management reporting to the
Department for Planning and Network Management.
3.4.2. Environmental Standards
RUs shall comply with environmental regulation valid in
Spain, as applicable, especially in terms of control of fire,
noise, smoke emissions, etc. In case of noncompliance, Adif
may adopt environmental measures for train traffic and
stabling.
3.4.3. Transport of Dangerous Goods
Transport of dangerous goods on Adif Managed Network is
governed by Regulation concerning International Transport
of Dangerous Goods by Rail, RID, RD 412/2001, of 20 April,
and by valid General Instruction, IG 43.
Major traffic restrictions covered are as follows:
♦♦
Prohibition to run on lines that pass through towns
when there are alternatives to bypass these.
♦♦
♦♦
In general stabling at inhabited stations shall not be
planned.
In general, detentions in tunnels over 100 meters
long shall not be planned.
In case of failure, Adif may adopt appropriate measures for
traffic or stabling of trains.
3.4.4. Restrictions in Tunnels
There is a complementary document to the NS called
Traffic Manual that is available for RUs and Applicants for
consultation, which shall be sent by the Department of
Traffic Safety , to whomever performs traffic.
3.4.5. Restrictions in Bridges / Viaducts
There is a complementary document to the NS called
Traffic Manual that is available for RUs and Applicants for
consultation, which shall be sent by the Department of
Traffic Safety , to whomever performs traffic.
The effective period of opening and closing stations may be
consulted in Instructions B published monthly by each of
the Department of Operations reporting to the Department
Office of Maintenance and Operation of Conventional
Network of Adif, or in the so-called Train Document if
applicable.
Infrastructure
availability
3.5
Despite the general tendency to remotely control Adif
Managed Network main lines through CTC, there are still
some parts that are open to traffic all day long.
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Passenger
3.6 Stations
The management of the 1,948 existing stations in the RFIG corresponds to Adif. Adif-Alta Velocidad has entrusted to Adif the
management of stations it owns (Map 17 in Annex H).
3.6.1. Main Stations
Main stations managed by Adif are seen as landmarks of
the city, equipped with accessible spaces, functional, and
environmentally friendly where customers can enjoy a
variety of services related to railways and modal exchange,
commercial offer and social and cultural activities.
Adif priority is to design and construct rail stations with
comprehensive sustainability criteria, considering the whole
life cycle of the station and quality service provision based
on the characteristics of each station, taking into account:
♦♦
Suitable dimensioning of spaces and equipment.
♦♦
A proper operation of facilities (cleaning,
maintenance, conservation, conditioning, etc.).
♦♦
♦♦
♦♦
Creation of safe environments.
A commercial offer geared to the needs of customers
and the city.
Information related to the station and services in it,
in Spanish and, if necessary, in the official languages
of the respective Autonomous Communities.
A model of stations marketing is offered to customers and
cities by a diverse and attractive commercial offer, under
the following brands:
and
A list of stations is classified by categories in TABLE 4
“Station Classification” by virtue of Order FOM/2336/2012
of 31 October, amending Order FOM/898/2005 of 8 April,
which fixes the level of railway charges set out in Articles
74 and 75 of Law 39/2003, of 17 November, of Rail Sector.
It also includes major passenger stations on Adif managed
RFIG, in Map 2, Annex H. For more information, please see
www.adif.es
3.6.2. Commuter Stations
Commuter stations provide public service in large urban
and areas of influence, representing a sustainable public
transport, efficient and with an attractive offer to mobility
demands in this area. They aim to offer public service
with criteria of quality, efficiency, innovation, and focus
on clients, safety and sustainability, combining business
criteria with those of state and territorial public interest.
Commuter hub providing services are: Asturias, Barcelona,
Bilbao, Cadiz, Madrid, Malaga, Murcia/Alicante, San Sebastian,
Santander, Sevilla, Valencia and Zaragoza.
Adif and RENFE-Operadora have signed an agreement
entrusting RENFE-Operadora with the integrated
management and administration of these stations.
3.6.3. Stations on Metric Gauge Lines
These are stations with commuter and regional services that structure rail in Spanish territory.
Description of the Network
51

3.6.4. Other Stations with Passenger Service
Stations which are medium-sized or small, located in towns that are not province capitals and which have commercial stops
for passenger trains.
3.6.5. Accessibility Plan of Adif Stations
In line with Adif commitment on accessibility of stations and
services provided therein, the Accessibility Plan of Stations
contemplates their adaptation, so as to allow accessibility
for disabled people to rail services. At main stations, work
is being done to allow access to services for people hearing,
speech and visually impaired.
In general, the height of the platforms in Spain conforms
to the provisions in the Commission Decision 2008/164/CE
of 21 December 2007, published in DOUE of 07/03/2008,
concerning the technical specification of interoperability
relating to persons with reduced mobility in high speed and
conventional Transeuropean rail systems.
On platforms of conventional rail network, two nominal
values of platform height are permitted, namely, 550 mm
above the running surface for conventional traffic and 760
mm above the running surface for high-speed traffic.
Furthermore as stated in section 7.4. Specific cases,
subsection 7.4.1.1. Platform height, under Technical
Specification for Interoperability TSI on a permanent basis,
a platform height of 680 mm above the running surface is
authorized for platforms specifically designed for commuter
or regional traffic.
In metric gauge stations, platforms are located at a nominal
height of 1.05 m. (Royal Decree 1544/2007, of 23 November).
3.6.6. Adif Dialoga Service
It’s a service designed by ADIF -in the Plan of Accessible
Services- to facilitate access to information and
communication in railway environments to persons with
deafness or hearing impaired, using the latest technologies
in the market and meeting the commitments arising from
the implementation of the Spanish Sign Language.
The service consists in the following action lines:
♦♦
♦♦
Information via mobile and communication via
texting.
Insertion of pre-recorded Spanish sign language and
text messages on information monitors at stations.
♦♦
♦♦
Video-interpreting Service.
Imparting courses of Spanish sign language to staff
at Stations.
Stations where this service has been implemented are: A
Coruña, Albacete Los Llanos, Alacant-Terminal, Barcelona
Sants, Ciudad Real, Cordoba, Cuenca Fernando Zóbel, Gijón,
Girona, León, Madrid Chamartín, Madrid Puerta de Atocha,
Ourense, Oviedo, Requena-Utiel, Santiago de Compostela,
Sevilla Santa Justa, Valencia Joaquín Sorolla, Valladolid
Campo Grande, VIialia Málaga María Zambrano and Vigo
Guixar.
3.6.7. Interactive Information Points and Desks
Adif has 30 information points to facilitate customers and
passengers at the station - in an interactive and accessible
way- the most relevant information of the station (train
services, commercial, intermodal ...) and the rail traffic
situation.
Aforementioned information points are located at the
following 17 stations: Albacete Los Llanos, Barcelona
Sants, Ciudad Real, Córdoba, Intermodal Abando Indalecio
Prieto, Lleida Pirineus, Madrid Chamartín, Madrid Puerta de
Atocha, Málaga María Zambrano, Pontevedra, Puertollano,
Salamanca, Sevilla Santa Justa, Valencia Joaquín Sorolla,
Valencia Estaciò del Nord, Valladolid Campo Grande and
Zaragoza Delicias.
Furthermore, we have also installed 10 reception desks,
conceived as the first point of guidance and information
to customers and travelers at the station, at 7 stations:
Barcelona Sants, Madrid Chamartín, Madrid Puerta de
Atocha, Málaga María Zambrano, Sevilla Santa Justa,
Valencia Joaquín Sorolla and Zaragoza Delicias.
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3.7
Technical Installations and
Freight Logistics Facilities
http://www.adif.es/AdifWeb/instalacionesMapa.jsp
Adif, through their network of facilities, facilitates a modal
exchange of freight and provides Railway Undertakings and
Applicants with logistics services necessary to add value to
the transport chain.
If Adif does not directly or indirectly perform such services,
they shall establish the corresponding contract of space
availability to use their logistics facilities.
Types of Logistic Facilities
Based on the type of facilities, their size and location,
resources of Adif and type of operation performed therein,
these are classified into:
♦♦
♦♦
Technical Facilities.
These are rail facilities to perform operations on
railway stock relating to their stabling and formation
for service.
These are made up of tracks and facilities of signaling,
safety and electrification, which are managed by the
Rail Infrastructure Administrator, and help to ensure
an overall efficiency of the rail system.
Logistic Facilities.
These are cargo terminals exclusively dedicated to
providing logistics services related to handling and
storage of freight, adding value to the transport
chain.
These facilities are at least the rail infrastructure
required for transport modal exchange and available
spaces for loading / unloading of freight. They may
also include other facilities such as warehouses,
roads, office buildings, etc.
established various management models for their logistic
facilities, looking for a more efficient system and ensuring
in its implementation a criteria of transparency, objectivity
and non-discrimination. These management models are:
a) Direct Management, that is the provision of
Supplementary and Ancillary Services by Adif, either
with their own resources or through the establishment
of ad hoc service contracts. Information of managed
services under this model are published on the Web of
Adif and the list of Top Logistics Facilities specified in
section 3.7.1.
b) Management at their own risk, that is the provision
of Supplementary and Ancillary Services by third parties
that have the corresponding contract on availability of
space and resources. The list of managed services under
this model is in section 3.7.2.
c) Self-provision Management, that is the provision
of Supplementary and Ancillary Services by Railway
Undertakings, for themselves and their own traffic. The
list of facilities that can be operated under this model is
in section 3.7.3.
Adif website likewise includes Additional and Supplementary
Services provided at each facility, as well as the
provision regime and schedule which at certain facilities is
24 hours daily, 365 days a year for acceptance and consignment
of trains on Adif web is posted the list of facilities open
24 hours daily.
Likewise, Adif may provide services at times other than
those listed in www.adif.es. In this case, the provision
of such services shall be pursuant to prior agreement
between the parties, based on service specific conditions,
associated operations, duration, frequency, price or any
other circumstance which may be expressed in a concrete
and definite agreement.
♦♦
Logistic Centers
Logistics centers shall be facilities depending on their
strategic location on major rail corridors, size and
resources devoted to these.
Management Models, Characteristics and
Services
Adif currently manages and owns 53 Top Logistics Facilities
- which are facilities and logistics centers with capacity
and resources to provide Supplementary Services and- if
appropriate- Auxiliary. Location of Top Logistics Facilities is
shown in Map 3- Annex H.
In order to promote freight transport rail, Adif has
Concerted Quality Agreements
Adif promotes Concerted Quality Agreements with actors
participating in rail freight transport. These Agreements
establish, by mutual agreement, the commitments of every
participating member to achieve the quality levels expected
rail logistics services provided at their facilities.
Concerted Quality Agreements are a tool of Adif Logistics
Services model, designed to ease the operation at their
facilities, enhancing competitive conditions for railway
undertakings and logistics operators using them, in line with
the strategic plan designed by the Ministry of Public Works.
Description of the Network
53

3.7.1. Freight Main Logistics Facilities
A Coruña San Diego Granollers Mercancías Pontevedra
Alcázar de San Juan Mercancías Grisén Portbou Mercancías
Algeciras Mercancías Hueva Mercancías Sagunto Mercancías
As Gándaras Irún Mercancías Salamanca
Barcelona Can Tunís Júndiz Samper
Barcelona Morrot León Mercancías San Roque - La Línea Mercancías
Bilbao Mercancías Lugo de Llanera Sevilla La Negrilla
Busdongo Lugo Mercancías Silla Mercancías
Castellbisbal Madrid Abroñigal Tarragona Mercancías
Complejo Pasaia - Lezo Martorell Seat Torrelavega Mercancías
Complejo Taboadela - Ourense Mataporquera Valencia Fuente San Luís
Complejo Valladolid Mérida Mercancías Venta de Baños Mercancías
Complejo Villaverde Miranda de Ebro Mercancías Vicálvaro Mercancías
Constantí Monforte de Lemos Mercancías Vigo Guixar
Córdoba El Higuerón Murcia Mercancías Villafría
Cosmos Muriedas Zaragoza Arrabal
Escombreras Noáin Zaragoza Plaza
Fuentes de Oñoro
Pamplona
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3.7.2. Services at their own risk at Main Freight Logistic
Facilities
FACILITY MANAGED SERVICES UNDERTAKING
Complejo Valladolid ITUs Handling TCB RAILWAY TRANSPORT S.L.
Constantí
Granollers Mercancías
Global management of services at
facilities
Global management of services at
facilities
TRANSLISA
UTE Terminal Granollers
Murcia Mercancías ITUs Handling REFEER TERMINAL A.I.E.
Noáin ITUs Handling TERMINAL CATALUNYA S.A.
Portbou Mercancías
Global management of services at
facilities
FERROSER Servicios Auxiliares S.A.
Tarragona Mercancías ITUs Handling Transportes Portuarios S.A.
Villafría
ITUs Handling
Logística Multimodal Castilla y
León S.A.
Zaragoza Plaza ITUs Handling Noatum Rail Terminal Zaragoza
Description of the Network
55

3.7.3. Freight Logistics Facilities that can be managed
under self-provision
A Susana * Els Monjos * L’Arboc * Santa Eulalia del Campo
Albacete Mercancías * Féculas de Navarra Magaz Santiago de Compostela *
Albolote * Ferrol * Manresa * Sarria *
Alconera * Flix * Manzanares * Selgua *
Algodor * Fuencarral *
Manzanares - Soto
El Real *
Sestao - Urbinaga *
Alhondiguilla -
Villaviciosa *
Gandía Mercancías
María de Huerva
Sevilla Majarabique
Mercancías *
Almería Getafe Centro * Medina del Campo * Tamarite Altorricón *
Altsasu Getafe Industrial * Mengibar Artichuela * Tardienta
Alzira Girona Mercaderies * Moncofa Tembleque
Aranda de Duero Granada * Montcada - Bifurcaciò * Teruel *
Araia Granollers Canovelles * Montornés - Butano * Texeiro *
Aranjuez * Guillarey Monzón - Río Cinca * Toral de los Vados
Arévalo * Hernani * Mora de Rubielos Toro *
Ávila * Herradón - La Cañada * Morata de Jalón Torrejón Mercancías *
Azuqueca de Henares * Jadraque * Nava del Rey * Tres Camins *
Badajoz Jerez de los Caballeros * Navalperal Valencia de Alcántara
Bobadilla Jerez Mercancías * Novelda - Aspe * Vallecas *
Briviesca La Encina O Barco de Valdeorras Vedra - Rivadulla *
Burriana - Alquerías La Felguera * Osorno Vic Mercaderies *
Cabezón de Pisuerga La Llagosta * Oural * Viana
Cáceres La Robla * Peñarroya Pueblo Nuevo * Vila - Real
Canfranc * La Roda de Albacete Picón de los Serranos Villacañas
Casetas La Roda de Andalucía * Pinto * Villarrobledo
Castillejo- Añover * La Salud * Plá de Vilanoveta * Villaverde -Alto *
Cella Lalín * Ponferrada Mercancías * Villaverde Orcasitas *
Chapela (Redondela de
Galicia *
Les Borges del Camp * Puerto Escandón Zafra *
Cuarte de Huerva *
Linares Baeza
Mercancías *
Redondela *
Zarzalejo
Curtis * Llanos de Granja * Robledo de Chavela Zuera
Dos Hermanas * Los Prados Mercancías * San Felices Zumarraga
El Carpio de Córdoba Los Rosales * San Vicente de Castellet
El Sequero - Arrubal Luceni Sanchidrián
*Logistics facility for which a railway undertaking requested its management under self-provision.
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3.8.1. Tracks to set trains
3.8 Other Facilities
For additional information please address:
Department of Logistics Services
Estación de Chamartín, Andén 1. Agustín de Foxá s/n. 28036 Madrid
3.8.2. Storage Sidings
For additional information please address:
Department of Logistics Services
Estación de Chamartín, Andén 1. Agustín de Foxá s/n. 28036 Madrid
3.8.3. Facilities for Rolling Stock Maintenance
Adif does not currently offer rolling stock maintenance services.
3.8.4. Refueling Facilities
These are facilities with appropriate technical means for
dispensing diesel for traction. These facilities enable having
fuel used for traction and dispensing it to rail vehicles with
appropriate safety measures.
There is a network of fuel supply locations, directly run
by Adif. Map 4 of Annex H shows a list of diesel supply
points available for Adif Managed Network. For additional
information see www.adif.es or check with:
Department of Fuel Management
Avenida Pío XII, 97 1ª planta. 28036 Madrid
3.8.5. Ancillary Facilities
These are facilities where operations on rolling stock can
be performed, regarding damage to wheels, hot boxes,
overloads, loading gauge control, cargo stowed etc. They are
designed for traffic safety and have appropriate technologies
to fulfill their mission.
There is a set of weighbridges distributed along the Rail
Network of General Interest managed by Adif, in order to
identify overweights in wagons, avoiding derailments and
over-efforts on the infrastructure. Specifically, there are 27
dynamic weighbridges of automatic operation, all equipped
with remote control, and their location is shown on map 16
of Annex H. Adif through the Department of Operational
Systems and TIC reporting to the Department Office for
Network Planning and Management keeps the weighbridge
stock and contrast wagons in accordance with valid
regulations.
Description of the Network
57

3.8.6. Facilities for Track Gauge Changes
On Adif Managed Network there are currently two track
gauges interoperable with each other: UIC Gauge (1,435
mm) and Iberian gauge (1,668 mm). In order to facilitate
internal connections between both gauges, as well as to
other European networks, automatic systems have been
developed called Track Gauge Changers. In other traditional
facilities, a physical change of gauge is possible by changing
axles or bogies, or by physical transhipment of the freight.
There are also facilities for transhipment of containers and
freight at border points of Irun and Portbou. Their location is
listed in Map 14, Annex H.
3.8.6.1. Track Gauge Changers
These are facilities where track gauge automatically changes
upon passenger trains passing with reduced speeds. There
are two systems:
♦♦
♦♦
With TALGO technology
With CAF technology
Furthermore, some of these facilities enable changing track
gauges with both technologies. Gauge changing technology
for trains with variable gauge enable rail traffic to pass to
different networks, in a short time and without discomfort
for passengers, key for a progressive extension of highspeed
benefits.
For additional information consult:
Department Office of High Speed
Maintenance and Operation
Calle Titán 4-6, 4ª Planta. 28045 Madrid
Map 14 in Annex H shows track gauge change facilities,
along with information on the type of track gauge for each
line.
3.8.6.2. Bogie and Axle Changers
These are wagon axle or bogie change facilities (currently,
for freight traffic only) with a system of lifting the wagon
and replacing the rolling by another with the corresponding
gauge. Currently, the management at borders of axle change
facilities is located in Hendaye and Cerberus (France) located
facilities, and is performed by the company TRANSFESA.
3.8.7. Other Rail Infrastructures connected to RFIG
managed by Adif
3.8.7.1. Ports of General Interest
with Connection Agreements to Adif
Managed RFIG
Railway infrastructures which at every moment exist in
the field of General Interest Ports and are connected with
the General Interest Railway Network owned by Adif and
Adif Alta Velocidad, will be part of RFIG upon Order for these
purposes established by the Ministry of Public Works.
Connection of afore rail infrastructure to the General Interest
Railway Network shall be governed by an agreement laying
down the rights and obligations of each party, by virtue of
the following principles:
a. Adif shall establish under guidelines established by the
Ministry of Public Works, the standards for a physical
connection of railway infrastructures managed by the
former to that managed by relevant Ports Authority, as
well as for management purposes of traffic operations
on these.
b. Port Authorities concerned shall set up - prior favorable
report of the State Ports regarding the General Interest
Ports- standards on design and operation of the existing
network in each port, so as to not disrupt the proper
functioning General Interest Rail Network managed by
Adif.
The agreement referred to in this section, affecting Ports
of the General Interest, shall be concluded jointly by the
relevant Port Authority and Adif, prior authorization of the
Minister of Public Works. Said agreement shall include any
network operation and the standards to be respected by
Adif for capacity allocation of the existing rail infrastructure
in the area of the Ports of General Interest.
Currently, have been signed 17 connection agreements with
the Network of State Ports, as set out in Map 5 of Annex H.
3.8.7.2. Private-owned Rail
Infrastructures (Sidings)
Siding is defined as a rail infrastructure private or stateowned
with tracks for loading, unloading and stabling
of wagons with a link to a line by one or more open line
switches, used to complement RFIG owned by Adif and
Adif- Alta Velocidad, including therein units used for
construction, repair or maintenance of rail stock, such as
carriages, wagons, locomotives or track equipment privateowned.
For the establishment or operation of private-owned rail
infrastructure, the applicant must submit a project to
establish or exploit the line that will include, at least, a
report explaining the purpose of establishing or operating
the infrastructure, with general and partial plans, as well
as respective quotations, activities to be provided thereon,
description of the works and technical circumstances for
performance which must conform to the rules in safety and
interoperability, established by regulation of the Ministry of
Public Works.
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On said private-owned rail infrastructure, rail transport
may be exclusively performed on the owner’s account, in
addition to other main activities performed by the owner.
To private-owned rail infrastructure that complement
General Interest Rail Network and are not located within
their rail service areas, Art.40 of Law 39/2003 of Rail Sector
shall not apply, in terms of provision of additional and
ancillary services.
The connection of private-owned rail infrastructures to
General Interest Rail Network shall only be made by express
authorization of Adif. The owner of private-owned rail
infrastructure will facilitate the connection under the terms
specified in the document of authorization. Article 52 of
Rail Industry Regulation sets out the conditions to connect
private-owned rail infrastructure with the General Interest
Rail Network, and construction and operation regime of
private-owned items that complement state-owned rail
infrastructures.
From 1 January 2005, 44 private connections to Adif
managed RFIG have been approved, of which, on 31 December
2013, 16 were in commercial operation and 28 pending
to start their activity (constructive project development,
construction, etc.). On 31 December 2013, there were 199
sidings in commercial operation on conventional line and 8
sidings in commercial operation with metric gauge line.
Annex J and Maps 15 and 15.1 of Annex H show the
particular connections to Rail Network of General Interest
(sidings), specifying whether they are located on lines with
conventional gauge or lines with metric gauge, that are
classified depending on their use, in:
♦♦
♦♦
Private sidings for public use
Private sidings
For more information, consult the Department Office and
Resources (Adif Directory, section 1.8).
3.9.1. Actions planned for 2014
Infrastructure
3.9 Development
The Ministry of Public Works is promoting rail freight
transport through actions such as implementing UIC gauge
in Mediterranean corridor, as well as rail connections to
main ports along the Mediterranean coast, like Barcelona.
Tendered and awarded the early works of these actions,
they shall continue with the tendering process and award.
On the other hand, they shall continue with the performance
of main high-speed lines.
3.9.2. Assets Update on RFIG managed by Adif, data on
31.12.2013
After publishing the previous edition of NS, the most important innovations to modernize Adif Managed Network as of 31
December 2013, are the following:
New sections in service: Without changes
Description of the Network
59

Modified Routes
Changes of layout
LINE OF IBERIAN GAUGE FROM ALCÁZAR DE SAN JUAN TO CÁDIZ:
• Change of the existing layout entering into service, the new variant to single track between Las Cabezas de San Juan
and Jerez Airport as a preliminary to undertake the work to double the track in this section.
• Entry into service of one of both tracks in the new underground layout in the municipality of Puerto Real as a preliminary
to the work of track duplication in urban connector in this location..
LINE OF IBERIAN GAUGE FROM EL REGUERÓN TO ALACANT-TERMINAL:
• Entry into service of the new layout on single track between kilometer points 36/943 and 41/104, located in the vicinity
of Albatera-Catral station allowing progress to complete the platform works on high speed line between Alicante and
Murcia.
Changes of Traffic Safety Systems and Traffic Management on Adif managed Network:
Without changes
Sections out of service: Without changes
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Network Statement Update 2014 V.0