Chapter 3 - Adif

More documents

Recommendations

Info

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. 46 Network Statement Update 2014 V.0
3 // 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
Page 1 and 2: Chapter 3 Description of the Networ
Page 3 and 4: 3 3.1 INTRODUCtion This chapter des
Page 5 and 6: 3 // Loading Gauge scheme IBERIAN L
Page 7: 3 METRIC GAUGE (1,000 mm) For elect
Page 11 and 12: 3 3.3.3.4. Communication Systems Tr
Page 13 and 14: 3 Passenger 3.6 Stations The manage
Page 15 and 16: 3 3.7 Technical Installations and F
Page 17 and 18: 3 3.7.2. Services at their own risk
Page 19 and 20: 3 3.8.1. Tracks to set trains 3.8 O
Page 21 and 22: 3 On said private-owned rail infras

Chapter 3 - Adif

Create successful ePaper yourself

Delete template?

Save as template?