{"id":1935,"date":"2016-06-02T18:24:22","date_gmt":"2016-06-02T16:24:22","guid":{"rendered":"http:\/\/www.revistaitransporte.com\/?p=1935"},"modified":"2016-10-21T16:17:35","modified_gmt":"2016-10-21T14:17:35","slug":"variable-gauge-systems-from-project-planning-to-execution-and-vice-versa","status":"publish","type":"post","link":"https:\/\/www.revistaitransporte.com\/variable-gauge-systems-from-project-planning-to-execution-and-vice-versa\/","title":{"rendered":"Variable gauge systems: from project planning to execution and vice versa"},"content":{"rendered":"

The problem of differing track gauges is not a uniquely Spanish one, but affects countries worldwide. According to the International Union of Railways (UIC, after its French name Union Internationale des Chemins de Fer), only 60% of the worldwide railway network uses standard track gauge (1,435 mm of separation between rails); moreover, it is not distributed evenly between continents. For various historical and economic reasons, the fact is that within the remaining 40%, there are more than 20 different measures ranging from 260 mm on some tourist railways in different parts of the world to more than 1,600 in the Spanish, Argentinean and Indian networks, among others. In Europe, there are four main track gauges: 1,000 mm (narrow), 1,435 mm (European standard), 1,520 mm (Russian gauge) and 1,668 mm (Iberian gauge).<\/p>\n

Only 60% of the worldwide railway network uses standard track gauge (1,435 mm of separation between rails)<\/p><\/blockquote>\n

The Spanish railway network measures 15,215 kilometres, according to 2015 data from the Ministry of Public Works. It is configured with three track gauges: the majority are \u2018Iberian gauge\u2019 (1,668 mm) and standard gauge (1,435 mm), which was used from the 1990s in the construction of all high-speed lines; these currently total 2,875 kilometres in length. Part of this (613 kilometres in total) operates with Iberian gauge, although it is equipped with multi-purpose sleepers which are easily adapted to standard gauge.<\/p>\n

In the northern part of Spain (mainly Galicia, Asturias and Cantabria), there is also the \u2018narrow-gauge railway\u2019 network built in metric gauge (1,000 mm), with a total of 1,269 kilometres in length. Currently, this is used for commuter trains and some tourist services, such as the Transcantabrico or the La Robla railway. At all points where these networks meet, both within Spain and where they connect with the Portuguese and French networks, there is gauge changeover facilities.<\/p>\n

SQUARING THE CIRCLE<\/h4>\n

There are a number of methods for solving the problem of track gauge: freight can be moved from one wagon to another or axles changed; passengers can be transferred onto a different train; or, there is the solution developed in Spain: the automatic variable gauge changeover facility. This is a railway installation which allows a train equipped with a variable-gauge axle or semi-axle system to automatically modify its axle gauge as it passes at a constant speed (approximately 15 km\/h) without human intervention.<\/p>\n

Spain has been a pioneer in these automatic variable gauge changeover systems since 1968, when the manufacturer Talgo began to run commercial services between Madrid and Paris (Ir\u00fan changeover) and between Madrid and Zurich (Portbou changeover facility). Subsequently, another rolling stock manufacturer, CAF, developed its own technology, making different facilities necessary for each manufacturer. Today, technology has evolved towards a single platform for variable gauge changeover.<\/p>\n

For more than 20 years, Ineco has participantes in designios the majority of different generaciones of gauge changeover facilities<\/p><\/blockquote>\n

The next application for the automatic variable gauge changeover facility arose in the 1990s, with the first high- speed line running from Madrid to Seville. This was built in standard gauge, and three variable gauge changeover facilities were installed (at Atocha, C\u00f3rdoba and Majarabique) to connect the line to the existing Iberian-gauge network. As high- speed infrastructure expanded, so too did automatic variable gauge changeover facilities. This has also made it possible, for a relatively low level of investment, to extend routes and reduce journey times for the conventional network.<\/p>\n

For more than 20 years, Ineco has participated in designing the majority of different generations of gauge changeovers. It has provided services to Adif, the Spanish railway infrastructure administrator, and to manufacturers in different aspects of the development and implementation of this technology (see IT22): project drafting, technical assistance, project management, maintenance and exploitation for more than 20 automatic variable gauge changeover facilities across Spain. Currently, Ineco is responsible for the maintenance of variable gauge changeover facilities at Cerro Negro and Fuencarral (Renfe), Chamart\u00edn, Atocha, Majarabique, Alcolea del Pinar, Albacete, Valencia, Plasencia del Jal\u00f3n, Zaragoza-Delicias, Huesca, Medina del Campo, Medina del Campo AVE, Zamora, Valdestillas, Palencia and Le\u00f3n.<\/p>\n

When it comes to moving over to the execution pase, it is essential to have coordination and feedback between the design and project teams in order to promptly address any difficulties<\/p><\/blockquote>\n

A PRACTICAL EXAMPLE: THE LE\u00d3N CHANGEOVER FACILITIES<\/h4>\n

With the arrival of the North high-speed line to Le\u00f3n, it became necessary to
\ninstall gauge changeovers to enable connections from there to Asturias and Galicia on 1,668 mm track gauge. This would also reduce journey times from Madrid to Gij\u00f3n, A Coru\u00f1a and Ourense.<\/p>\n