China

2.2.2.18 Nanjing–An’qing High-Speed Rail, People’s Republic of China

Key Information Network length 250.17 km Maximum speed 350 km/hr Stations 14 Track and Power 1,435 mm; overhead catenary (50 Hz 25 kV) Technology Automatic block signalling Expected commencement of operations 2014 (pilot route)

Background: The Nanjing–An’qing high speed rail line will connect Nanjing, the capital city of Jiangsu Province, with An’qing City in Anhui Province. Nanjing city, the second largest commercial centre in eastern China after Shanghai, houses a population of over 8 million. The city will host the 2014 Summer Olympics. Nanjing's economy is mainly based on electronics, cars, petrochemicals, iron, steel and power. The government is strengthening the city’s position as a national transportation hub, with the construction of Asia’s largest train station and the Yangtze River Shipping Logistics Centre, and is also building four new industrial parks. An’qing is a port city and houses a population of over five million. The city has petrochemical, textile, automobile fittings, food and tea industries.

This railway line will be a branch of the Beijing–Shanghai high-speed railway line. The route will run parallel to the Yangtze River, and will pass through Ma'anshan, Wuhu, Tongling and Chizhou. The journey time from An’qing to Nanjing will be reduced to 90 minutes from the current travel time of 5.5 hours and from Shanghai to An’qing it will be reduced to three hours from the current travel time of 12 hours.

Key players: Ning’an Intercity Railway is the project developer. The national government holds a 50 per cent share in the company and the provinces of Jiangsu and Anhui together hold the remaining 50 per cent share.

The key contractors involved in the project are China Railway Major Bridge Engineering Group Company Limited, China Railway 12th Bureau Group Company Limited, Ning’An Chengtie Limited Liability Company, China Anneng Construction Corporation, China Road and Bridge Corporation, Sinohydro Bureau 7 Company Limited, Beijing Urban Construction Group, and China Railway Engineering Corporation.

Network: The project involves the construction of about 250.17 km of railway line covering 14 stations. Of this length, 226 km is in Anhui province.

The stations include Nanjing South, Jiangning South, Ma’anshan East, Dangtu East, Wuhu, Yijiang, Fanchang West, Zhongming North, Tongling East, Maya, Chizhou, Yantang, Changfeng and An’qing. The project will require an estimated investment of CNY25.7 billion.

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Construction on the line began in December 2008. Track laying is expected to be completed in July 2013 and trial operations are planned in the first half of 2014. The line was originally scheduled to be completed in 2012.

In December 2012, structural works were completed on the An’qing Yangtze River railway bridge, one of the main bridges along the railway line connecting An’qing, which is on the northern shore of the river, with the rest of the line south of the river. The railway bridge is a double-towered cable-stayed steel truss bridge with a total length of 2,997 metres. It is being constructed at an investment of CNY19.5 billion, and is expected to be completed by May 2013.

Thereafter, Ning’an Intercity Railway plans to extend the line from An’qing to Jiujiang in Jiangxi Province.

Rolling stock and technology: A total of 125 trains will be deployed. Trains will run every four minutes.

The maximum speed of the trains will be 350 km/hr and the operating speed will be 200 km/hr.

Tracks will be standard gauge (1,435 mm) and ballastless.

Power will be sourced from overhead catenary (50 Hz 25 kV).

Automatic block signalling will be deployed.

Recent developments: In March 2013, the mayor of Ma’anshan city stated that the railway line will be operationalised in 2014 and that the travel time between Nanjing and Ma’anshan city will be reduced to 15 minutes from the current 78 minutes.

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2.3.6.5 Madrid–Extremadura–Portuguese Border High-Speed Rail Line, Spain

Key information Length 450 km (excluding the 52-km Madrid–Pantoja section) Maximum speed 350 km/hr Stations 6 (on the Spanish side); 1 (possible on the Portuguese side) Track and Power 1,435 mm; 2x25 kV 50 Hz AC Technology ERTMS Levels I and II and ASFA (ATP); GSM-R Expected commencement of operations 2016 (tentative) Notes: ERTMS – European Rail Traffic Management System; ASFA – Automatic Braking and Signal Announcement; GSM-R – Global System for Mobile Communications-Railway

Background: With the completion of this high-speed railway (HSR) line, Extremadura, an autonomous community in western Spain, will be connected to the rest of the Iberian Peninsula (Iberia) and the European high-speed network. Located in southwest Europe, Iberia includes Spain, Portugal, Andorra and France, as well as the British Overseas Territory of Gibraltar.

The construction of this railway line is a priority project for Spain and the project is included in Spain’s Plan de Infraestructuras, Transporte y Vivienda (PITVI) 2012-2024. The line will be built for mixed traffic (both passenger and freight) such that capacity utilisation is optimised.

Key players: Spanish infrastructure administrator, Administrador de Infraestructuras Ferroviarias (Adif), is the project developer. National rail transport operator Red Nacional de los Ferrocarriles Españoles (RENFE) will operate the trains.

Network: The project involves the construction of a 450-km long railway line from Pantoja to Badajoz (close to the Portuguese border) covering six stations.

The line will run through the municipalities of Garrovillas and Santiago del Campo to Extremadura on the Portuguese border, connecting the region to the Iberian Peninsula high- speed network.

The six stations on the Spanish side are , Navalmoral de la Mata, Plasencia- Fuentidueñas, Cáceres, Mérida and Badajoz. One station could be located at Elvas on the Portuguese side.

The total length of the Madrid–Badajoz line is 502 km including the 52-km section between Madrid and Pantoja.

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Table ///: Section lengths

Section Length (km) Madrid–Pantoja 52.0 Pantoja–Talavera de la Reina–Oropesa 140.0 Talayuela–Cáceres 127.5 Source: Adif

The Madrid–Pantoja section is shared with the Madrid–Seville high-speed rail line up to the outskirts of La Sagra. From there, a new route branches out to pass through the , from Pantoja to Talavera de la Reina and the provincial and regional border between Toledo and Cáceres.

Up to Talavera de la Reina, the line’s route is based on the current Madrid–Valencia de Alcántara line. After this, the new route will run alongside the A-5 motorway until it reaches Oropesa, where it returns to the current line’s corridor. This first section ends at the provincial border between Toledo and Cáceres. The Ministry of Public Works is responsible for the sections between Pantoja and Oropesa.

The new Talavera de la Reina high-speed station is part of the urban integration of the railway, included in the railway integration protocol for the town of Talavera de la Reina, signed in October 2007 by the Ministry of Public Works, Adif, the Castile-La Mancha Government and the Town Council.

The Talayuela–Cáceres section will be constructed by Adif. It extends from Talayuela to the Spanish–Portuguese border, starting at the border between the Autonomous Regions of Castile-La Mancha and Extremadura. Beginning in the Municipality of Talayuela, it passes through Navalmoral de la Mata, where a station is planned, and continues alongside the current rail corridor to the new Plasencia station, in Fuentidueñas.

The Plasencia station derives its name from the fact that Plasencia is the nearest and most highly populated city that the future station will serve, while the name of Fuentidueñas comes from the spot where an old flag stop is located.

From Plasencia, the line heads south towards Cáceres and Mérida, keeping mainly parallel with the A-66 ‘Plata’ motorway and the course of the current Madrid–Valencia de Alcántara railway line.

Two of the most important new structures on the whole line are being built in the section before Cáceres: the viaducts crossing the Tajo and Almonte rivers, at the Alcántara reservoir. The width of the obstacles to be bridged, the impossibility of using piles in the riverbeds and the requirement to respect the environmental impact statement, have led to both having a concrete arch design, with main spans of 324 and 384 metres, respectively.

The 384-metre central span of the viaduct that is being constructed without supports over the Almonte River makes it the widest span arched railway bridge in the world. The construction

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process chosen for erecting both bridges is similar to that used successfully for the Contreras Viaduct, on the Madrid–Levante high-speed rail line. Spain-based Idom has provided detailed design and site supervision for the bridge. This large arch makes up the main span over a 996- metre long viaduct, with a clearance of 80 metres over the river.

For the Embalse de Alcántara–Garrovillas section, Spain-based Tecozam Group has designed and constructed formworks to build the 996-metre long viaduct. The execution involves 20,000 square metres of 22 variable shape piers up to 65 metres in height, including 10 piers supported by the largest span arch in Europe (384 metres). Formworks are being provided for three structures (viaducts over Santa Ana, Villaluengo and Cagancha streams), with 20 piers up to 30 metres in height. The execution involves 10,000 square metres of climbing formwork, bridge abutments and foundations.

The designs for the Tajo and Almonte viaducts have incorporated new bird protection screens as an innovative solution to protect areas of great importance for fauna. The prototype consists of a barrier made of vertical steel tube sections. This kind of screen reduces the wind load on the structure, compared to other systems, permitting a financial saving in the design of some of its components. It also improves the viaduct’s aesthetics and environmental integration.

In order to optimise the corridor’s functionality, the solution in Mérida is to use a direct line to Badajoz and a by-pass around the current station, similar to the design of the Madrid– Zaragoza–Barcelona–French border high-speed line as it passes the cities of Zaragoza and Barcelona.

Remodelling and construction of three new stations is planned in Cáceres, Mérida and Badajoz.

The Badajoz–Portuguese border section awaits the Informative Study prepared by the Spain- Portugal High-Speed European Economic Interest Group (AVEP-EEIG). Both countries have reached an important agreement regarding the location and management of the international passenger and freight station of Elvas/Badajoz. This is a shared infrastructure with the passenger area on the Spanish side and the freight area in Portuguese territory.

Table /// lists the contracts awarded for platform works.

Table ///: Contracts awarded for platform works

Contract value Section Date awarded Contractor (EUR million) Conexión LAV Madrid– October 2010 1,077,935 Inocsa Ingeniería Sevilla–Olías del Rey EYSER (Estudios y Servicios), Olías del Rey– October 2010 1,173,678 SERS Consultores de Ingeniería y Arquitectura Rielves–Carmena October 2010 1,032,648 Inserco Ingenieros Incoydesa

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Contract value Section Date awarded Contractor (EUR million) KV Consultores de Ingeniería, Carmena–Montearagón October 2010 1,219,979 Proyectos y Obras Montearagón–Talavera de la January 2010 991,800 Prointec Reina Integración urbana en June 2011 1,251,142 Acciona Ingeniería, S.A. Talavera de la Reina Talavera de la Reina–Calera y February 2010 1,183,200 Agua y Estructuras Chozas –Oropesa October 2010 967,992 Azierta Ingeniería GTT Oropesa–Límite provincia de October 2010 1,003,126 Proyectos y Servicios Toledo Talayuela–Navalmoral de la E.T.T. Proyectos de Ingeniería y July 2009 1,445,340 Mata Transporte Navalmoral de la Mata– July 2009 1,107,340 EYSER Estudios y Servicios Casatejada Casatejada–Toril August 2009 1,038,720 Intecsa-Inarsa Fulcrum Planificación, Análisis y Toril–Río Tietar August 2009 934,815 Proyecto Río Tietar–Malpartida de November 2009 940,760 GPO Ingeniería Plasencia Malpartida de Plasencia– Estación de November 2009 850,308 Ginprosa Ingeniería Plasencia/Fuentidueña Estación de - 1,760,000 - Plasencia/Fuentidueñas Estación de Plasencia/Fuentidueña– November 2009 744,928 G.O.C. Arroyo de la Charca Arroyo de la Charca– KV Consultores de Ingeniería, November 2009 698,013 Grimaldo Proyectos y Obras Amberg Engineering (AG) Grimaldo–Casas de Millán April 2009 1,440,240 Ofiteco Casas de Millán–Cañaveral April 2009 849,956 Synconsult, Siegrist y Moreno Cañaveral–Embalse de Typsa (Técnicas y Proyectos) April 2009 944,692 Alcántara Aristos Ingenieros consultores Embalse de Alcántara– Arenas y Asociados Ingeniería April 2009 855,000 Garrovillas de Diseños Idom INCOSA (Investigación y Garrovillas–Casar de Cáceres March 2009 579,173 Control de Calidad) Consultores en Ingeniería y Casar de Cáceres–Cáceres March 2009 499,631 Arquitectura Accesos a Cáceres January IBERINSA (Ibérica de Estudios e Cáceres–Mérida 2,739,989 2007 Ingeniería)

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Contract value Section Date awarded Contractor (EUR million) Accesos a Mérida San Rafael–Cuarto de la Jara August 2010 933,224 Cygsa (Control y Geología) Cuarto de la Jara–Arroyo de la August 2010 1,470,087 Apia XXI Albuera Cuarto de la Jara–Cortijo de Araya - 1,214,992 Saitec Pedelta (Enlace Norte del by pass) Cortijo de Araya–Mérida (Enlace Sur - 1.118,743 Esteyco Icyf del by pass) Mérida–Badajoz April 2006 1,846,127 Euroestudios Accesos a Estación de Badajoz - - - Badajoz–Frontera Portuguesa - - - Estación internacional Badajoz– - - - Elvas Notes: ‘-‘ not applicable or not available Source: Federación Castellano Manchega de Amigos del Ferrocarril

Table/// provides the sources of funds and their utilisation.

Table ///: Sources and utilisation of funds (as of December 2012)

Source Funds (EUR million) Utilisation 834.6 (commissioned by 2011); Adif For the entire project 418.4 (completed by 2011) ERDF Cohesion Fund 240.5 ERDF Extremadura Track bed works on the Talayuela– Operational 201.4 Cáceres–Mérida section. Programme Studies and projects for the Talayuela– Trans-European Cáceres-Portuguese border section, as Transport Network 62.7 well as track bed works on the Mérida– (TEN-T) Badajoz–Caia section. Source: Administrador de Infraestructuras Ferroviarias

Construction on the line is currently underway and is expected to be completed in 2016.

Line routes are chosen to respect the environment, as in the case of the line at km 42, built to save the ‘Monfragüe y Dehesas Del Entorno ASPB’ protected space, part of the Natura 2000 Network. The following Areas of Special Protection for Birds (ASPBs) and LIC Sites of Community Interest have also been respected: Torrijos, Castrejón Reservoir, Rosarito, Navalcán and Valdecañas, as well as the plains of Oropesa, y Calera and Chozas. The LIC Sites of Sierra de San Vicente and Barrancas de Talavera have also been protected.

The rate of carrying out works is adapted to bird nesting periods. Work is also done to protect fauna, flora and hydrological systems, and to recover the environment and scenery. The

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activities are being coordinated with the Government of Extremadura in the framework of the Mixed Commission on Environmental Monitoring and Control of Works and of High-Speed Projects in Extremadura.

Rolling stock and technology: The trains will follow the European Union’s interoperability specifications for high-speed rail lines.

The maximum speed of the trains will be 350 km/hr. The maximum gradient will be 17.5 thousandths.

Tracks will be standard gauge (1,435 mm). The line will feature double tracks suitable for mixed passenger and freight traffic.

Power will be sourced from a 2 x 25 kV 50 Hz AC system.

European Rail Traffic Management System (ERTMS) Levels I and II coupled with Automatic Braking and Signal Announcement (ASFA) and Global System for Mobile Communications - Railway (GSM - R) will be deployed for signalling. Electronic interlocks will be provided.

Recent developments: In February 2013, Adif started work on the deck of a new viaduct over the Almonte River, which will form part of the Madrid–Extremadura high-speed line. The viaduct will be just short of a kilometre in length once completed and is being viewed as one of the future landmarks of Spanish high-speed rail engineering.

(1 EUR [Euro] = 1.3 USD)

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