DOCSLIB.ORG

Automatic Gauge Changing for Freight. the OGI Project

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Automatic Gauge Changing for Freight. the OGI Project 25 número 5 - junio - 2018. Pág 71 - 79 Automatic gauge changing for freight. The OGI project Piqueras, Anibal Saura, Joan Paños, Francisco TRIA, SA1 Abstract Having different gauges on a railway network is a difficult challenge for planners and operators. There are a set of tools that can be used to minimize the connection problems at gauge frontiers. For HS, the solution has come through automatic gauge changing trains. For freight there are other solutions working now such as static wheel changing at frontier and third rail, but each has its disadvantages and there is need for enhancing the array of tools at the disposal of the infrastructure planners and decision makers at the transport ministry. The Spanish rail authorities have decided it is time to develop an automatic gauge changing technology for freight trains, and they have put forward a program that aims at having a certified variable gauge wheelset by the end of this year. ADIF awarded the consortium formed by the Spanish companies TRIA and AZVI a contract to develop and homologate two variable gauge wheelsets for wheel diameters of 920 mm and 760 mm, that mount on Y21 bogies in the case of the 920 mm wheel and on vehicles carriages in the case of the 760 mm wheel. At this moment, the prototype train has done 20 thousand kilometres on the HS and conventional networks of the 250 thousand required for final approval. Previously, the wheelsets have passed bench tests and the gauge changing tests. Keywords: track gauge, automatic gauge changing mechanism, changeover facilities, rail freight transport 1 Piqueras, Anibal. Ingeniería y Técnica del Transporte. [email protected] Saura, Joan. Ingeniería y Técnica del [email protected] (corresponding author) Paños, Francisco. Ingeniería y Técnica del Transporte TRIA, SA. [email protected] (corresponding author) International Congress on High-speed Rail: Technologies and Long Term Impacts - Ciudad Real (Spain) - 25th anniversary Madrid-Sevilla corridor 71 Piqueras, Anibal. Saura, Joan. Paños, Francisco. 1. Introduction The decision of constructing the main Spanish railway network to a 1668 mm track gauge continues being today one of the major challenges for the railway operation in Spain. Both freight and passenger trains find significant difficulties when it comes to operating in two different track gauges, mainly from/to the border between France and Spain. In the case of passenger trains, automatic gauge changing trains and changeover facilities have been highly developed due to the decision taken by the Spanish Government of using the standard 1435 mm track gauge in HSR network. The need of facing the challenge of the coexistence of two different track gauges in the main passenger network (HSR lines and conventional lines) gave priority to the stakeholders to find the solution to this problem. However, as almost the whole new HSR lines are not designed for mixed use and freight traffic, the need to solve the gauge problem has been forgotten in time for the freight trains. This brings us today to the situation that Spain has one of the lowest percentage rate of rail freight modal share1 (both inland and international freight). This lack of competiveness of rail freight transport is due, among others, to the different track gauge and the fact of not having developed variable gauge systems for freight wagons. The Spanish infrastructure manager ADIF, being aware of the problem, published a call for tenders in 2015 to develop an automatic gauge technology for freight trains. The state of the art and future benefits of this new technology will be analysed in this paper. 2. State of the art 2.1 The different track gauge and existing solutions to the problem It is known that the challenge of different track gauges has existed since the first constructions of railway lines. The main problem of the break of gauge is that a train cannot pass from one track gauge to another and this implies, therefore, a railway border. We can find one of the best examples between the track gauge of the Spanish conventional network (1668 mm) and the track gauge of France and most European countries (1435 mm). Different solutions have been implemented historically to solve this problem, to eliminate these railway borders, we could list the next types of solutions that are valid for freight trains: a. Interchange of wagon axles ad wheels, as found in Cerbère/Hendaye borders b. Transfer of goods, helped by large cranes that transfer the containers from one wagon to another, as found in Portbou/Irun borders c. Using tracks of three or more rails so that it exists continuity for one of the track gauges, as found in some railway sections in Spain d. Using automatic gauge changing trains (a solution yet not very extended for freight traffic) The two first solutions (a and b) require big areas to place the necessary tracks, factories and cranes to carry out the interchange. Apart from that, these two solutions entail an inconvenient in terms of time-consuming process. 1 European Court of Auditors (2016). Rail freight transport in the EU: still not on the right track. 72 360.revista de alta velocidad Automatic gauge changing for freight. The OGI project The third rail (c) implies solutions of great technical and operational complexity, that affect the existent services in the modified line and requires a complete upgrade of signalling, cate- nary and operational systems. The last solution (d) is very extended in passenger trains and services but it still has not been successfully developed in freight trains. One of the main reasons why it has not already been implemented in freight trains deals with the axle load and, more accurately, with the total weigh of the train. 2.2 The axle load and the weight of the train - different automatic variable gauge systems for passenger trains and freight trains The existent technology of automatic gauge changing mechanism for passenger trains entails to release the weight of the wheels to allow them to adapt the new position. That means that the weight of the train is not supported by the wheels during the change operation and it is the changeover platform that support the weight of the train while it passes through the changeo- ver facility. The axle load of most passenger automatic variable gauge trains in Spain is about 17-18 t/axle (e.g.Talgo 250 is 18 t/axle2). Consequently, the total weigh of a passenger train that passes through a variable gauge facility is about 250-280 tonnes for a simple train and no more of 500- 600 tonnes for a multiple-unit train. These variable gauge passenger train weigh is much lower than the axle load of a freight train. Nowadays freight rolling stock is designed for the standard 22,5 t/axle. This means, in the end, 25-32% increase compared with the previous passenger example of 17-18 t/axle. This variation and the fact that a 700m freight train could carry 1500-2000 tonnes or even more, depending on the track conditions, make it difficult to extend the current variable gauge technology to the freight trains. To develop a variable gauge technology to higher axle load and heavier trains, the first objec- tive is to be able to adapt the wheels to the new position without releasing the weight of the train from wheels. This entails a significant difference between the actual automatic variable gauge technology - valid for passenger trains - and the automatic variable gauge technology valid for freight trains. 2.3 The OGI project The OGI project that is being developed by the consortium TRIA-AZVI will mean an important step in terms of a new concept for the freight operation rail services and also in the construc- tion and gauge adaptation of new rail lines in Spain. This project consists on the development of two new automatic variable gauge systems for frei- ght trains and its certification according to the European standards. Both solutions are based on the OGI technology developed in the 70's for which has been necessary an important labour of re-engineering to adapt it to the current time. The two new variable gauge wheelsets are being certified for two different types of freight wa- gons and wheel diameters: 920 mm and 760 mm. The 920 mm wheel diameter is the one that mounts the standard bogie Y21 (valid for 1435-1668 mm gauge tracks) which is similar to the European standard bogie Y25 (just valid for 1435 mm gauge tracks). This type of bogie is the most extended all around Europe. The 760 mm wheel diameter is used in wagons for transport of cars. 2 Corporate catalogue - TALGO International Congress on High-speed Rail: Technologies and Long Term Impacts - Ciudad Real (Spain) - 25th anniversary Madrid-Sevilla corridor 73 Piqueras, Anibal. Saura, Joan. Paños, Francisco. In the homologation process a wagon series Sgnss (4 axle wagon, 920 mm wheel, bogie Y21, for transport of containers) and a wagon series Laaers (2 axle half wagon, 760 mm wheel, for transport of cars) have been used. One of the keys of this OGI wheelset refers to the fact that it is easily interchangeable. This means that it does not matter the series of wagon we are interested to equip with the OGI cer- tified wheelset 920 mm or 760 mm. 2.3.1 The homologation process of the OGI variable gauge system The homologation process for a variable gauge system is highly regulated in the EU and it also exists in Spain a great experience in the national variable gauge regulation due to its different 1668 mm track gauge. The legislation followed in the OGI project has been the Spanish ETH ("Especificación Técnica de Material Rodante Ferroviario: vagones").
Load more

Recommended publications
  • The Northern Corridor of the Trans-Asian Railway
    ERINA REPORT Vol. 58 2004 JULY The Northern Corridor of the Trans-Asian Railway Pierre Chartier Economic Affairs Officer, UNESCAP Background formulation of rail and road networks with an emphasis on The 1980s and early 1990s witnessed some dramatic minimizing the number of routes to be included in the changes in the political and economic environment of networks and making maximum use of existing countries in the UNESCAP region. Peace returned to infrastructure; (iii) a focus on the facilitation of land Southeast Asia, countries in the Caucasus and Central Asia transport at border crossings through the promotion of became independent and a number of countries adopted relevant international conventions and agreements as an more market-oriented economic principles. These changes, important basis for the development of trade and tourism; which resulted in more outward-looking policies, led to and (iv) the promotion of close international cooperation unprecedented growth in trade to and from the UNESCAP with other United Nations agencies, including UNECE and region, at a rate that was twice the global figure. In UNCTAD2, as well as other governmental and non- addition, a salient feature of the region's trade growth was governmental organizations such as the International Union the increasing significance of trade within the region itself. of Railways (UIC), the Organization for Railway Concomitantly, the number of journeys by people within Cooperation (OSJD), the International Road Union (IRU) the region to neighboring countries for both tourism and and the International Road Federation (IRF). business purposes also soared. Each of these developments increased demands on the region's transport and The Trans-Asian Railway component of ALTID.
    [Show full text]
  • Railway Applications - Systems and Procedures for Change of Track Gauge
    BS EN 17069‑1:2019 BSI Standards Publication Railway applications - Systems and procedures for change of track gauge Part 1: Automatic Variable Gauge Systems WB11885_BSI_StandardCovs_2013_AW.indd 1 15/05/2013 15:06 BS EN 17069‑1:2019 BRITISH STANDARD National foreword This British Standard is the UK implementation of EN 17069‑1:2019. The UK participation in its preparation was entrusted to Technical Committee RAE/3/‑/1, Railway Applications ‑ Wheels and Wheelsets. A list of organizations represented on this committee can be obtained on request to its secretary. The UK committee draws users' attention to the distinction between CEN/CENELEC Internal Regulations, Part 3. normative and informative elements, as defined in Clause 3 of the with the document is to be claimed and from which no deviation Normative:is permitted. Requirements conveying criteria to be fulfilled if compliance Informative: Information intended to assist the understanding or use of the document. Informative annexes do not contain requirements, except as optional requirements, and are not mandatory. For example, a test method may contain requirements, but there is no need to comply with these requirements to claim compliance with the standard. When speeds in km/h require unit conversion for use in the UK, users are advised to use equivalent values rounded to the nearest whole number. The use of absolute values for converted units should be avoided in these cases. Please refer to the table below for agreed conversion figures:INS, RST and ENE speed conversions km/h mph 5 3 10 5 20 10 30 20 80 50 160 100 190 120 This publication does not purport to include all the necessary provisions of a contract.
    [Show full text]
  • The Myth of the Standard Gauge
    The Myth of the Standard Guage: Rail Guage Choice in Australia, 1850-1901 Author Mills, John Ayres Published 2007 Thesis Type Thesis (PhD Doctorate) School Griffith Business School DOI https://doi.org/10.25904/1912/426 Copyright Statement The author owns the copyright in this thesis, unless stated otherwise. Downloaded from http://hdl.handle.net/10072/366364 Griffith Research Online https://research-repository.griffith.edu.au THE MYTH OF THE STANDARD GAUGE: RAIL GAUGE CHOICE IN AUSTRALIA, 1850 – 1901 JOHN AYRES MILLS B.A.(Syd.), M.Prof.Econ. (U.Qld.) DEPARTMENT OF ACCOUNTING, FINANCE & ECONOMICS GRIFFITH BUSINESS SCHOOL GRIFFITH UNIVERSITY Submitted in fulfilment of the requirements of the degree of Doctor of Philosophy July 2006 ii ABSTRACT This thesis describes the rail gauge decision-making processes of the Australian colonies in the period 1850 – 1901. Federation in 1901 delivered a national system of railways to Australia but not a national railway system. Thus the so-called “standard” gauge of 4ft. 8½in. had not become the standard in Australia at Federation in 1901, and has still not. It was found that previous studies did not examine cause and effect in the making of rail gauge choices. This study has done so, and found that rail gauge choice decisions in the period 1850 to 1901 were not merely one-off events. Rather, those choices were part of a search over fifty years by government representatives seeking colonial identity/autonomy and/or platforms for election/re-election. Consistent with this interpretation of the history of rail gauge choice in the Australian colonies, no case was found where rail gauge choice was a function of the disciplined search for the best value-for-money option.
    [Show full text]
  • The Chinese Railway System
    ASIA THE CHINESE RAILWAY SYSTEM By H. STRINGER CORNELL UNIVERSITY LIBRARY THE WASON COLLECTION THIS BOOK IS THE GIFT OF Mrs. James McHugh Cornell University Library TF 101.S91 The Chinese railway system / 3 1924 023 644 143 Cornell University Library The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924023644143 THE CHINESE RAILWAY SYSTEM THE CHINESE RAILWAY SYSTEM By H. STRINGER, b.a., cantab., a.m.lc.e. Resident Engineer, Peking-Mukden Railway. SHANGHAI KELLY AND WALSH, LIMITED. HONGKONG-SINGAPORE-YOKOHAMA-HANKOW. 1922. .. CONTENTS CHAPTER PAGE I. Railway History 1 II. Growth of the Railway Administration 27 III. The Government Railway System . 37 IV. Railways in Detail—Year 1918 . 74 V. The Economics of the Chinese Railways 107 VI. Pioneer Railway Location . 143 VII. The Case for Machinery on Railway Construction in China . 161 VIII. The Use of Reinforced Concrete on the Chinese Railways 177 IX. Construction Memoranda Peculiar to China 186 — ;; PREFACE This book is printed by order of the Board of Communications of the Chinese Government. I am greatly indebted to Mr. Tang Wen Kao, Director of the Peking-Mukden Railway and to Mr. L. J. Newmarch, Acting Engineer-in-Chief of the same line for making the necessary arrangements with the Board. The chapter on Pioneer Railway Location may perhaps be criticised as an irrelevancy. It is introduced to direct attention to a question of vast importance to a country which has practically all its railway future still before it, and also because location along pioneer lines is believed to be suited to existing financial conditions.
    [Show full text]
  • Avril by Talgo. the New Renfe High-Speed Train
    Report - New high-speed train Avril by Talgo: Renfe’s new high-speed, variable gauge train On 28 November the Minister of Pub- Renfe Viajeros has awarded Talgo the tender for the sup- lic Works, Íñigo de la Serna, officially -an ply and maintenance over 30 years of fifteen high-speed trains at a cost of €22.5 million for each composition and nounced the award of a tender for the Ra maintenance cost of €2.49 per kilometre travelled. supply of fifteen new high-speed trains to This involves a total amount of €786.47 million, which represents a 28% reduction on the tender price Patentes Talgo for an overall price, includ- and includes entire lifecycle, with secondary mainte- nance activities being reserved for Renfe Integria work- ing maintenance for thirty years, of €786.5 shops. The trains will make it possible to cope with grow- million. ing demand for high-speed services, which has increased by 60% since 2013, as well as the new lines currently under construction that will expand the network in the coming and Asfa Digital signalling systems, with ten of them years and also the process of Passenger service liberaliza- having the French TVM signalling system. The trains will tion that will entail new demands for operators from 2020. be able to run at a maximum speed of 330 km/h. The new Avril (expected to be classified as Renfe The trains Class 106 or Renfe Class 122) will be interoperable, light- weight units - the lightest on the market with 30% less The new Avril trains will be twelve car units, three mass than a standard train - and 25% more energy-effi- of them being business class, eight tourist class cars and cient than the previous high-speed series.
    [Show full text]
  • Belt and Road Transport Corridors: Barriers and Investments
    Munich Personal RePEc Archive Belt and Road Transport Corridors: Barriers and Investments Lobyrev, Vitaly and Tikhomirov, Andrey and Tsukarev, Taras and Vinokurov, Evgeny Eurasian Development Bank, Institute of Economy and Transport Development 10 May 2018 Online at https://mpra.ub.uni-muenchen.de/86705/ MPRA Paper No. 86705, posted 18 May 2018 16:33 UTC BELT AND ROAD TRANSPORT CORRIDORS: BARRIERS AND INVESTMENTS Authors: Vitaly Lobyrev; Andrey Tikhomirov (Institute of Economy and Transport Development); Taras Tsukarev, PhD (Econ); Evgeny Vinokurov, PhD (Econ) (EDB Centre for Integration Studies). This report presents the results of an analysis of the impact that international freight traffic barriers have on logistics, transit potential, and development of transport corridors traversing EAEU member states. The authors of EDB Centre for Integration Studies Report No. 49 maintain that, if current railway freight rates and Chinese railway subsidies remain in place, by 2020 container traffic along the China-EAEU-EU axis may reach 250,000 FEU. At the same time, long-term freight traffic growth is restricted by a number of internal and external factors. The question is: What can be done to fully realise the existing trans-Eurasian transit potential? Removal of non-tariff and technical barriers is one of the key target areas. Restrictions discussed in this report include infrastructural (transport and logistical infrastructure), border/customs-related, and administrative/legal restrictions. The findings of a survey conducted among European consignors is a valuable source of information on these subjects. The authors present their recommendations regarding what can be done to remove the barriers that hamper international freight traffic along the China-EAEU-EU axis.
    [Show full text]
  • Economic and Social Commission for Asia and the Pacific
    ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC DEVELOPMENT OF ASIA - EUROPE RAIL CONTAINER TRANSPORT THROUGH BLOCK-TRAINS NORTHERN CORRIDOR OF THE TRANS-ASIAN RAILWAY UNITED NATIONS New York, 1999 CONTENTS Page Chapter 1: Introduction ………………………………………………………………… 1 Chapter 2: Routes of the TAR Northern Corridor ……………………………………... 7 Chapter 3: Assessment of Container Traffic Volumes ………………………………… 10 3.1. Assessment of Container Traffic Volumes …………………………. 10 3.2. Distribution of Container Traffic among TAR-NC Routes ………… 16 Chapter 4: Freight Forwarders’ Choice of « Best Route » …………………………….. 20 4.1. Definitions …………………………………………………………... 20 4.2. Business Environment of Container Traffic ………………………… 21 4.3. Selecting a Transport Mode / Choosing a Route ……………………. 25 4.3.1. Cost / Tariffs ……………………………………………….. 26 4.3.2. Transit Times ………………………………………………. 30 4.3.3. Level of Services …………………………………………... 34 Chapter 5: Proposed Guidelines for the Implementation of Actual Demonstration Runs of Container Block-Trains …………………………………………… 43 5.1. Compatibility of train assembly …………………………………….. 44 5.1.1. Number of wagons – Train length …………………………. 44 5.1.2. Wagon capacity …………………………………………….. 45 5.1.3. Maximum gross weight of trains …………………………... 46 5.2. The break-of-gauge issue …………………………………………… 47 5.3. Container handling capacity in ports and terminals ………………… 49 5.4. Composition of a container block-train ……………………………... 49 5.5. Train schedule ………………………………………………………. 50 5.5.1. Main-line operations ………………………………………. 50 5.5.2. Yard operations …………………………………………… 51 5.6. Border-crossing issues ……………………………………………… 54 5.7. Customs and border formalities …………………………………….. 56 5.8. Working Groups for operationalisation and monitoring of TAR-NC services ……………………………………………………………… 57 Chapter 6: Conclusion ………………………………………………………………..... 60 ANNEXES ………………………………………………………………………………… 63 Annex 1: Railway tariff policy for international freight transit traffic between North- East Asia and Europe …………………………………………..…………..
    [Show full text]
  • Analysis 1520 RST. Freight Wagons
    ANALYSIS OF THE BASIC PARAMETERS FOR MAINTAINING THE TECHNICAL AND OPERATIONAL COMPATIBILITY OF THE 1520 mm AND 1435 mm GAUGE RAIL SYSTEMS AT THE COMMONWEALTH OF INDEPENDENT STATES (CIS)-EUROPEAN UNION (EU) BORDER SUBSYSTEM: FREIGHT WAGONS Document developed by the OSJD-ERA Contact Group 2016 EN 1 REVISIONS AND AMENDMENTS / РЕВИЗИИ И ВНЕСЁННЫЕ ИЗМЕНЕНИЯ Revision and Chapters / Remarks / Пояснения Author date / Ревизия Разделы /Автор и дата 0.01 Setting up basic parameters to be analysed VS 04/06/2013 0.02 Updating list of basic parameters to be VS 23/09/2013 analysed 0.02 all Editing of the list of basic parameters to be VS 21/01/2014 analysed 0.03 Inclusion of submissions from the VS all 11/03/2014 participants 0.04 all Editing and translation of updated VS 13/05/2014 submissions from the participants 0.05 all Translations and inclusion of information VS 08/09/2014 from delegations (UA, KZ) 0.06 all Translations and inclusion of information VS 19/09/2014 from delegations (PL, MD) 0.07 all Translations and inclusion of information VS 26/11/2014 from delegations (RU, BY, LV, LT) 0.08 General editing, draft conclusions VS all 22/12/2014 0.09 all General editing, finalisation of the text for VS 17/04/2015 the final revision 0.1 all update of references to standards UA, RU 16/09/2015 1.0 all General editing of the final version VS 18/12/2015 EN 2 CONTENTS / СОДЕРЖАНИЕ 1. SCOPE OF THE DOCUMENT / ОБЛАСТЬ ПРИМЕНЕНИЯ ДОКУМЕНТА ...... 7 2. DEFINITIONS AND ABBREVIATIONS / ОПРЕДЕЛЕНИЯ И СОКРАЩЕНИЯ.
    [Show full text]
  • Narrow-Gauge Railways, of Two Feet Gauge and Under
    376 JULY 1898. NARROW-GAUGE RAILWAYS, OF TWO FEET GAUGE AND UNDER. - BY Mn. LESLIE S. ROBERTSON, OF LONDON. __ The circumstance that the Members of the Institution are to have the opportunity, through the courtesy of Sir Arthur Percival Heywood, Bart., of inspecting an interesting example of a very Narrow-Gauge Line of his own design, ?or which all the details, mechanical and otherwise, have been carefully thought out by its designer-and the coincidence that this meeting of the Institution is being held under the presidency of one of the leading locomotive engineers of this country-render the present a favourable opportunity for bringing before the Institution some facts in connection with this class of Light Railways. The whole subject of light railways cannot be treated within the limits of the present short paper, which is confined to narrow-gauge railways of two feet gauge and under: although the author is personally of opinion that the circumstances which would justify the adoption of a gauge under two feet must be of an exceptional character. Comparatively few engineers realise the capability of narrow-gauge railways, and the saving that can be effected by their adoption, when applied to large industrial undertakings. Several instances have come under the author's notice, where the judicious adoption of light narrow-gauge lines, such as those dealt with in this paper, has resulted in considerable financial benefit to those concerned in them. Reasons for adoption.-Narrow-gauge lines of this class may be roughly divided into two categories:-first, where the work to be done is of a permanent and constant nature, enabling the line'to be laid down as a fixture ; and second, where the work is of a temporary character.
    [Show full text]
  • Intergovernmental Agreement on Dry Ports Prospects & Challenges
    Intergovernmental Agreement on Dry Ports Prospects & Challenges By Shriniwas Mudgerikar Chief General Manager CONCOR Presentation Outline • UNESCAP- Background • Inter Governmental Agreement on Dry Ports- as envisaged by UNESCAP • Asian Highway • Trans-Asian Railway • Benefits of the Inter Governmental Agreement • CONCOR-An Example of Multi Modal Dry Port Operator • Prospects of Inter Governmental Agreement • Challenges to Inter Governmental Agreement UNESCAP United Nations Economic & Social Commission for Asia Pacific • Established in 1947 • 53 member states & 9 associate members • Geographical stretch - Turkey (West) - Kiribati (East) - Russian Federation(North) - New Zealand (South) • Population: 4.1 Billion approx (2/3rd world population) • Headquarter: Bangkok, Thailand Inter Governmental Agreement on Dry Ports-UNESCAP An agreement between the countries of Asia Pacific region which shall be open for signature/ratification/acceptance/approval /accession to member states of UNESCAP on 7th & 8th November 2013 at Bangkok, Thailand, & thereafter at UN Headquarters in New York from 11th November 2013 to 31st December 2014. Objectives of the Agreement • To promote & develop an international integrated intermodal transport & logistics system in Asia & with neighboring regions in view of the growing international trade in the ongoing process of globalization • To strengthen connectivity & seamless international movement of goods, facilitate increased efficiency & reduce cost of transport as well as to extend its reach to inland areas with
    [Show full text]
  • The Tram-Train: Spanish Application
    © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Urban Transport VIII, LJ Sucharov and CA Brebbia (Editors). ISBN 1-85312-905-4 The tram-train: Spanish application M. Nova.les,A. Orro & M. R. Bugs.rin Transportation Group, Technical School of Civil Engineering, University ofLa Coruiia, Spain. Abstract The tram-train is a new urban transport system that was origimted in Germany in the 1990’s, and which is undergoing a great development at the moment, with studies for its establishment in several European cities. The tram-train concept consists of the operation of light rail vehicles that can run either by existing or new tramway tracks, or by existing railway tracks, so that the seMces of urban public transport can be extended towards the region over those tracks, with much lower costs than if a completely new line were built. The authors are developing a research project about the establishment of such a system in Madrid, which would involve the construction of a new light rail system in a suburban zone of the city, which could conned with Metro lines or with suburban lines of Renfe (National Railways Company). In this way, better communications would be achieved from this area towards the city centre. During the development of this project we have studied the European systems that are in service at the present time, as well as those that are in construction, in proje@ or in preliminary study phase. So, we have determined which are the critic issues of compatibilization, and horn these issues we have studied the particular characteristics of the Spanish case.
    [Show full text]
  • Issue No. 34 Autumn 2014
    www.iberianrailwayssociety.org Issue No. 34 Autumn 2014 he inaugural IRS meeting took place at the Model Railway T Club in London on 22nd February 2006, and was attended by about 20 prospective members from all around the UK. A general discussion took place and introductions, suggestions and proposals were made. At this meeting a small committee was voted on and tasked with setting up the Society on a formal basis. The Committee members are: Chairman David Stevenson Secretary Charles Phillips Journal Editor Michael Guerra Treasurer & Membership Secretary Tony Bowles (post available) Publicity & Exhibitions Myles Munsey (post available) THE BASICS The remit of the Society is to stimulate interest in and disseminate information about railways on the Iberian Peninsular and the Balearic Islands. It was felt at this time that extending this remit to Spanish and Portuguese speaking areas of the world would be too ambitious. It was proposed that a Society Journal be published four times a year and that this would be the main conduit between members. MEMBERSHIP Membership was to be open to all and would entitle the member to receipt of the magazine, use of the Societies’ facilities and attendance and voting rights at an Annual General Meeting. MEMBERSHIP RATES FOR ONE YEAR – APRIL 2013-MARCH 2014 Web Download £5.00 Payment CHEQUE (Payable to: Iberian Railways Society) or Paypal (from website) Send to: Tony Bowles 1 Station Cottages Stow Road Toddington Cheltenham GL54 5DT Those joining during the year pay the Annual Rate and will receive all copies of the journal for that year. Membership of the IRS is subject to the rules and constitution of the IRS.
    [Show full text]