Conventional network

Geological Infrastructure Risk Studies (ERGI) allow qualifying and quantifying the geological risk of the infrastructure in order to correct the anomalies detected.

The load tests allow determining the actions to be carried out, from small repairs to reinforcements or substitutions due to exhaustion of the bearing capacity, to achieve adequate levels of quality, safety and reliability.

In addition to maintenance, artificial tunnels are also built to defend the infrastructure from the aggressiveness of the environment and thus guarantee the safety of the trains.

Ground movements, landslides, etc. They can lead to suspension of rail traffic. They require adequate containment, drainage and reforestation measures.

Regarding switches and crossings, type B double junction crossings are still being implemented, which allow, in comparison with old types, the elimination of road joints and collateral expansion devices, which improves the level of comfort for our customers. To this end, work is also being done on the development of hybrid technologies for the replacement of type A devices, eliminating joints and using more durable, weldable materials.

We are making progress in rail welding, by limiting the use of single-use crucibles, improving aluminothermic rail welding and by actively participating in the approval and use of sputter welding robots on the track

In recent years, an asymmetric grinding work system has been developed that reduces rail wear in small radius curves. We are also testing different"slab track"typologies, that is, without ballast, using blocks, sleepers or precast concrete sets with antivibration systems on asphalt and concrete slabs, also including detours on concrete sleepers. The objective is, along with minimizing noise and vibrations, to have a more durable and economical operating track.

Another notable advance has been the improvement and new design of track over viaducts and bridges, especially in ballasted metal sections. New technologies for rerailers and expansion devices have been implemented, which allow independent movement of the track and the structure due to braking and thermal expansion actions. This achieves speed increases on metallic sections up to 160 km / h, also contributing to a significant reduction in the impact of maintenance costs.

Regarding the fasteners and fixing elements of the rail to the sleeper, over the last few years we have worked to improve its performance, price, duration, etc., achieving improvements in its use on any type of concrete sleeper. (VM fastening), or on RS type sleepers (J2, own patent fasteners). Likewise, work is being done to improve the insulating joints on the track, to increase their reliability and useful life.

At present, technical solutions are still being developed for the continuous implementation of track without joints on existing sections with wooden sleepers, as well as the improvement of procedures and instructions for the reuse and lifting of materials on the track for the rehabilitation and renovation of track.

We also work on the approval of authorizations for use for tools and light machinery for track work, as well as on the drafting of instructions for use and regulations applicable to it, with a view to its better and safer and more comfortable use by operators and contractors.

We have a geometric track auscultation car, for Iberian and UIC gauges, capable of operating at speeds of up to 200 km / h, which measures track geometry, track geometry and wear and tear, wave wear.... , for the sake of optimal maintenance according to condition, which guarantees the quality and safety of the circulations. With this vehicle, precise and exact knowledge is pursued in order to carry out maintenance tasks. An image processing system has been installed in this car to detect visually appreciable defects at 200 km / h on rail, sleepers and fasteners..

Likewise, there is also a vehicle equipped with an ultrasonic lane auscultation system, which has an innovative set of wheel-probes and a computer system for the automatic detection and location of internal lane defects.

• Centralised Traffic Control: 8,304 (km of track)
• Electronic interlocks. 477
• Electronic interlocks. 544

• Doubling of nominal power, raising it from 3,000 to 6,000 KW and increasing the extra-fast power cut levels from 30 to 50 KA in certain substations.
• Modular type substations have been built, with new catenary analyzers and protection managers, which currently allows us to manage them remotely. All this contributes to a better adaptation of the facilities to the needs of our customers.
• We carry out annual surveys on the state of the geometry of the overhead contact line and analyze the evolution of wear and tear on the contact wires, in order to establish priorities for action and plan investments based on quality parameters.
• Monitoring of the reliability of the catenary through reports and periodic technical inspections.
• We have developed various computer applications aimed at improving the calculations of critical facilities under homogeneous and safe conditions. A clear example are the CALPE (Calculation of the Length of the Suspension Cables) in the various calculation variants) and CALPOR (Calculation of Rigid Frames) programs.
• Prepared standards and technical studies that ensure the quality of the materials and their proper assembly, and we have standardized the CA 160 and CA 220 type catenaries.
• In the field of research and development we have worked on new technologies applied to preventive maintenance. In this sense, we can highlight the collaboration with various companies in the sector and public and private organizations, such as Universities and CENELEC (European Committee for Electrotechnical Standardization), among others, as well as the development of the automatic system to measure the wear and tear of contact wires ( MEDES system).

We have a Train-Ground communication system in all command posts, which manage a total of 89 railway traffic regulation bands. This system, which allows radio communication between the command post and the drivers of the trains that circulate within a regulation band, has a range of 8,287 km. We are currently preparing its evolution to GSM-R systems.
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These are jobs that, without constituting maintenance tasks, contribute to an increase in the reliability and performance of the facilities, as well as to progressive technological modernization. They are works, renovations and installation of new facilities.

This action seeks to provide the quality standards required of the facilities to minimize the possibility of future incidents. We add value to our activity by anticipating the incident and avoiding it. The main maintenance actions are carried out without affecting the circulation of trains. While our customers rest, we work. We adapt to the needs of Transport Operators.

It consists of carrying out the necessary work to solve incidents or breakdowns. Thanks to our territorial organization we have operational teams close to the railway line. We are available 24 hours a day, 365 days a year.

Level crossings are classified according to the protection systems with which they are equipped. Another of the parameters that defines them is the average daily intensity of road vehicles and the average daily circulation of trains.

The progressive elimination of Level Crossings is a priority of ADIF, managed in accordance with the legislation established in this matter.

The Level Crossing Protection Facilities guarantee the safety of road and rail traffic. Level crossings are classified according to the protection system, depending on whether they are equipped with fixed signals, light and acoustic signals, semi-barriers, double semi-barriers or automatic or interlocked barriers, etc..

In addition, these facilities can be complemented with other control systems in order to reinforce security, such as: