Network Statemente 2009.entire Document

NETWORK STATEMENT
2009
UPDATE
2009
NETWORK STATEMENT
UPDATE
GOBIERNO MINISTERIO
DE ESPAA DE FOMENTO
www.adif.es
A d m i n i s t r a d o r d e
i n f r a e s t r u c t u r a s f e r r o v i a r i a s
ADIF
Direccin General de Explotacin de la Infraestructura
Direccin Comercial y de Atencin al Cliente
T his book may not be reproduced in whole or in a part without

the express permission of ADIF
Legal Deposit: M-13918-2009
Design & printing: ARTEGRAF, S. A.

TABLE OF CONTENTS
GENERAL INFORMATION
01
CONDITIONS OF ACCESS
02
INFRASTRUCTURE
03
CAPACITY ALLOCATION
04
ADIF SERVICES
05
CHARGES
06
ANNEXES
GENERAL INFORMATION
01
1.1. INTRODUCTION 10
1.1.1. Rail Industry Organisation in Spain:
Main Rail Industry Bodies 11
1.2. OBJECTIVES OF THE NETWORK STATEMENT 22
1.2.1. ADIF Managed Network 23
1.2.2. Figures for ADIF Managed Network at 31 December 2008 25
1.3. LEGAL FRAMEWORK 26
1.4. LEGAL STATUS OF THE NS 26
1.4.1. General Remarks 26
1.4.2. Traffic Safety 26
1.4.3. Appeals 26
1.5. STRUCTURE OF THE NS 27
1.6. VALIDITY OF THE NS 27
1.6.1. Validity Period 27
1.6.2. Updating Process 28
1.7. PUBLICATION AND DISTRIBUTION 28
1.8. ADIF CONTACTS 28
1.9. INTERNATIONAL COOPERATION BETWEEN
INFRASTRUCTURE MANAGERS 30
1.9.1. RNE One Stop Shop Contacts (OSS) 31
1.10. GLOSSARY 35
02
2.2. GENERAL ACCESS REQUIREMENTS 44
2.2.1. Requirements for Train Path Requests 44
2.2.2. Who is Allowed Access to the ADIF Managed Network 45
2.2.3. Licences and Authorisations 45
2.2.4. Safety Certificate 46
2.2.5. Public Liability and Insurance 46
2.3. HOW TO APPLY FOR A TRAIN PATH 47
2.4. GENERAL COMMERCIAL CONDITIONS 47
2.4.1. Framework Agreements 47
2.4.2. Access Agreements 47
2.5. OPERATIONAL RULES 47
2.6. EXCEPTIONAL TRANSPORT 49
2.7. DANGEROUS GOODS 49
2.8. ROLLING STOCK ACCEPTANCE GUIDELINES 49
2.9. RAILWAY STAFF REQUIREMENTS 50

TABLE OF CONTENTS
INFRASTRUCTURE
03
3.2. SCOPE OF THE ADIF MANAGED NETWORK 54
3.2.1. Geographic Limits 55
3.2.2. Connected Railway Networks 55
3.3. DESCRIPTION OF THE ADIF MANAGED NETWORK 56
3.3.1. Geographic Identification 56
3.3.1.1. Track Typologies 56
3.3.1.2. Track Gauges 56
3.3.1.3. Passenger Stations and Main Logistic Freight
Facilities 56
3.3.2. Capabilities 56
3.3.2.1. Loading Gauge 56
3.3.2.2. Weight Limits 58
3.3.2.3. Line Gradients 59
3.3.2.4. Maximum Speeds 59
3.3.2.5. Maximum Train Lengths 60
3.3.2.6. Power Supply 60
3.3.3. Safety, Traffic Control and Communications Systems 60
3.3.3.1. Signalling Systems: Block Systems 60
3.3.3.2. Safety Systems 62
3.3.3.3. Communication System 63
3.3.3.4. Automatic Train Control Systems 63
3.4. TRAFFIC RESTRICTIONS 63
3.4.1. Specialized Lines 63
3.4.2. Environmental Regulations and Guidelines 63
3.4.3. Dangerous Goods 63
3.5. AVAILABILITY OF THE INFRASTRUCTURE 64
NETWORK STATEMENT 2009 UPDATE ADIF

3.6. PASSENGER TERMINALS 64
3.7. TECHNICAL INSTALLATIONS AND FREIGHT LOGISTICS FACILITIES 65
3.7.1. Main Logistic Freight Facilities 67
3.8. OTHER FACILITIES 68
3.8.1. Train Formation Yards 68
3.8.2. Storage Sidings 68
3.8.3. Maintenance Facilities 68
3.8.4. Refuelling Facilities 68
3.8.5. Technical Facilities 68
3.8.6. Track Gauge Changing Facilities 69
3.8.6.1. Track Gauge Changers 69
3.8.6.2. Axle and Bogie Changers 70
3.9. INFRASTRUCTURE DEVELOPMENT 70
3.9.1. Strategic Infrastructure and Transport Plan 2005.2020 (PEIT) 70
3.9.2. General State Administration ADIF Framework Agreement
for the 2007-2010 Period 70
3.9.3. Network Construction and Modifications Commissioned 71
3.9.3.1. High Speed Line Construction 71
3.9.3.2. New Sections Entering Service 74
3.9.3.3. Modified Sections 74
3.9.3.4. Sections out of service 77

CAPACITY ALLOCATION
04
4.2. DESCRIPTION OF THE PATH REQUEST PROCESS 80
4.2.1. Types of Train Path Requests 82
4.2.2. Regular Train Paths (SERVITREN) 83
4.2.3. Occasional Train Paths (TRENDA) 84
4.2.4. Immediate Train Paths 85
4.2.5. Procedure for Requesting and Allocating Regular and Occasional
Train Paths 85
4.3. TRAIN PATH REQUEST SCHEDULE 88
4.3.1. Regular Train Paths (SERVITREN) 88
4.3.2. Occasional Train Paths (TRENDA) 91
4.4. CAPACITY ALLOCATION 92
A. Different Use of Infrastructure 92
B. Train Path Allocation Models 92
C. Capacity Allocation Process 93
I. Capacity Allocation Phase 95
II. Technical Mesh Adjustment Phase 96
III. Coordination Phase 97
IV. Argument Phase 98
4.4.1. Coordination Process 98
4.4.2. Argument Process 98
4.4.3. Congested Infrastructure 98
4.4.4. Framework Agreements 98
4.5. MAINTENANCE AND WORK ON THE ADIF MANAGED NETWORK 98
4.6. NON USAGE/CANCELLATION RULES 100
4.7. EXCEPTIONAL TRANSPORT AND DANGEROUS GOODS 101
4.7.1. Exceptional Transport 101
4.7.2. Dangerous Goods 101
4.8. DISRUPTIONS AND TRAFFIC CONTROL 101
4.8.1. Traffic Control Principles 102
4.8.2. Operational Rules for Traffic Control 102
ADIF SERVICES
05
5.2. ACCESS SERVICES TO RAILWAY LINES ON THEADIF MANAGED
NETWORK 106
5.3. TRACK ACCESS TO FACILITIES AND SUPPLY OF SERVICES 107
5.3.1. Access to Electrification Facilities for Traction Current 107
5.3.2. Access to Refuelling Facilities 107
5.3.3. Access to Passenger Stations and Other Facilities 107
5.4. ADDITIONAL, SUPPLEMENTARY AND ANCILLARY SERVICES 109
5.4.1. Additional Services 109
5.4.2. Supplementary Services 109
5.4.3. Ancillary Services 110
5.4.4. Definition and Description of Services 110
Additional Services 111
Supplementary Services 111
Ancillary Services 111

TABLE OF CONTENTS
6.1. CHARGING PRINCIPLES

CHARGES
06
130
6.2. FEES AND TARIFFS 130
6.2.1. Fees 131
6.2.1.1. Passenger Transport Security Fee 131
6.2.1.2. Other Fees 131
6.2.2. Tariffs 132
6.2.2.1. Tariff for Use of REFIG Railway Lines 132
Access Tariff (Class A) 132
Reserve Capacity Tariff (Class B) 133
Operating Tariff (Class C) 134
Traffic Tariff (Class D) 134
6.2.2.2. Tariff for Railway Station Use 135
Tariff for Station Use (Class A) 135
Tariff for Stabling and Use of platforms at Stations (Class B) 137
Tariff for Passing Track Gauge Changers (Class C) 138
Tariff for Use of Sidings (Class D) 138
Tariff for Provision of Services Requiring Permission
for Use of Public Railway Property (Class E) 139
6.2.3. Modification to Fees and Tariffs 140
6.2.4. Form of Payment for Fees and Tariffs 140
6.2.5. Reliability Related Incentive System 140
6.2.6. Reference Tables for Applying Tariffs 141
6.3. 2009 PROVISIONAL CHARGES FOR ADDITIONAL, SUPPLEMENTARY
AND ANCILLARY SERVICES 145
6.3.1. Introduction 145
6.3.2. Current Regulations 146

6.3.3. Charges for ACA Services 146
6.3.4. Charges for ACA Services 2009 148
Additional Services Charges 148
Supplementary Services Charges 152
Ancillary Services Charges 153
6.3.5. Form of Payment for ACA Services 153
ANNEXES
A. Service Timetable 156
B. Catalogue of International Train Paths 158
C. Train Path Request Form 159
D. Ministry of Public Works Organisation Chart 160
E. Abbreviations 161
F. Reference Documentation 162
G. Maps of ADIF Managed Network 172

GENERAL INFORMATION
01
01
GENERAL INFORMATION
1.1. INTRODUCTION
BACKGROUND
This 2009 Network Statement document (hereinafter NS 2009) is the result of updating the
2008 version, pursuant to that laid down in ORDEN FOM/897/2005 of 7 April, which
transposes Directive 2001/14/EC and in accordance with which all necessary information shall
be provided for the use of access rights, in order to ensure transparency and non-discriminatory
access to railway infrastructure for all Candidates in requesting Capacity to supply railway
transport services.
2009 NS UPDATES
A. Main Rail Industry Bodies
The main rail industry bodies have been updated, indicating their duties and powers, as well
as Railway Undertakings, other Qualified Candidates and Safety Certificates granted.
B. General State Administration ADIF Framework Agreement

(20072010)
This includes information of interest about the Framework Agreement signed between the General
State Administration and ADIF for the 2007 2010 period, its present and future development
and its effect on railway activities through multi-year scheduling of the corresponding tasks
commissioned for the various years.
C. Inclusion Of New Assets On The ADIF Managed Network
Detailed information has been included about changes in assets (additions, withdrawals and
modifications) on the ADIF Managed Network, due to High Speed measures, the modernization
of the network and the commissioning of new sections.
D. Additional, Supplementary and Ancillary Services
In accordance with the Table of Contents indicated by Rail Net Europe, RNE, for the Network
Statement, chapter 5 section 4 of the document includes definitions and descriptions of these
services, since they previously figured in chapter 6 relating to ACA Tariffs.
E. Updating Fees And Charges
The corresponding amounts have also been standardised, both for the passenger transport
security fee and for railway charges. In both cases the increase applied is the one outlined in
Article 74 of National Budget Law 2/2008 of 23 December for the year 2009.
10
GENERAL INFORMATION
01
F. 2009 ACA Services Provisional Tariffs
Document contents include Provisional Charges for the Supply of Additional, Supplementary
and Ancillary Services, hereinafter ACA Services, effective for the year 2009, and approved
by the ADIF Board of Directors on 28 November 2008, and published by the Decision of 11
December, 2008 of the General Secretariat for Infrastructure (Official State Gazette no. 314,
of 30 December 2008).
G. New 2009 Service Timetable
The Capacity Allocation Schedule for the 2009 Service Timetable has been updated for
applications made by Candidates.
The 2009 Service Timetable will remain in force until 12 December, 2009 (second Saturday
of December according to Directive 2001/14/EC) and includes the dates established for
Agreed Adjustments and Monthly Adjustments.
It also includes the new Catalogue of International Train Paths.
H. Updated Railway and Technical Regulations And Guidelines
Annex F, Reference Documentation has been updated with essential legal information of the
most significant regulations and guidelines relating to the Railway Industry at the date 31st
January, 2009, both nationally and at a European level, also including the main technical
regulations and guidelines currently in force.
I. Other Items of Interest
Updates have been made to ADIF Managed Network Maps corresponding to Passenger
Stations, Freight Facilities, Fuel Supply Points, Operating Data, and others, that include

distances in kilometres and features of lines and sections, in order to provide information of
interest to ADIF customers.
1.1.1 RAIL INDUSTRY ORGANISATION IN SPAIN:

MAIN RAIL INDUSTRY BODIES
Described below for purely informative purposes are the main bodies in the Spanish Rail Industry,
including their duties and powers. Its sole aim is to provide a general view of the organisation
of this industry. This information is not a development of rules and guidelines in law and is not
legally binding.
A. MINISTRY OF PUBLIC WORKS
Pursuant to that set forth in Law 39/2003 of 17 December regarding the Railway Industry, LSF
from now on, the main powers of this Department are:
Strategic planning of the rail industry and its development.
11
General direction and control of the railway system, which includes establishing the basic rules
of the railway market and drafting the necessary regulations and guidelines for their correct
development, particularly all of that related to the safety and interoperability of the railway system
and to relations between bodies in the industry.
Defining objectives and supervising the activities of the public railway undertakings, ADIF and
RENFE Operadora, as well as their financing system.
Granting licences to railway undertakings, hereinafter RUs, as well as granting authorisations
to candidates (other than RUs) for applying for and obtaining railway infrastructure capacity.
Granting permits to provide railway services declared to be of public interest and establishing a
system of aid to RUs contracted.
Establishing a pricing system and its supervision.
Establishment or, where applicable, modification of railway charges, in accordance with the items
or parameters set out in the LSF.
Investigating railway accidents pursuant to current regulations and guidelines.
Application of a penalty system.
Any other powers conferred on it by current regulations and guidelines.
RAILWAY
ADMINISTRATION
Establishing Railway Policy. MINISTRY OF
Strategic Plannig. PUBLIC WORKS
L A
I U
C T
E H
N O
C R
Ensuring diverse Offer In the E I
RAILWAY
Supply of REFIG Services. S S
REGULATORY
Settling disputes between A
COMMITEE
ADIF and Operators. T
Public Interest Service I
O
N
Framework Contract and Agreements S
for Network Construction and Management.
SUPPLY OF
SERVICES
Capacity Allocation
RAILWAY
Construction. INFRASTRUCTURE
MANAGER OPERATORS
Maintenance. ACA Services
Control Systems, Railway Companies.
Operations, Authorised Candidates.
Safety Management. Infrastructure Charges and Tariffs
Directorate General of Railways

The Directorate General of Railways is a management body of the Ministry of Public Works, which
depends on the Secretariat of State for Infrastructure.
12
GENERAL INFORMATION
01
It is responsible for the following duties, amongst others:
Preparation, monitoring, supervision and inspection of operational planning of railway infrastructure

and the corresponding railway plans.
Regulation, direction and inspection of rail transport, pursuant to legislation.
Inspection by ADIF of RUs and the supply of the transport services and activities that the latter
perform.
The granting of permits for installing the various subsystems that make up the railway system, and
checking that these subsystems are operated and maintained in accordance with the relevant,
essential requirements.
Supervising compliance with essential requirements by interoperability components in accordance
with current regulations and guidelines.
Approving safety methods (SM) and safety objectives (SO).
Checking that information related to rail traffic safety included in the Special Railway Register and
in railway inventories, referred to by the royal decrees on the interoperability of the high speed
railway system and the Iberian Gauge Network, are kept up to date by the bodies in charge of
their preparation.
Approval of railway rolling stock maintenance centres.
Granting, renewal, suspension and revoking of railway staff train operation licences.
Approving railway staff training centres.
Approving railway staff medical examination centres.
Ensuring proper application by the staff in charge of the legal framework for rail traffic safety.
Any others entrusted to them by current regulations and guidelines.

Special Railway Register
The Special Railway Register is managed by the Directorate General of Railways and its
purpose is to register bodies, individuals and corporations whose activity is related to the
railway industry and who require, to exercise this activity, the corresponding licence, permit or
authorising qualification, pursuant to that set out in the LSF, the RSF, and their development of
regulations and guidelines in law.
Also entered on the Special Railway Register are Public Authorities with powers related to the
supply of transport services who state an interest in requesting the award of the infrastructure
capacity necessary to supply particular railway transport services.
Bodies entered on the Register are compelled to inform the Ministry of Public Works, within
a month, of any change suffered to any of the details related to the obtainment of the
licence, permit or authorising qualification or, where applicable, their railway staff or rolling
stock.
13
B. PROFESSIONAL ASSOCIATIONS
Railway Regulatory Committee (CRF)
The Railway Regulatory Committee created by Article 82 of Railway Industry Law 39/2003 of 17
November is the Regulating Body for the Railway Industry. It is a professional association attached
to the Secretariat of State for Infrastructure of the Ministry of Public Works. RD 2387/2004
establishes the duration of the term of office, dismissal, incompatibilities and duties of the members
of the Committee. It was formed on 9 June, 2005.
The duties of the Regulatory Committee will be carried out with full respect for the powers
conferred by Law 16/1989 to bodies defending free competition. An information and
coordination mechanism has been established between the Committee and the Competition
Defence Service.
It is authorised to settle conflicts between ADIF, RUs and other Candidates related to the following
matters:
The granting and use of Safety Certificates.
The application of Network Statement criteria.
Capacity Allocation Procedures.
Amounts, structure and charging operators.
The CRF is entrusted with the duties of supervising railway market competition to safeguard a diverse
supply in services on the REFIG and to ensure equal conditions between the RUs in market access
and carrying out activities. It will also act in:
Settling conflicts between RUs relating to measures that involve discriminatory treatment in access
to infrastructure or services.
Interpreting clauses in licences and permits for the supply of services of public interest, also
providing information about bidding procedures.
Information and advice to the Ministry of Public Works and regional authorities on regional
matters, especially those that may affect the development of a competitive railway market.
The Committee will act ex officio or at the request of an interested party. Bodies who consider
a decision or action to be detrimental to them will have a maximum period of one month to
consult the Committee. The decisions of the Committee will be binding for bodies that operate
in the railway field. Failure to comply with the decisions will be sanctioned pursuant to the
LSF.
Comit de Regulacin Ferroviaria (Railway Regulatory Committee) - Paseo de la Castellana

67, 28071. Madrid. Spain. crf@fomento.es
Railway Traffic Safety Advisory Committee.

The Regulation regarding Traffic Safety on the General Interest Railway Network (hereinafter REFIG),
approved by RD 810/2007, of 7 July, created the Railway Traffic Safety Advisory Committee
14
GENERAL INFORMATION
01
within the Directorate General of Railways. This Committee is made up of the Chairman, the Full
Assembly and the Secretariat.
This Committee has the following tasks:

Finding out the proposals of the ADIFRENFE Operadora General Traffic Safety Committee, or
similar bodies formed between ADIF and the various RUs, including strategic safety plans and
the annual safety plans of ADIF and the RUs, making recommendations on this point, when
appropriate.
Making recommendations with respect to enquires made by the Committees and bodies referred
to in the previous point.
Knowing the traffic safety management systems used by ADIF and the RUs.
Knowing the general contents that shall be covered in joint traffic safety management protocols
that shall have to be established between ADIF and each railway undertaking.
Receiving information about the development of railway traffic safety on the REFIG.
Receiving periodic information about the evolution of accidents and incidents, about measures
adopted in each case, preventive actions and the effectiveness of these.
Receiving, where applicable, any suggestions made to modify the General Traffic Regulation.
Making proposals on safety method (SM) and safety objective (OS) projects.
15
Committee for Investigation of Railway Accidents
The Committee for the Investigation of Railway Accidents is a specialist Professional Association
attached to the Ministry of Public Works through the Secretariat of State for Infrastructure and
regulated by RD 810/2007 of 7 July. It performs its activities in a transparent, non discriminatory
manner, independently of the Directorate General of Railways, ADIF and any railway undertaking,
notified or certifying body, and the Railway Regulating Committee.
It has the following powers in investigating railway accidents:
Technical investigation of serious railway accidents that occur on the REFIG, as well as
investigation on the latter into other accidents and rail incidents when they consider it
appropriate.
Establishing the scope and procedures that will have to be followed in each railway accident
investigation. Railway accident investigations will aim to determine the causes of the latter and
the circumstances in which they occurred, in order to prevent them in the future and to make
any suitable recommendations to reduce risks in railway transport. This investigation will at no
time be concerned with determining guilt or responsibility and will be independent of any legal
investigation.
Independently of any investigations carried out by the Committee for the Investigation of
Railway Accidents, ADIF will investigate all railway accidents that occur on the REFIG. RUs
shall also carry out internal investigation into all railway accidents in which they have been
involved.
Railway accident investigations carried out by ADIF and the RUs involved in them will at no time
interfere with those carried out by the Committee for the Investigation of Railway Accidents, to whom
they will give all the collaboration required.
Committee for Coordinating the Transport of Dangerous Goods

(CCTMP)
This is a Consultative and Professional Association dependent on the Ministry of Public Works
and created in 1981 to coordinate the transport of dangerous goods, and regulated by RD
1256/2003 of 3 October.
The duties of this Inter-Ministerial Committee involve studying and issuing reports about amendments
to national and international regulations related to dangerous goods, nominating people to
participate in international meetings about the transport of dangerous goods and circulating
legislation in this area.
This Committee is made up of the following bodies: The Full Assembly, a Permanent
Committee and the subCommittees for road transport, railway transport, sea transport and
air transport.
16
GENERAL INFORMATION
01
C. RAILWAY INFRASTRUCTURE MANAGER (ADIF)
The Public Authority, ADIF, has been formed as a public body attached to the Ministry of Public
Works through the General Secretariat for Infrastructure. It has its own legal personality, full
capacity to operate to fulfil its aims and its own assets and is governed by that set forth in the
LSF, in Law 6/1997 of 14 April regarding the Organization and Functioning of the General
State Administration, in rules implementing both of these, in the ADIF Statute and in budgetary
legislation and other rules that may be applicable. In the absence of this legislation, private rules
will be applied.
In performing its duties, ADIF acts as a self-managing body, within the limits set down by its Statute
and taking into account at all times the guarantee of public interest, the satisfaction of social needs,
user safety and the overall efficacy of the railway system.
To carry out its duties, ADIF may implement all types of administrative acts and provisions covered
by civil and company legislation.
ADIF may not provide railway transport services, except for those inherent to its own activity.
The head office is located at Sor ngela de la Cruz 3. 28020 Madrid.
ADIF Powers
In accordance with article 21 of the LSF, ADIF is entrusted with the following powers:
Approval by ADIF of basic projects and the construction of railway infrastructure that shall form

part of the REFIG, if this is established in the corresponding resolution by the Ministry of Public
Works determining its establishment or modification and construction, provided this is performed
with its own resources and, in any case, pursuant to that stipulated by the Ministry of Public
Works.
Construction of railway infrastructure, with State or third party resources, in accordance with the
following agreement.
The management of railway infrastructure it owns and any entrusted to it in the appropriate
agreement.
Checking and inspecting railway infrastructure it manages, its protection areas and rail traffic
running on it.
The use of assets it owns, those which it is allocated and any others it is responsible for
managing.
The preparation and publication of the NS, in the terms provided in the LSF and in its implementing
rules.
The allocation of Infrastructure Capacity to the RUs requesting it, and the conclusion of framework
agreements with the latter.
17
T he issue of reports prior to the granting by the Ministry of Public Works of RU licenses and
permits to provide services declared to be of public interest in the cases covered in the
LSF.
The preparation of the instructions and circulars necessary to accurately determine operating
conditions on the ADIF Managed Network.
The provision of ACA Services to the rail transport service.
The setting of Tariffs for the provision of ACA Services and the reception of payment for these,
where applicable.
The receipt of payment for the use of railway infrastructure and, where applicable, Tariffs for the
provision of ACA Services.
The management, payment and collection of Fees, in accordance with that laid down in the
LSF.
Cooperation with bodies in other Member States of the European Union who manage railway
infrastructures, in order to establish and allocate Infrastructure Capacity covering more than one
national network.
The conclusion of framework agreements with RUs.
The establishment of guidelines to regulate the corresponding procedures for investigating railway
accidents.
The preparation of an annual report that covers all incidents and accidents occurring as a
consequence of railway transport services.
The preparation of a Contingency Plan outlining the measures needed to restore the situation to
normal in the event of an accident, technical failure or any other incident that may disturb rail
traffic.
Settling financial liability claims made with respect to action taken by ADIF.
Any others conferred on it by applicable regulations and guidelines.
ADIF Challenges and Commitments

The ADIF policy of encouraging transparency and dialogue with its Interest groups is outlined as
a commitment in the Citizen Company Plan, PEC, the instrument by which the public companys
strategy of Corporate Social responsibility is explained.
ADIF is the first public company in Spain and in the transport industry worldwide to have published
a Global Reporting Initiative, GRI, obtaining level A+, which is the highest in this international
Standard, and whose purposed is to serve as a generally accepted framework for informing about
economic, environmental and social performance.
The need to respect and conserve the Natural Environment forms an essential part of the
technical and economic effort made to advance in the transport operations provided by
railway infrastructure, at all times from the perspective of Environmental Quality and Service
Quality.
18
GENERAL INFORMATION
01
This commitment of ADIF to the Environment is outlined in the Environment Policy document,
which expands on the guidelines designed by the ADIF 2006 2010 Strategic Plan relating to
conservation of the environment.
Included in the area of constant improvement in the performance of the ADIF business activity,
and in line with the objective of encouraging national railway technology, is the creation of the
20072010 RDI Plan, which is the instrument that describes activities, resources and results
needed to achieve the aims set out in the ADIF RDI policy and involves support and guidelines
for units carrying out innovative projects and activities at the company. It also identifies lines of
research and proposes a planned Project portfolio framework until 2010.
The initiatives proposed in this Plan are aimed at stimulating management, establishing processes,
identifying lines of research, protecting and exploiting results, technological monitoring and transfer
and, in general, promoting participation, increasing presence in national and European schemes
to assist RDI.
ADIF Organisation Chart and Staff

Presidency
Communication and
Secretariat General and Board of Directors
External Relations Department
Safety, HR and Organisation

Strategic Planning Directorate General
Directorate General
Economic, Financial and Controlling

High Speed Line Department
Directorate General
High Speed Major Projects Infrastructure Development Infrastructure Operations

Directorate General Directorate General Directorate General
Number of Employees at 31 December 2008: 13,872
19
D. RAILWAY UNDERTAKINGS
Since 1 January, 2005, the ADIF Managed Network has allowed free access to the Allocation of
Capacity to RUs holding a RU Licence in order to perform international or national railway freight
transport services. To do this they shall request the corresponding Capacity from ADIF, following
the established procedure. When this is awarded, they shall also be in possession of the Safety
Certificate, which is necessary to be able to run with their rolling stock and train operation staff on
the route requested.
The RENFE Operadora public company was created by the LSF of 31 December, 2004, acting as
a self-managing body within the limits set down by its regulations and guidelines and attached to the
Ministry of Public Works. The RENFE Operadora Statute is established in RD 2396/2004 of 30
December. The purpose of its activity is to supply passenger and freight railway services and other
services related to rail transport throughout the scope of the REFIG. It also performs maintenance of
its own railway rolling stock.
At 31 January, 2009, the Ministry of Public Works had granted eleven RU Licences, which are listed
below in order of years in operation:
RENFE OPERADORA.
COMSA RAIL TRANSPORT S.A. from the Comsa group.
CONTINENTAL RAIL S.A. from the ACS group.
ACCIONA RAIL SERVICES S.A. from the Acciona group.
- ACTIVA RAIL S.A. from the TRANSFESA group
TRACCIN RAIL S.A. from the AZVI group.
EUSKO TRENBIDEAK S.A. Basque Railways.
ARCELORMITTAL SIDERAIL S.A. from the ArcelorMittal group.
EWSI (English Welsh & Scottish Railway Holdings Ltd) with a licence from another EU state,
entered on the Special Railway Register.
LOGITREN FERROVIARIA S.A. from the Torrescmara, Ferrocarriles de la Generalitat Valenciana
FGV and Vas y Construcciones group.
FESUR (Ferrocarriles del Suroeste S.A.) from the Gallardo Group and Gea 21.
E. AUTHORISED CANDIDATES
At 31 January, 2009, the Ministry of Public Works had granted five Authorisation Qualifications to
the following Candidates to request Capacity Allocation:
TRANSFESA (Transportes Ferroviarios Especiales S.A.)

LTF S.A. (Logstica y Transporte Ferroviario S.A.) from the Dragados group.
CONTAINER TRAIN S.A. taken over by SICSA RAIL S.A. from the Dragados group.
CONTE RAIL S.A. part owned by RENFE, URBASER and Puertos del Estado.
PECOVASA from the SUARDIAZ group, Comsa Rail Transport and ATG.
20
GENERAL INFORMATION
01
F. RAILWAY UNDERTAKINGS WITH SAFETY CERTIFICATES
At 31 January, 2009, the Safety Certificate has been granted to the following RUs on the lines or
sections listed below (the Line code is included at the start of each route):
RENFE OPERADORA
All REFIG lines.
CONTINENTAL RAIL S.A.

100 Madrid Chamartn Venta de Baos. 130 Gijn Cercanas Venta de Baos. 132 Bif.
Tudela Vegun Ablaa. 140 Bif. Tudela Vegun El Entrego. 142 Soto de Rey Bif. Olloniego.
144 San Juan de Nieva Villabona de Asturias. 146 Bif. Viella Bif. Pea Rubia. 148 Trasona
Nubledo. 150 Aboo Sern. 152 Gijn Puerto Veria. 154 Lugo de Llanera Tudela Vegun.
300 Madrid Puerta de Atocha Valencia Estaci del Nord. 902 Pitis Bif. Hortaleza. 940
ODonnell Viclvaro Clasificacin.
ACCIONA RAIL SERVICES S.A.

130 Gijn Cercanas Venta de Baos. 132 Bif. Tudela Vegun Ablaa. 140 Bif. Tudela
Vegun El Entrego. 142 Soto de Rey Bif. Olloniego. 144 San Juan de Nieva Villabona.
146 Bif. Viella Bif. Pea Rubia. 148 Trasona Nubledo. 150 Aboo Sern. 152 Gijn Puerto
Veria. 154 Lugo de Llanera Tudela Vegun.
COMSA RAIL TRANSPORT S.A.

100 Madrid Chamartn Venta de Baos. 130 Gijn Cercanas Venta de Baos. 132 Bif.
Tudela Vegun Ablaa. 140 Bif. Tudela Vegun El Entrego. 142 Soto de Rey Bif. Olloniego.

144 San Juan de Nieva Villabona de Asturias. 146 Bif. Viella Bif. Pea Rubia. 148 Trasona
Nubledo. 150 Aboo Sern. 152 Gijn Puerto Veria. 154 Lugo de Llanera Tudela Vegun.
200 Madrid Chamartn Barcelona Sants. 210 Miraflores Tarragona. 214 CIM Zaragoza
La Cartuja. 230 La Plana de Picamoixons Reus. 234 Reus Roda de Bar. 238 Bif. Llobregat
BarcelonaMorrot. 240 Sant Vien de Calders LHospitalet de Llobregat. 242 Ag. km
71,185 Martorell Seat. 250 LHospitalet de Llobregat - Bellvitge Ag. km 674,8. 256 Barcelona
Can Tunis Bif. Can Tunis. 284 CIM Zaragoza Ag. Km 0,7 - CIM Zaragoza Ag. 337,5. 286
La Cartuja Ag. 23,3 La Cartuja Ag. 351,1. 288 Miraflores Ag. Km. 354,6 Miraflores Ag.
Km. 0,9. 300 Castillejo Aover Villaverde Bajo. 300 Silla Valencia Estaci del Nord. 304
Alfafar Benetusser Bif. Clasif. Valencia FSL. 312 Algodor - Castillejo Aover. 500 Villaverde
Bajo Villaluenga Yuncler. 504 Villaluenga Yuncler Algodor. 506 Ag. km 5,7 Asland Cgd.
600 Valencia Estaci del Nord Sant Vient de Calders. 622 Ag. de Clasificacin km 272,0
Tarragona Clasificacin. 624 Ag. de Clasificacin km 100,4 Tarragona. 902 Pitis Bif.
Hortaleza. 930 Madrid Atocha Cercanas San Fernando de Henares. 934 Madrid Abroigal
Bif. Rebolledo. 936 San Cristbal Industrial Villaverde Bajo. 940 ODonnell Viclvaro
Clasificacin. 942 Villaverde Bajo Vallecas Industrial. 944 Viclvaro Viclvaro Clasificacin.
946 Madrid Santa Catalina Villaverde Bajo.
21
TRACCIN RAIL S.A.
512 Huelva Cargas Zafra. 514 Zafra Jerez de los Caballeros. 516 Zafra Mrida. 520
Mrida Badajoz. 520 Mrida Puertollano.
EWSI LTD
100 Madrid Chamartn Hendaya. 108 La Carrera(CGD) Valladolid Campo Grande.
130 Venta de Baos- Gijn. 132 Bif. Tudela Vegun Ablaa. 140 Bif. Tudela Vegun El
Entrego. 142 Soto de Rey Bif. Olloniego. 144 San Juan de Nieva Villabona de Asturias.
146 Bif. Viella - Bif. Paarrubia. 148 Trasona Nubledo. 150 Aboo Sern. 152 Gijn
Puerto - Veria. 154 Lugo de Llanera Tudela Vegun. 160 Palencia Santander. 162 Solvay
Sierrapando. 164 Bif. Magaz Magaz. 200 Bif. Hortaleza Bif. Can Tunis. 210 Miraflores
Tarragona. 214 CIM Zaragoza La Cartuja. 218 Zaragoza Plaza- Bif. Plaza. 230 La Plana
de Picamoixons Reus. 234 Reus Roda de Bar. 238 Bif. Llobregat Barcelona Morrot.
240 Sant Vien de Calders LHospitalet de Llobregat. 246 Castellbisbal- Mollet Sant Fost.
248 Bif Papiol Aguja km 79,347. 258 Bif. Prat- Barcelona Morrot.262 Bif. Clot Barcelona
Sagrera.266 Bif. Glories Bif. Vilanova. 270 Barcelona San Andreu Comtal Portbou. 276
Maanet Massanes Barcelona Sagrera. 286 La Cartuja Ag. Km. 23,3 La Cartuja Ag.
Km. 351,1. 288 Miraflores Ag. Km. 354,6 Miraflores Ag. Km. 0,9. 300 Madrid Puerta
de Atocha Valencia Estaci del Nord. 302 Ag. Clasificacin Km. 146,1 Alczar de San
Juan. 304 Alfafar Benetusser Bif. Clasif. Valencia FSL. 340 Xativa Ag. Km. 47,0 - Bif. Vallada
Km. 600 Valencia Estaci del Nord Sant Vient de Calders. 602 Bif. Grao Valencia
Valencia Puerto. 610 Sagunto La Almozara, trayecto Bif. Teruel Puerto de Sagunto. 612 Bif.
Sagunto Ag. Km 28,3 Bif. Sagunto- Ag. 268,8. 622 Ag. de Clasificacin Km 272,0
Tarragona Clasificacin. 624 Ag. de Clasificacin Km 100,4 Tarragona. 700 Bilbao
Abando Indalecio Prieto Casetas. 710 Altsasu- Castejn de Ebro. 712 Bif. Km 534,0 Bif.
Km 231,5. 720 Santurtzi - Bilbao Abando Indalecio Prieto. 722 Muskiz Desertu Barakaldo.
724 Bilbao Mercancas Santurtzi. 726 Bif. La Casilla- Aguja de enlace. 836 Bif. Len Bif.
Ro Bernesga. 838 Bif. Torneros Bif. Quintana Raneros. 902 Pitis Bif. Hortaleza. 912 Las
Matas Pinar de las Rozas. 930 Madrid Atocha Cercanas San Fernando de Henares.
934 Madrid Abroigal Bif. Rebolledo. 936 San Cristbal Industrial Villaverde Bajo. 940
ODonnell Viclvaro Clasificacin. 942 Villaverde Bajo Vallecas Industrial. 944 Viclvaro
Bif. Viclvaro Clasificacin. 946 Madrid Santa Catalina Villaverde Bajo. Tramo 166B Ramal
de Gijn Puerto Puerto del Musel
1.2. OBJECTIVES OF THE NETWORK STATEMENT
The NS is the document ADIF offers to RUs and other candidates to inform them about the
characteristics of the infrastructure and the conditions of access to the network.
This document outlines the characteristics of the infrastructure made available to the RUs and other
Candidates, and provides information about the Capacity of each Network section and their access
conditions. It also outlines general rules, time periods, procedures and governing principles with
respect to the Allocation of Capacity and pricing principles that shall apply for the use of railway
22
GENERAL INFORMATION
01
infrastructure and for the supply of different services to the RUs (Art. 29 of the Law 39/2003 of 17
November, regarding the Railway Industry, LSF).
The LSF transposes European Directive 2001/14/EC of February 26, 2001 of the Parliament and
the Council into internal law. Nevertheless, certain matters relating to the contents of this NS and
to the railway Capacity allocation procedure are developed through ORDEN FOM/897/2005
(Ministry of Public Works) of 7 April.
1.2.1. ADIF MANAGED NETWORK
This is composed of railway infrastructure owned by ADIF, and any other they are responsible for
managing in the terms covered in the LSF.
By virtue of that laid down in the fourth additional provision of RD 2395/2004 of 30

December, which approves the Statute of the ADIF Public Company; all management of
the network that, in accordance with the LSF, is owned by the State and that, at the time of
entering force, was managed by the Spanish National Railway Company (RENFE) is entrusted
to ADIF.
The Ministries of Economy and Finance and of Public Works, pursuant to the points covered in
article 22.2 of the LSF may make ADIF responsible for the management of railway infrastructure
owned by the State, laying down the basic principles that should predominate in this responsibility,
indicating objectives and aims that shall be achieved, determining levels of investment and the
amount of finance by the State, for the purposes of its inclusion in the corresponding National
Budget.

The 2007 2010 Framework Agreement establishes the obligations and reciprocal agreements
between the General State Administration and ADIF, regulating investments in the state owned
network entrusted to ADIF by the Ministry of Public Works. This ensures the coherence and continuity
of management of the network owned by the State, covers the results of the latter and commits the
corresponding financial support. It also confers on ADIF, in accordance with article 24.2 of the
LSF regarding state owned public assets or those whose management has been conferred on the
State, the exercise of powers relating to management, defence, police, research, defining property
boundaries and repossession granted to the General State Administration by Law 33/2003 of 3
November, regarding the Assets of Public Administrations and the power to establish a system of
use for the above and of granting licences, leases and other rights that allow their possible use by
third parties.
This Framework Agreement determines the amount of this investment in the State owned Network, in
6.2.1.2, where a multi-year schedule is laid out for the total investment during the term of the above,
as well as the revenue ADIF is entitled to receive for the management agreed. To make the investment
in the ADIF managed network in the different financial years covered by the Framework Agreement,
23
the aims and ends to be reached are laid down by Orders, specifying the levels of investment and
proposing the financial amounts.
These investments refer to:

Freight measures. Logistics facilities and network.
Commuter train measures. Stations and network.
Safety improvement and functionality of the rail network.
Measures to replace and modernise assets.
Full renewal plan.
Notwithstanding the above, ADIF may make agreements with the Autonomous Regions to construct
and manage railway networks or sections in the latter. A collaboration Agreement is currently in
force between the Ministry of Public Works, the Basque Country Autonomous Region and ADIF
to commission certain work for the construction of the new railway network in the Basque Country,
publicised in the Resolution of 8 June, 2006, by the General Secretariat for Infrastructure and
Planning.
24
GENERAL INFORMATION
01
1.2.2. FIGURES FOR ADIF MANAGED NETWORK AT 31 DECEMBER 2008
NETWORK LENGTH (Km) 13,383
High Speed Network (International Gauge) 1,589
Conventional Network (Iberian Gauge) 11,755
Mixed Network (Iberian - International Gauge) 21
Narrow Gauge Network (Metric Gauge) 18
Single Electrified Track 3,615
Non Electrified Single Track 5,191
Double Electrified Track 4,503
Double Non Electrified Track 74
With CTC 8,000
With ACBS 719
With WBS 930
With ERTMS Level 1 1,069

With Radio-Telephone System 8,395
With GSMR System 1,603
With ASFA System 10,615
Speed equal to or over 250 km/h 1,247
Speed over 200 km/h and less than 250 km/h 487
Speed over 160 Km/h and less than or equal to 200 km/h 254
Speed over 140 Km/h and less than or equal to 160 km/h 4,779
Speed over 100 Km/h and less than or equal to140 km/h 3,563
Speed less than or equal to 100 km/h 3,053
25
1.3. LEGAL FRAMEWORK
The basic Legal Framework is essentially based on European Union Regulations and Directives and
their transposition into national legislation, as well as their development of regulations and guidelines
in law and other provisions. It also includes the applicable technical regulations and guidelines.
References to all of these provisions can be consulted in Annex F of this document.
1.4. LEGAL STATUS OF THE NS
1.4.1. GENERAL REMARKS
The NS will have contractual force for the RUs and for other Candidates who wish to have access to
infrastructure in order to provide railway transport services, as well as for ADIF, with respect to any
rights and obligations that may arise from the above.
The instrument by which the act of allocating capacity to Candidates is legalised will involve the
acceptance of the rights and obligations contained in the NS.
Any mention there may be in this NS to current provisions (Laws, Royal Decrees, Ministerial Orders,
Decisions, etc.) will be merely for information purposes, the text of the provision in question taking
priority at all times.
1.4.2. TRAFFIC SAFETY
In matters of safety relating to traffic and regulations, the information contained in this NS will only
be a source of information, the contents of the traffic safety regulation on the REFIG or the current
General Traffic Regulation (GTR) applying at all times, or any other legislation in force that is also
applicable.
1.4.3. APPEALS
The RUs and other Candidates may address the Railway Regulatory Committee, CRF, to settle any
disputes that may arise between them and ADIF (Art. 83.1.d of the LSF and Art. 4.4 of ORDEN
FOM/897/2005 of 7 April).
For traffic covering more than one network, Candidates will be bound by the laws and provisions
dictated by each country or infrastructure manager, appeals having to be lodged directly to the
corresponding infrastructure manager.
The RUs and other authorised Candidates may lodge appeals in writing to the ADIF Commercial
Management and Customer Service when they consider that any of the services provided
26
GENERAL INFORMATION
01
by the latter do not conform to that established by this NS or to the levels of service quality
established.
In accordance with Art. 83.5 of the LSF and Art. 153.5 of the RSF, the resolutions passed by the CRF
will be binding for the bodies affected and will have legal force, without prejudice to the possibility
of lodging an appeal to the Ministry of Public Works.
1.5. NS STRUCTURE
The contents of this NS conform to the points outlined in ORDEN FOM/897/2005 of 7 April
relating to the NS and the procedure for Allocating Railway Infrastructure Capacity.
The structure of this document is in turn in line with the standardized structure agreed at the Rail
Net Europe headquarters, RNE from now on, to give greater facility to RUs and other Candidates,
especially in international traffic. The maximum possible transparency is thereby achieved in
infrastructure access procedures, so that any customers operating in international traffic can
recognise one connecting theme in the Network Statements made by the various infrastructure
managers:
Pursuant to this principle, the NS is organised into six chapters and various annexes:
Chapter 1: GENERAL INFORMATION
Chapter 2: CONDITIONS OF ACCESS
Chapter 3: INFRASTRUCTURE
Chapter 4: CAPACITY ALLOCATION
Chapter 5: ADIF SERVICES

Chapter 6: CHARGES
ANNEXES
The various annexes group together all information that may be subject to frequent updating, also
including contents of an informative nature.
Available for consultation at the Executive Traffic Office is a supplementary document to the NS
called the Capacities Manual, CM, which lists the specific rules for allotting capacity on each line
of the ADIF Managed Network.
1.6. VALIDITY OF THE NS
1.6.1 VALIDITY PERIOD
The NS will remain valid in the period covered by ORDEN FOM 897/2005 and may be updated
by ADIF when this is required for its contents.
27
1.6.2. UPDATING PROCESS
Agreements approving changes to the NS shall also be subject to publication in the Official State
Gazette in a maximum period of ten working days after they are adopted and, in any case, fifteen
days before the date on which they are to take effect.
These changes may at no time involve restrictions or limits to allocated capacity, unless duly justified
extraordinary circumstances occur or the successful bidders affected give their permission, or they
form part of necessary temporary action for operations. In the latter case, it will be sufficient for
publicizing purposes to inform the bidders affected, as well as their availability for any Candidate,
until they are included in ordinary annual publications.
In the event of printing errors, interpretation queries or information gaps in the NS, ADIF
will adopt any measures it considers appropriate in each situation, informing the candidates
affected. Any amendment in legislation or regulations affecting the NS will be included in
the latter.
With respect to aspects that are subject to regular changes (technical information), any amendments
that may occur will take immediate effect on publication or from the date on which they are set down
in the actual amendment.
1.7. PUBLICATION AND DISTRIBUTION
To facilitate consultation, the NS will be available in PDF format or similar on the ADIF website, www.
adif.es, on the date following publication of the resolution in the Official State Gazette agreeing to
approval of the NS.
A version in English will be included on the corporate website for informing international traffic
companies. In the event of any discrepancy concerning contents, the original version in Spanish will
take priority.
1.8. ADIF CONTACTS
ADIF has placed an organization at the disposal of Candidates to supply them with a full service for
facilitating access to infrastructure.
ADIF Contacts for consultation by RUs and Candidates are listed below. For further information about
the One Stop Shops in Rail Net Europe (RNE), consult Point 1.9 of this NS.
28
GENERAL INFORMATION
01
ADIF CONTACTS
one stop shop GENERAL information (OSS)
One Stop Shop (oss) Agustn de Fox s/n. Estacin Chamartn
Planning and Capacity Management Office Edificio Anexo al Puesto de Mando.
Executive Traffic Office 28036 Madrid
CAPACITY ALLOCATION
Capacity Allocation Head Office Agustn de Fox s/n. Estacin Chamartn
Planning and Capacity Management Office Edificio Anexo al Puesto de Mando.
Executive Traffic Office 28036 Madrid
CUSTOMER INFORMATION AND AFTER SALES SERVICE FOR RUs AND candidates
Head Office for After Sales Management Sor ngela de la Cruz, 3. 28020 Madrid.
Commercial Office and Customer Service
PASSENGER STATION InformaTION

Customer Service Office Avda. Po XII 110. Edificio 18. 28036 Madrid.
Passenger Stations Executive Office
freight FACILITIES InformaTION

Logistics and Commercial Development Office Agustn de Fox s/n. Andn 1. Edif. Comercial.
Executive Logistics Facilities Office Estacin Chamartn. 28036 Madrid.
EXECUTIVE TRAFFIC OFFICE STATION InformaTION

Head Office for Stations and Services Paseo del Rey 32. 28008 Madrid
Scheduling Coordination and Traffic Management Office
Executive Traffic Office

TRAFFIC Control
H24 Network Management Operating Centre Agustn de Fox s/n. Estacin Chamartn
H24 Network Management Centre Office Edificio Puesto de Mando. 28036 Madrid
Executive Traffic Office
TRAFFIC SAFETY
Traffic Safety Office Paseo del Rey 32. 28008 Madrid
ROLLING STOCK LICENSING
Traffic Safety Office Paseo del Rey 32. 28008 Madrid
EXCEPTIONAL transport STUDIES
Executive Safety Office Paseo del Rey 32. 28008 Madrid
CIVIL DEFENCE InformaTION

Civil Defence Office Avda. Po XII 110. Edificio 4. 28036 Madrid
Civil Defence and Safety Office
TECHNOLOGICAL INNOVATION
Technological Innovation Department Titn, 4. 28045 Madrid
29
1.9. INTERNATIONAL COOPERATION BETWEEN INFRASTRUCTURE MANAGERS
In January 2004, the railway infrastructure managers established an organisation to support the
European rail industry.
Rail Net Europe, RNE, has its head office in Vienna and represents its members as an Association to
assist the advance of international traffic in the European Rail Industry. It is the next step in bilateral
and multilateral co-operation between European rail infrastructure managers towards one common
organisation with a European focus.
RNE members establish suitable conditions to reach corporate agreements in order to promote
the European rail business from the rail infrastructure point of view and for the benefit of the entire
rail industry. RNE is made up of 33 Rail Infrastructure Managers, who are either full or associated
members, or candidate members. All in all RNE offers a network of around 230,000 km of railway
infrastructure. A ferry line also belongs to the association to contribute to lowering barriers in
international rail traffic.
The Infrastructure Managers involved in RNE today deal with more than 120 international RUs in
Europe, the main target group of RNE. Furthermore there are 300 other RUs that only deal with
national traffic.
30
GENERAL INFORMATION
01
The main objective of RNE is to improve operational issues in the field of international rail traffic. To
achieve this, RNE focuses on the entire rail infrastructure production process, ranging from harmonising
the members medium and long-term planning, marketing, sales and railway operations, even RNE
after-sales control and information services.
1.9.1. RNE ONE STOP SHOPS (OSS)
The European infrastructure managers have signed an agreement on joint marketing for
infrastructure capacity allocation. These managers have set up a network of One Stop Shops
(OSS) that work like Customer Service Points within the RNE. This information can be extended
by visiting www.railneteurope.com.
For international path requests, the customer needs only to contact one of these OSS, whose task is
to start the whole process by working in close cooperation with the manager concerned, performing
the following duties:
Offering customer service and information on the full product and service range of the infrastructure
managers.
Supplying all the information required

to gain access to the infrastructure of
the RNE infrastructure managers.
Handling requests for international

train paths within RNE.

M aking sure that requests are
properly dealt with in the periods
established in the yearly Service
Timetable calendar.
P rovide full train path offers on

international routes.
Each OSS is part of the international

network which aims at making network
access for customers as simple as
possible. It also provides information on
train charges and movements, including
quality monitoring. In accordance with
the principle of offering a single front to
customers, the OSS provides an effective
aid in cross border matters, using fair,
clear and confidential procedures.
31
LIST OF RNE OSS
www.railneteurope.com
AUSTRIA/HUNGARY AUSTRIA/HUNGARY Austria

Oskar Pichler Oskar Pichler n. n.
RAABERBAHN / GYSEV RAABERBAHN / GYSEV BB Infrastruktur Betrieb AG
Austria
Hungary Elisabethstrasse 9
Raab-Oedenburg-Ebenfurther
Eisenbahn AG/ A 1010 Wien
Gyr-Sopron-Ebenfurti Vasut-Zrt.
Gyr-Sopron-Ebenfurti Vasut-Zrt. Mtys kirly utca 19 Phone: +43 1 93000 33480
Bahnhofplatz 5 H-94000 Sopron Fax: +43 1 93000 25480
A-7041 Wulkaprodersdorf oss.austria@oebb.at
Phone: +43 2687 62 224 117
Phone: +43 2687 62 224 117
Fax: +43 2687 62 224 9117 Fax: +43 2687 62 224 9117
oss@raaberbahn.at oss@raaberbahn.at
Belgium Bulgaria Croatia

Claude Gotfroi Tihomir Trifonov Biserka Keller
Infrabel, SA Under public law National Railway Infrastructure HZ Infrastruktura d.o.o.
Company (NRIC)
Rue Bara 110 Mihanoviceva 12
B1070 Brussels 110, Maria Luiza Blvd. HR 10000 Zagreb
BG 1233 Sofia
Phone: +32 2 525 37 47 Phone: +385 1 45 77 939
Fax: +32 2 525 90 63 Phone: + 359 2 932 60 31 Fax: +385 1 378 28 11
oss-rne@infrabel.be Fax: + 359 2 932 22 66 biserka.keller@hznet.hr
t.trifonov@rail-infra.bg
Czech Republic Denmark Finland

Marek Neustadt Alex S. Nielsen KaisaElina Porras
Cesk drhy, a.s. Banedanmark (Rail Net Denmark) Ratahallintokeskus (RHK)
Nbrezi L. Svobody 1222/12 Amerika Plads 15 Keskuskatu 8 (P.O. Box 185)

CZ110 15 Praha DK2100 Copenhagen FIN00100 Helsinki
Phone: +420 972 233 264 Phone: +45 82 27 24 62 Phone: +358 20 751 5097
Fax: +420 972 232 619 Fax: +45 27 11 83 10 Fax: +358 20 751 5108
oss@szdc.cz asn@bane.dk rhkoss@rhk.fi
France Germany Great Britain / France

JeanMichel Gayon Harald Heusner Mostafa El Achhab
Rseau Ferr de France (RFF) DB Netz AG The Channel Tunnel Group Ltd
92, Avenue de France TheodorHeussAllee 7 UK Terminal

F75648 Paris Cedex 13 D60486 Frankfurt/Main Ashford Road
Folkestone
Phone: +33 1 5394 3333 Phone: +49 69 265 31935 UKKent CT 18 8xx
Fax: +33 1 5394 3822 Fax:
oss@rff.fr oss@bahn.de Phone: +44 1303 283 046
Fax: +44 1303 282 087
Mostafa.ElAchhab@eurotunnel.com
32
GENERAL INFORMATION
01
LIST OF RNE OSS
Great Britain Greece Hungary

Fiona Dolman n. n. n. n.
Network Rail EDISY Traffic Directorate Andrssy t 73-75
1062 Budapest
Kings Place, 90 Work Way, London 1-3 Karolou str
NW1 2EE GR - 104-37 Athens Phone: -
Fax: -
Phone: +44 020 3014 4814 Phone: -
Fax: +44 20 7 557 9109 Fax: -
fiona.dolman@networkrail.co.uk
Hungary Italy Luxembourg

Lszl Psalaki Simona Garbuglia Claude Lambert
VPE Vasti PlyakapacitsEloszt Kft. Rete Ferroviaria Italiana SpA (RFI) Communaut des Transports
Direzione Commerciale Accs Rseau (CdTAR)
Bajcsy Zs. t 48
HU - 1054 Budapest Piazza della Croce Rossa 1 7 Place de la Gare
I00161 Roma B.P. 640
Phone: +36 1 511 32 45 L2016 Luxembourg
Fax: +36 1 3328025 Phone: +39 06 4410 5472
oss@vpe.hu Fax: +39 06 4410 6478 Phone: +352 26 19 12 22
oss@rfi.it Fax: +352 26 19 12 29
oss@railinfra.lu
Netherlands Netherlands Norway

Arthur Alderliesten Esther Romijn Britt Jorun verstad

ProRail B.V. KEYRAIL Jernbaneverket (JBV)
Norwegian National Rail
PO Box 2038 Develsingel 11 Administration
NL 3500 GC Utrecht 3333 LD Zwijndrecht
Postbox 4350, N 2308 Hamar
Phone: +31 30 235 9322 Phone: 0031 (0)78-6777343
Fax: +31 30 235 9474 Fax: 0031 (0)78-6777423 Phone: +47 2245 77 71
oss@prorail.nl oss@keyrail.nl Fax: +47 2245 79 99
oss@jbv.no
Poland Portugal Romania

Jolanta Imieninska Filipe Gomes de Pina George Marcu
PKP PLK SA Rede Ferroviria Nacional E.P. (REFER) CFR Compagnie Nationale des
PKP Polskie Linie Kolejowe S.A. Chemins de Fer Roumains
Rua de Santa Apolnia
ul. Targowa 74 P-1100- 105 Lisboa Bd. Dinicu Golescu 38
PL03734 Warszawa RO 010873 Bucuresti 1 - Romania
Phone: +351 21 102 2088
Phone: +48 22 47 32 771 Fax: +351 211 022 579 Phone: +40 21 314 25 77
Fax: +48 22 47 33 469 fgpina@refer.pt Fax: +40 21 319 25 11
oss@plk-sa.pl oss@cfr.ro
33
LIST OF RNE OSS
Slovakia Slovenia Slovenia

Blanka Ondovcikova Joze Lekse Zdenko Zemljic
eleznice Slovenskej republiky S Holding Slovenske eleznice d.o.o. Public Agency for Rail Transport of
Republic Slovenia
Klemensova 8 Kolodvorska 11
SK81361 Bratislava SI1506 Ljubljana Kopitarjeva 5
SI2000 Maribor - Slovenia
Phone: +421 2 2029 2886 Phone: +386 1 29 12 585
Fax: +421 2 2029 4090 Fax: +386 1 29 14 811 Phone: +386 2 234 14 81
oss@zsr.sk oss@slo-zeleznice.si Fax: +386 2 234 15 52
zdenko.zemljic@azp.si
Spain Sweden Sweden / germany

Flix Bartolom Hans Wolf Bernd Rub
ADIF
Banverket Scandlines Deutschland GmbH
Agustn de Fox s/n Rail Traffic Administration
Edificio Puesto de Mando Hochhaus am Fhrhafen
28036 Madrid Jussi Bjrlings Vg 2 DE18119 Rostock
SE781 85 Borlnge
Phone: +34 91 300 6006 Tel: +49 381 54 35 802
Fax: +34 91 300 7516 Tel: +46 24344 50 00 Fax: +49 381 54 35 809
fbartolomea@adif.es Phone: +46 243 446 441 bernd.russ@scandlines.de
Fax: +46 243 445 406
oss@banverket.se
Switzerland Switzerland Switzerland

Rudolf Achermann Rudolf Achermann Christoph Regg
BLS AG Schweizerische Bundesbahnen SBB Swiss Train Paths Ltd
Infrastruktur Trassenmanagement
Genfergasse 11 - Postfach Schwarztorstrasse 31
CH3001 Bern Hochschulstrasse 6 CH3001 Bern
CH 3000 Bern 65 Switzerland
Phone: +41 512 20 50 87 Switzerland
Fax: +41 512 20 51 51 Phone: +41 31 384 20 50
onestopshop@bls.ch Phone: +41 512 20 50 87 Fax: +41 31 384 20 41
Fax: +41 512 20 51 51 c.ruegg@trasse.ch
onestopshop@sbb.ch
34
GENERAL INFORMATION
01
1.10. GLOSSARY
ADIF managed network: This is formed by rail infrastructure owned by ADIF, and any others they

are responsible for managing in the terms covered in the LSF.
Agreed service adjustment: Adjustment to the service in which general changes to the Transport
Plan are introduced.
Alternative transport plan (ATP): Temporary change to basic or principal planning by a Candidate
or by ADIF on a specific line due to traffic incidents or major changes in track capacity, even when
scheduled (building work for example).
Authorization: Administrative licence necessary to apply for and obtain railway infrastructure
capacity by Candidates other than RUs for railway transport service operations in which they are
interested due to their direct relationship with the activity carried out. Public Administrations with
transport service powers are freed from this requirement.
Candidate: RU with a Licence or an international RU group. There may also be Public Authority
candidates with transport service powers who may be interested in supplying certain railway transport
services, as well as other corporations, which without having the condition of RU are interested in
operating the service, such as transport agents, carriers and combined transport operators.
35
Capacity Allocation: This is the allocation by ADIF of any time slots to the corresponding Candidates
so that the train can run between two points for a certain period.
Capacity Allocation schedule: Schedule that a RU or Authorised Candidate shall follow to request
infrastructure capacity allocation.
Capacity Manager (CM): Department of ADIF in charge of receiving infrastructure capacity requests
from Candidates and allocating the train paths demanded. It is part of the Executive Traffic Office
at ADIF.
Capacity manual (CM): Document complementing the NS in which specific Capacity Allocation
rules applying on each network line are detailed.
Certifying bodies: Bodies accredited by the National Accreditation Organisation (ENAC),

according to the harmonised standards in the UNE 66.500 series (EN 45000), responsible for
validating compliance with the TSA for rolling stock.
Computer System for Occasional and Regular Train Requests (SIPSOR): This is the computer
system that ADIF makes available to the RUs and other authorised Candidates in the Capacity
Allocation process for the request of regular paths (SERVITREN) and occasional paths (TRENDIA).
Congested infrastructure: The section of infrastructure for which the demand for infrastructure
capacity cannot be fully satisfied in particular periods, not even after the coordination of different
train path requests.
Contingency Plan: This is prepared by ADIF and contains, among other things, a list of Managers,
bodies and public bodies who shall be informed in the event of a major incident or serious disturbance
to rail traffic. The Ministry of Public Works is responsible for approving it.
Control Centre (CC): Specific department at ADIF responsible for real time traffic management and
control.
Coordination: The process by which the allocating body and the Candidates try to resolve disputes
over train path requests.
EICIS: European Charging Information System managed by the RNE, which provides information
about European network access charges. It is based on a telematic system that calculates the price
for slots, access to stations and logistics facilities and train shunting. (web: www.eicis.com - EICIS
helpdesk support.eicis@rne.at)
European Railway Agency (ERA): Agency created by the EU in order to progressively unite national
safety and technical standards in Member States and to set common safety objectives on all European
railways.
Framework agreement: Agreement made between ADIF and a Candidate for a period covering
more than Service Timetable and which sets out the characteristics of the infrastructure capacity
36
GENERAL INFORMATION
01
requested and offered to the Candidate, the procedure to satisfy their legitimate needs without
reducing the rights of other Candidates and in which collaboration guidelines may be established to
improve the quality of the services offered.
General Interest Railway Network (REFIG): It is made up of rail infrastructure that is essential to
ensure a common railway transport throughout the territory of the country, or whose joint management
is necessary for the proper working of such a common transport system, such as those linked to
international traffic routes, those linking different autonomous regions and their connections and
accesses to major population and transport centres or essential installations for the economy or
national defence.
General Operating Regulation (RGC): Document that sets out operating rules on the REFIG and
the necessary conditions to train operations, including the contents indicated below by way of
guidance and not being restrictive; the principles governing the traffic organisation, the basic
technical vocabulary, compulsory documents, the meanings of signals, rules that shall be followed
for trains running on the REFIG, their entry, exit and passing through stations, types of block systems
and interlockings, rules for train compositions, their load and braking distribution, ways of carrying
out shunting, etc. It is currently composed of the series of basic rules and provisions that, together
with the Specific Operating Rules (NEC) and the Technical and Operating Requirements for Running
and Safety (PTO), currently govern train traffic and shunting and have the ultimate aim of ensuring
safe and efficient railway operations.
Goods platform: Installation of tracks for loading and unloading wagons with connection to a line
through one or more main line switches.
H24 Network Management Centre: ADIF department with the function of coordinating Traffic
Offices and Control Centres, as well as providing information to RUs and establishing Alternative

Transport Plans in the event of incidents.
Halt: Section where passengers can get on or off.
Increased Capacity plan: Measures proposed which, accompanied by an applicable schedule, offset
capacity restrictions that may have caused a section to be described as congested infrastructure.
Infrastructure capacity: The number of time slots that may be available on a rail infrastructure section
during a particular period and according to the type of traffic.
International Business Group: Any association of at least two RUs established in different Member
States of the European Union in order to provide international transport services between Member
States.
International freight transport service: Any transport service in which the train crosses at least
one border of a Member State. The train may be composed or split up, or both, and the various
sections may have different origins and destinations, provided that all wagons cross at least one
border.
37
Interoperability Technical Specifications (ITS): Series of rules which each subsystem is subject to
in order to satisfy the essential requirements by which necessary reciprocal functional relations are
established between subsystems in the trans-European High Speed rail system, as well as ensuring
coherence of the above.
Line: Part of the railway infrastructure that links two particular points and which is made up of the
following parts: track formations, superstructures, such as rails and check rails, sleepers and fastening
equipment, civil engineering such as bridges, crossovers and tunnels, and facilities relating to safety,
electrification, signalling, track telecommunications and items allowing lighting. Stations and logistics
facilities or other buildings or facilities for Passenger Services are not considered as included in this
item.
Logistics Centre: (See logistics facility). Logistics facilities may be described as Logistics Centres
according to their strategic location on the main rail corridors, their size and the resources devoted
to them.
Logistics Facility: These are those facilities which since they are solely intended to provide logistics
services related to the handling and storage of freight, providing added value to the transport chain
and being defined as loading terminals, are attributed as such by ADIF in the NS. They at least
consist of the necessary railway infrastructure for modal transport interchange and the available
spaces for loading/unloading of freight. They may also include other facilities such as storage
depots, roads, office buildings, etc.
Maintenance band: Track capacity reserve necessary for ordinary maintenance of the
infrastructure.
Maintenance Depot Approval: Licence granted by the DGR to a railway rolling stock maintenance
depot and which shows that it meets regulatory, technical and operating conditions for carrying out
their activity.
Maintenance Depot Authorizations: Authorizations granted by ADIF and which authorise a rolling
stock maintenance depot holding them to carry out each of the maintenance operations or series of
operations on a particular type or class of railway vehicle.
MALLAS: ADIF computer system for programming capacities.
Monthly service adjustment: Adjustment to the limited service of the Operator Transport Plan. One
a month is usually established. It has more restrictive conditions regarding changes and train path
creation.
Network Statement (NS): Document outlining the features of the infrastructure made available to the
RUs and the conditions of access to the above. It outlines the general rules, periods, procedures and
criteria relating to systems of Charges and Capacity Allocation. It also contains any other information
that may be necessary to deal with a train path request.
Notified bodies: Bodies responsible for drawing up, in accordance with European Community
regulations, the procedure for assessing conformity or suitability of use for interoperability components,
38
GENERAL INFORMATION
01
or for handling EC inspection procedures for subsystems referred to in Royal Decrees 355/2006
of 29 March and 354/2006 of 29 March regarding the interoperability of the trans-European High
Speed and Conventional systems, respectively.
One Stop Shop (OSS): National point of contact that infrastructure managers make available to
Candidates for requesting information and capacity for access to infrastructure in all integrated
networks.
PATHFINDER: Rail Net Europe computer system for requesting and allocating international
capacity.
Planed surface: The strip of land on which the natural soil topography has been modified and on
which the railway line is built, where its functional parts are and where its facilities are located.
Provisional Operating Permission: To carry out trials, tests or transfers, a railway vehicle shall have
previously obtained Provisional Operating Permission granted by ADIF.
Rail Net Europe (RNE): European organisation with the purpose of quickly and efficiently allocating
capacity for all types of international rail traffic, in accordance with national laws and regulations,
and those of the European Union.
Railway Regulatory Committee: Independent regulating body which ensures free competition in the
railway freight and passenger industry.
Railway Undertaking (RU): Any public or private body, holding a licence in accordance with
applicable legislation, whose main activity consists in providing railway freight or passenger services,
this company having to be the one, in all cases, that provides traction. The concept also includes
companies that only provide traction.

Railway Undertaking Licence: Authorization granted by a State to a company which is recognised
as being a RU and which may be limited to supplying certain types of transport services.
Railway Vehicle Maintenance Plan: Document that outlines the series of maintenance operations
established for each maintenance intervention to be carried out on a railway vehicle and the frequency
with which these have to be carried out during its useful life for maintaining it in the condition
required during its validation, the technical features which were required of it regarding safety,
reliability, technical compatibility, healthiness, environmental protection and, where appropriate,
interoperability, in accordance with that set forth in the TSA.
Railway vehicle traffic permission: What ADIF grants the manufacturer or railway vehicle owner
making the request, so that it can run on the General Interest Rail Network, once permission to start
operating has been obtained from the DGR.
Rolling Stock Maintenance Depot: Organization designed to carry out maintenance interventions,
and the operations that go to form them, outlined in the maintenance plan for each railway vehicle,
in accordance with that set forth in Public Works Ministry Order 233/2006 of 31 January. To
39
carry out these functions, all maintenance depots shall be approved by the DGR and shall also have
a specific authorisation for each type of maintenance intervention that is to be carried out and in
accordance with the characteristics of the railway vehicle to be maintained, granted by ADIF.
Rolling stock validation: Process for approving rolling stock referred to in Art. 58 of the LSF, which
ensures this stock complies with the applicable TSA.
Route: The itinerary covered by a train when it is possible to follow various lines from an origin to
a destination.
Safety Certificate: Lays down the conditions to be met by the RU providing railway services with
respect to the management of safety for train operation and accompanying staff, on rolling stock and
in any other areas established in due form.
Section: Significant part of a railway line.
Service Adjustment: Date established by ADIF for adapting the Transport Plan.
Service Entry Permission: All railway vehicles that are going to run on the REFIG shall have this
permission (first or second level), granted by the DGR.
Service Timetable: Document which includes all details determining planned movements of trains
and rolling stock that will take place on a particular infrastructure in the period mentioned by the
Timetable.
Siding: Publicly or privately owned railway infrastructure consisting of a track facility for loading,
unloading and stabling wagons, with connections to a line through one or more switches on the
open line, and which is used to complement the REFIG.
Special Train Management System (STMS): This is the computer system that deals with immediate
train path requests. These paths are usually requested with at least one days notice and for exceptional
reasons.
Specialist line: Statement concerning certain network sections in which ADIF gives priority to a
specific type of traffic in certain time periods.
Technical Installation: These are those installations which since they are intended for rail vehicle
operations, related to parking, adding and separating of rail vehicles and the preparation of these
for operations, are attributed as such by ADIF in the NS. Technical installations consist of all railway
infrastructure (tracks, signalling, safety and electrification installations) that is managed by ADIF and
contribute to ensuring the overall effectiveness of the railway system.
Technical Specifications for Approval (TSA): Series of technical standards, requirements and
conditions that all rail vehicles shall satisfy with respect to safety, reliability, technical compatibility,
healthiness, environment protection and, where appropriate, interoperability, in order to obtain
service entry and traffic licences.
40
GENERAL INFORMATION
01
TOC Committees: These are those that determine and agree on the scheduling of actions and work
on infrastructure permanently affecting train traffic and the circumstances that have to be considered
in paths allocated to operators. They are composed of ADIF staff for Infrastructure Maintenance,
Infrastructure Construction and Traffic.
Traffic Manual: Series of traffic rules complementing the General Operating Rules (GOR).
Traffic Safety Regulation on the ADIF Managed Network (TSR): Developed in Royal Decree
810/2007 of 22 June, published in State Gazette no. 162 of 7 July, 2007.
Train announcement: Formal statement by the RUs regarding specific days of train movements.
Train path: The infrastructure capacity necessary for a train to run between two points over a given
time period.
Train slot: The infrastructure capacity necessary for a train to run between two points over a given
time period.
Transport Plan (TP): Series of operations steadily planned by an RU or other Candidates, aimed
at supplying transport services and related to the allocation of train paths and technical and human
resources.
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02
02
2.1. INTRODUCTION
In accordance with Art.44.6 of the LSF, those RUs with a valid Licence issued by the Ministry of
Public Works or by the appropriate authority of another European Union Member State are permitted
access to the REFIG in legally established conditions (Art. 46 of RSF).
RUs are those bodies that hold a Railway Undertaking Licence and whose main activity consists in
providing passenger or freight transport services by rail in the terms established in the LSF. The RUs
shall in any case provide traction. Those who only supply traction will also be considered to be RUs
(Art. 43 of the LSF and RSF Art. 58, 1st and 2nd).
RUs and other Candidates who wish to operate on the ADIF Managed Network shall be entered on
the Special Railway Register (Art. 55 of the LSF and Art. 129 of the RSF), dependent on the Ministry
for Public Works.
2.2. GENERAL ACCESS REQUIREMENTS
Access by a company to the ADIF Managed Network shall be in accordance with that set forth in
the LSF and in its development of regulations and guidelines in law (Arts. 58-97 of the RSF). Of the
main requirements, special mention should be made of:
Possession of a Licence or Authorization.

Obtainment of the Safety Certificate.
Allocation of the necessary Infrastructure Capacity.
2.2.1. REQUIREMENTS FOR TRAIN PATH REQUESTS
All Candidates with a Licence or Authorization or entered on the Special Railway Register may
request Capacity and have access to the ADIF Managed Network in the terms and conditions of
their Licence or Authorization, in accordance with that laid down in Spanish legislation and in that
established in this NS.
Furthermore, the RUs will in any case be obliged to submit an attested copy of the corresponding
Safety Certificate they hold, certifying that they know and comply with Traffic Safety legislation,
particularly the GOR and other rules that affect it (Consult Annexe F) and to be up to date with
payments arising from any financial obligations entered into with ADIF.
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02
2.2.2. WHO IS ALLOWED ACCESS TO THE ADIF MANAGED NETWORK
International Freight Traffic

In accordance with the first and second temporary provisions of the LSF, the following are entitled
to free access to the REFIG or transport on the latter in equal conditions:
RUs holding licenses may transport freight, both nationally and internationally.
International business groups in which RUs established in Spain have a stake, in order to
provide international railway transport services between the Member States in which they are
established.
International business groups, whether or not they include companies established in Spain.
All those RUs who provide international rail freight transport services, and which may be involved
in international freight traffic on the Trans-European Rail Freight Network (TERFN). See Map 4 of
Annex G.
RUs that provide international combined freight transport services.
All of these shall therefore request the corresponding capacity from ADIF, following the established
procedure. When this is awarded, they shall also be in possession of the necessary Safety
Certificate to be able to run on the requested route with their rolling stock and train operation staff
(who will be properly qualified for this).
National Freight Traffic

According to European community and Spanish regulations and guidelines, national freight
transport is currently liberalised. In consequence, any Candidate located in Spain or in another
EU Member State may request the award of infrastructure capacity from ADIF for providing

these transport services in accordance with that set forth in the applicable regulations and
guidelines.
National Passenger Traffic

Currently, and until the EU establishes a system for opening up the railway passenger transport
market, RENFE Operadora is entitled to use passenger transport services provided on the ADIF
Managed Network in the manner set forth in Law 16/1987 of 30 July regarding Land Transport
Planning and in its development of regulations and guidelines in law, provided this is not contrary
to other contents of the LSF.
2.2.3. LICENCES AND AUTHORISATIONS
The body entrusted with granting Licences to RUs and Authorisations to other candidates that are
not RUs is the Directorate General for Railways, belonging to the Ministry of Public Works. To get in
touch with this body, please contact the Direccin General de Ferrocarriles, Plaza de los Sagrados
45
Corazones 7, 28071 Madrid. The Licence and Authorization is granted through a Resolution of the
Ministry of Public Works.
2.2.4. SAFETY CERTIFICATE
As laid down in RD 810/2007 of 22 June, 2007.
2.2.5. PUBLIC LIABILITY AND INSURANCE
As laid down in Art. 48 of the LSF, as well as in Art. 63 of the LSF, according to its drafting through
the seventh additional provision of the RD 810/2007 of 22 June, the organisation requesting a
Licence shall have sufficient guarantee for any Public Liability it may incur, particularly damages
caused to passengers, loads, luggage, mail and third parties. This insurance will also cover liability
arising from damage to railway infrastructure.
The RSF specifically sets out the amount and conditions of the Public Liability, according to the
nature of services to be provided. Art. 91 of the RSF also specifies that carriers and recipients
of freight that are responsible for delivery or collection of the latter at Railway Logistics Facilities
shall be authorised to enter these Facilities with the appropriate vehicles, it being necessary at all
46
02
times to be covered by the corresponding Insurance for Public Liability that may be incurred for
any damages caused.
2.3. HOW TO APPLY FOR A TRAIN PATH
Please refer to Chapter 4 of this document.
2.4. GENERAL COMMERCIAL CONDITIONS
2.4.1. FRAMEWORK AGREEMENTS
Framework Agreements specify, for a period more than that in the Service Timetable, the
commercial characteristics of train paths requested on certain specific routes. ADIF also
undertakes to offer Candidates train paths, generically describing the characteristics of the
paths agreed.
ADIF ensures the Framework Agreements signed are compatible with the rights of other
Candidates.
The Framework Agreements will be previously approved by the Railway Regulatory Committee,
ADIF informing all interested parties about the general outlines of each Framework Agreement, and
respecting the transparency and confidentiality of information that could affect business secrecy.

2.4.2. ACCESS AGREEMENTS
ADIF and the RUs and other authorised Candidates shall, where applicable, enter into access
contracts which shall cover the full scope of services hired by the RU (Additional, Supplementary and
Ancillary services for which access is required, etc.).
The amounts of the charges for ADIF services that are to be paid by the RUs and other authorised
Candidates will be generally specified according to Chapter 6 of this NS. The agreement may
however set out any circumstance or specific charges agreed with ADIF, if there is any need for the
latter.
2.5. OPERATIONAL RULES
ADIF is equipped with a series of basic rules and provisions needed for safe and efficient
train operations and shunting. People related to operations are obliged to know the part that
47
affects them, in order to follow them in the performance of their duties. The most important
ones are:
RENFE General Operating Regulation.

Specific Operating Rules (NEC) applicable to the Madrid Crdoba Sevilla line.
Technical and Operating Requirements for Running and Safety (PTO) on the Madrid Zaragoza -
Barcelona French Border High Speed line, Version 2.
Until this new General Operating Regulation is approved, the rules implementing the LSF with relation
to railway traffic safety will be applicable and, pursuant to the first temporary provision of the RSF,
the above provisions listed will be applicable in this area.
The full texts of these standards are available in electronic format at the corresponding link to the NS
that is published on the ADIF website, www.adif.es.
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02
2.6. EXCEPTIONAL TRANSPORT
This transport is regulated in General Instruction IG 02 of 31 January, 1995. (Please refer to Section
4.7.1 and Annex F of this document). For further information consult the Executive Safety Office in
Section 1.8 of this document, ADIF contacts.
2.7. DANGEROUS GOODS
These are defined as materials or objects whose transport by rail is not allowed or only permitted
under the conditions set out in the Regulation governing the International Carriage of Dangerous
Goods by Rail (RID), and other specific regulating legislation for this type of transport, such as the IG
43. See section 4.7.2 of this document and Annex F.
This type of transport may only be carried out by those RUs specifically authorised in the License
granted by the Ministry of Public Works.
For further information consult the Executive Safety Office in Section 1.8 of this document, ADIF
contacts.
2.8. ROLLING STOCK ACCEPTANCE GUIDELINES
Approval and authorisation principles for rolling stock, as well as maintenance of the actual stock

are described in the RSF and in ORDEN FOM/233/2006 of 31 January, by which the conditions
for approving railway rolling stock and maintenance centres are regulated, and by which fees are
established for the acceptance of this rolling stock.
ROLLING STOCK INSPECTION
Any possible violation detected through non-compliance with the rules will give rise to the
commencement of the corresponding penalty proceedings, pursuant to that set forth in the LSF.
In the light of serious circumstances that jeopardise transport safety, ADIF may also decide to
halt railway services or activities, pursuant to Art. 86 of the LSF and Art.19 of ORDEN FOM/
233/2006.
The RU will be obliged to give all facilities to the Inspection Services of the Directorate General for
Railways (DGR) and ADIF, the RU not being entitled to any appeal for delays or financial damages
in the event of the disqualification of staff, rolling stock or systems, even of a preventive nature.
Every effort will however be made to ensure the inspections cause the least possible disruptions to
the operations of RUs and other authorised Candidates.
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2.9. RAILWAY STAFF REQUIREMENTS
Art. 60.1 of the LSF establishes that staff who are involved with or affect the movement of trains
will have sufficient competence to allow them to perform their duties and to ensure safety and
efficiency.
QUALIFICATION AND TRAINING

They shall comply with the requirements laid out in ORDEN FOM/2520/2006 of 27 July, which
establishes the conditions for obtaining qualifications and authorisations that allow railway staff to
carry out safety related duties, as well as the system of training centres for this staff and those for
assessing their physical and psychological aptitude.
The RUs shall also provide evidence that staff in their charge intervening in traffic processes have
the suitable training and mandatory permits for carrying out the corresponding duties.
RU staff related to train operations shall in particular have knowledge of regulation contents
affecting them (NEC, NEC, PTO, etc.), as well as current Operating rules (Warnings, instructions,
etc.) and their updates.
LANGUAGE
All communication relating to operating safety on the ADIF managed Network area will be in
Spanish. In this respect, and in accordance with that covered in European Union directives, as
well as in the Operating Rules (General Operating Regulation, Art. 134), railway staff who have
to deal with ADIF in safety related communications shall have perfect understanding of Spanish
and will use this language correctly in communicating.
ADIF STAFF INSPECTION

Any possible violation detected through non-compliance with the rules will give rise to the
commencement of the corresponding penalty proceedings, pursuant to that set forth in the LSF.
The RU will be obliged to give all facilities to ADIF for the inspection of staff, the RU not being entitled
to any appeal for delays or financial damages for this reason in the event of the disqualification of
staff, even of a preventive nature. ADIF will however make every effort to ensure the inspections
cause the least possible disruptions to the operations of RUs and other authorised Candidates.
50
02
51
DESCRIPTION OF THE NETWORK
03
03
3.1. INTRODUCTION
This chapter describes the main characteristics of the ADIF Managed Network that is available for
Capacity Requests.
3.2. SCOPE OF THE ADIF MANAGED NETWORK
The ADIF Managed Network basically consists of lines that, until the LSF took effect, were managed
by the public company Spanish National Railways (RENFE) and the Infrastructure Management
Authority (GIF), both for operations and construction.
In accordance with that set forth in the ninth additional provision of the LSF, railway lines effectively
closed to traffic as a consequence of the agreement of the Council of Ministers of 30 September,
1984 form an integral part of the REFIG. Ownership of these lines corresponds to the State and
their management is the responsibility of ADIF. The economic-financial system foreseen in articles
22.2 of the LSF and 4.1 of the ADIF Statute is applicable for such lines. The aforementioned
economic-financial system is compatible with collaboration agreements entered into with other Public
Administrations, with full respect for the authority of each party intervening.
The ADIF Managed Network is made up of lines of mostly mixed traffic (Freight and Passengers). It
is formed by lines with three different track gauges:
Iberian (gauge (1,668 mm), which mainly covers the conventional network.
UIC Gauge (1,435 mm), mainly established on High Speed lines.
Metric gauge (1,000 mm), currently confined to the Cercedilla-Los Cotos 116 line.
Some sections even have dual gauges (Iberian and UIC gauges), the latter consisting of three rail
line sections.
The main lines on the ADIF Managed Network have double tracks. They have more than two tracks
on various approaches to large cities.
The maps included in Annex G include information relating to the identification and location of
the main stations and railway junctions on the ADIF Managed Network, as well as distances in
kilometres between the main stations and railway junctions, with details of the different track types
(single track and double track and electrified or non-electrified track).
The contents of the Annexes are merely for information purposes. In the event of any discrepancy
between the contents of these Annexes and the regulatory documents, the documents in the latter will
take priority over those in the Annexes.
A complementary NS document is available to RUs and Candidates, known as the Capacities

Manual (CM), which is kept for consultation at the Planning and Capacity Management Office of the
54
03
Executive Traffic Office. This document contains all specific rules for awarding capacity that apply
to each line on the Network.
3.2.1. GEOGRAPHIC LIMITS
See Map 6. Annex G.
3.2.2. CONNECTED RAILWAY NETWORKS
The ADIF Managed Network is connected to the network in Portugal (REFER), generally with Iberian
gauge, via the borders at: Tuy, Fuentes de Ooro, Valencia de Alcntara and Badajoz, and with
the French network (RFF) at: Irn, Portbou and La Tour de Carol, even though transfer to the French
network currently requires trains to change to UIC gauge.
Lines included in the Trans-European Rail Freight Network (TERFN), as well as border points
on the ADIF Managed Network with REFER and RFF networks can be consulted in Map 6,
Annex G.
55
3.3. DESCRIPTION OF THE ADIF MANAGED NETWORK
3.3.1. GEOGRAPHIC IDENTIFICATION
3.3.1.1. Track Typologies
The ADIF Managed Network is basically composed of:
Single non-electrified track.

Single electrified track.
Double non-electrified track.
Double electrified track.
See Map 9. Annex G.
3.3.1.2. Track Gauges
Map 9 in Annex G shows the track types that exist on the ADIF Managed Network.
3.3.1.3. Passenger Stations and Main Logistic Freight Facilities
See Maps 2 and 3. Annex G.
3.3.2. CAPABILITIES
3.3.2.1. Loading gauge
A. National Gauge. Load Conditions
The Technical Instruction on Network Loading Gauges (1985 Edition) outlines applicable gauge
specifications on the ADIF Managed Network.
General Instruction IG 66, Load Rules, sets out the rules to be observed by RUs for preparing loads
in accordance with gauge measurements.
The Gauge Table Figure includes diagrams of the main applicable loading gauges on the ADIF
Managed Network.
B. Combined Transport Gauge

Train operations involving the transport of Swap Bodies, Semi-Trailers and Containers and depending
on the measurements and types of wagons used, are regulated by Instruction Series C No. 47 of
05/05/2006, together with Annexes 1, 2 and 3 of the latter.
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C. Exceptional Transport
General Instruction IG 66, Exceptional Transport section, outlines the specifications applying to
these types of transport.
In particular, load measurements and infrastructure conditions leading to the consideration of traffic
under this heading are outlined in General Instruction, GI 02, of 31/01/1995 or, failing this, the
one in force at the time.
For train operations with a loading gauge which is more than that admitted, the interested RU
will submit a detailed description of the rolling stock and the freight and will request a specific
study of the route desired from the Executive Safety Office at ADIF (See ADIF Contacts in
section 1.8.).
LOADING GAUGE TABLE
IBERIAN GAUGE (1,668 mm) UIC GAUGE (1,435 mm)
800
1.250 Upper Parts
525
1.580 1.120
1.425
1.720
4.330
4.100
4.310
3.700
4.010

3.320
3.700
1.720
1.645
3.250
1.695
1.620
1.620
1.675
1.637
1.150
1.520
1.170
1.367
1.292
1.052
600
400
962 1.250
400
130
130
100
Running surface
80
Measurements in mm
784 Measurements in mm Lower Parts
834
UIC GAUGE (1,435 mm)

1.250
1.175
935
a (4)
c
45
130
100
b
100
80
73
60
36
d
e
30 (1)
37,5 (2)
130 (3)
58+(11435) (S)
155,5 (3)
(1/2)
200 (3)
Interior rail surface
Measurements in mm
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3.3.2.2. Weight Limits
A. Axle Weight and Metre Run Weight

ADIF lines are classified into nine categories, whose defining characteristics are outlined in the
following table, according to the weight admitted per axle or per metre run.
Axle Weight and Metre Run Weight

MAXIMUM MASS
LINE TYPE
PER AXLE PER METRE
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
Most lines on the ADIF Managed Network are currently Class D4. Some specific restrictions do
however exist which affect certain points and lines, and which can be consulted in the Operating
Manual.
B. Maximum Trailing Weight
The Maximum Weight Table is the official document that lays down the trailing weights for each
locomotive on the various Network lines. It is available to RUs and other Candidates at the Planning
and Capacity Management Office of the Executive Traffic Office.
Maximum weight is generally determined on the basis of two parameters:
The most unfavourable line gradient on the train route.

The maximum locomotive weight, according to the line gradient above.
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The maximum weight represents the weight a locomotive can technically pull in extreme operating
conditions.
Application of the maximum weight to trains may give rise, especially in diesel locomotives, to
low running speeds, which may be incompatible with the operation or a reasonable use of track
capacity. This is why, regardless of the maximum weight established, ADIF may set conditions or
reject requests that lead to unsuitable speeds due to the weight proposed by the Candidate on a
particular train path.
3.3.2.3. Line Gradients
Map 7 in Annex G shows the line gradients on the most important sections of the network in both
running directions.
3.3.2.4. Maximum Speeds
A. Types of Rolling Stock
For the purposes of maximum speeds, rolling stock is classified into Types, relating to the following
determining factors:
Maximum speed allowed for each vehicle.

Uncompensated acceleration admitted by vehicles, according to the following five classes
considered:

TYPES N A B C D
Acceleration (m/s2) 0.65 1 1.2 1.5 1.8
Train types will correspond to the most unfavourable Type of any vehicles that form a train.
B. Maximum Speed Table
The Table of Maximum Speeds and Permanent Information is the official document outlining the
maximum speeds allowed on each line.
High speed lines allow speeds of up to 300 km/h and over. The main Conventional Network
Iberian gauge lines generally admit speeds of between 160 and 200 km/h.
Map 8 in Annex G includes a summary map of the maximum speeds for each route.
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3.3.2.5. Maximum Train Lengths
Station platform lengths, as well as operating conditions, are the basis for establishing the maximum
train lengths on different lines.
Maps 10 and 11 are included in Annex G, with the maximum train lengths allowed on each line,
distinguishing between passenger and freight traffic.
The latter includes the Conditional Length, use of which requires specific authorisation from the H24
Network Management Operating Centre at the ADIF Executive Traffic Office.
3.3.2.6. Power Supply

The ADIF Managed Network has more than 8,000 km of electrified lines, two different voltage
types being used:
Direct Current
A rated voltage of 3,000 volts is generally used on the conventional network and 1,500 volts, as
an exception, on the Metric Gauge.
Alternating Current
The catenary supplies voltage of 25,000 volts at 50 Hz, its use normally being confined to High
Speed lines.
Electricity power is limited to the availability of power supplied by the substation network.
Map 7 is included in Annex G, with electrified sections of the ADIF Managed Network, as well
as the type of current available on these.
3.3.3. SAFETY, TRAFFIC CONTROL AND COMMUNICATIONS SYSTEMS
3.3.3.1. Signalling Systems: Block Systems

The ADIF Managed Network is equipped with signalling and block systems using diverse technology,
the tendency being to use electronic interlockings with centralised remote control at Control Centres
(CC).
The most frequent block systems are listed below:
Automatic Control Block System (ACBS)

In this block system, the safety distance is maintained by indicating a speed limit, a target distance
and a target speed in the drivers cab, there being various systems on the ADIF Managed
Network.
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Wayside Block System (WBS)
In this block system, the safety distance between trains is ensured by trains respecting the
signals.
Automatic Release Block System (ARBS)

This block system generally has one single block section between stations, which is protected by
signals in a similar way to the Automatic Block system.
Depending on the signalling and trackside conditions, there are several distinct types of Automatic
Release Block System, similar to the Automatic Block system.
Automatic Block System (ABS)

This block system generally has intermediate block sections between stations, which are
automatically protected by signals.
Depending on the signalling and trackside conditions, there are several distinct types of Automatic
Block System:
S
ingle Track Automatic Block System
(STABS)
Double Track Automatic Block System
(DTABS)
Only automatic signal sequences exist in this

category for each track and in their normal
running directions.

W
rong Way Automatic Block System
(WWABS)
In this type, traffic on double or multiple
tracks may run on either track and in either
direction.
Radio Traffic Control (RTC)

This block system, used on lines with little
traffic, is ensured by means of the RTC
Manager being permanently informed about
the situation of trains in the sections, about
authorization given to drivers and train arrival
notices.
Manual Electric Block System (MEBS)

The track is blocked by Operating Managers
through electric devices.
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Telephone Block System (TBS)
Sections are blocked by telephone messages sent between Operating Managers.
Map 12 in Annex G includes a summary of block systems existing on each line.
3.3.3.2. Safety Systems
Cab Signalling Systems
These systems provide an indication of the maximum permitted speed in the cabs of suitably
equipped trains, being an alternative to conventional signalling and by which trains may run under
the protection of cab signalling systems and others with conventional block systems.
The ADIF Managed Network has the following cab speed indicating systems:
LZB
Control and Signalling system that continuously supervises train speed, and which controls train
operations by means of cab indications.
ERTMS
Control and Signalling system that will allow interoperability on the whole European Rail Network,
and which combines ETCS and GSMR systems.
Trains running on certain lines may require the motor vehicles to be equipped with any of these
systems, this being indicated in the Capacities Manual.
Map 13 in Annex G includes lines equipped with these systems, as well as routes with radio
telephones.
Other Safety Systems
Automatic brake and signal warning (ASFA)
This safety system gives cab indications of signals using balises.
ASFA is installed on most main lines in the ADIF Managed Network, rolling stock running on
the network possibly being obliged to be equipped with it and to have it in operation. It is also
mandatory for trains operating with one single staff member.
ATP EBICAB
This safety system is based on specific information supplied by several balises installed on the line
for constant speed supervision.
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Train operations on certain lines may demand that motor vehicles be equipped with one of these
systems, something which will be indicated in the CM.
3.3.3.3. Communication System

Communications with trains generally take place at present through a Ground-Train analog radio
telephone system which allows individual communications between trains and the Control Centre,
and which is installed on most of the main lines on the Network. A gradual migration towards the
GSMR system is foreseen on the whole network.
The radio telephone system is mandatory for freight trains operating with one single staff
member.
Trains running on certain lines may request that motor vehicles are equipped with one of these
systems, something which will be indicated in the Capacities Manual (CM).
3.3.3.4. Automatic Traffic Control Systems

See Point 3.3.3.2 of this section.
3.4. TRAFFIC RESTRICTIONS
3.4.1. SPECIALIZED LINES
Some specialised passenger traffic lines exist on which operations are restricted to certain types of
traffic, or these restrictions will only affect the priority allocation of Capacity for this particular traffic
or in train traffic control.

The full list of specialised lines may be consulted in the CM.
3.4.2. ENVIRONMENTAL REGULATIONS AND GUIDELINES
RUs are obliged to comply with current environmental regulations and guidelines in Spain which may
apply, especially regarding fire protection, noise, smoke emissions, etc.
In the event of environmental non-compliance, ADIF may adopt suitable measures for train running
and stabling.
3.4.3. DANGEROUS GOODS
Trains conveying dangerous goods on the ADIF Managed Network are governed by the main
requirements set out in the Regulation governing the International Carriage of Dangerous Goods
by Rail (RID), R.D. 412/2001 of 20 April and the requirements of the current General Instruction,
IG 43.
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The main traffic restrictions covered are the following:
Running on lines that pass through towns is not allowed when alternative bypasses exist.
Train stabling areas may not in general be planned in stations in populated areas.
In general, no stops may be scheduled in tunnels of more than 100 metres long.
In the event of any irregularity, ADIF may adopt suitable measures for train running and
stabling.
3.5. AVAILABILITY OF THE INFRASTRUCTURE
In spite of the general trend for main lines on the ADIF Managed Network to be remote
controlled through the CTC, some sections still exist that are not kept open to traffic throughout
the year.
Actual station opening and closing times may be consulted in Instructions B published every month
by each of the Operating Departments at the ADIF Executive Traffic Office, or in the so-called Train
Document in cases where its application is specified.
3.6. PASSENGER TERMINALS
Ownership and management of all passenger terminals in the Network corresponds to ADIF, who
may decide the type of management for the above.
These terminals offer certain basic services to passengers and their companions. ADIF offers the
following, according to the characteristics of each terminal:
Suitable dimensioning of spaces and equipment.

Suitable functioning of facilities (clearing, maintenance, upkeep, climate control, etc.).
General safety of terminals.
Information related to stations and related services.
The list of stations classified into categories is in Table 4, Station Classification, published in
ORDEN FOM/3852/2007, included in Chapter 6.2 of this document. It also includes the most
important passenger terminals on the ADIF Managed Network, classified by Regional Divisions, in
Map 2, Annex G.
Furthermore, and related to the effort of adapting Rail Infrastructure to get customer oriented services,
has been published The Railway Service Guide for Disabled Passengers (edition updated
in September 2008); which includes accessible Stations and trains that provide services to the
disabled and outlines the services offered to passengers with special needs related to transport and
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the procedure to follow to receive assistance in travelling. This guide may be obtained by consulting
the following addresses: www.adif.es and www.renfe.com
With respect to the environmental commitment made by ADIF, mention should also be made of the
AENOR Environmental Management Flag granted in 2008 to ADIF Passenger Terminals, which is
recognition of the organisations commitment to the Environment, materializing in the obtainment of
14 ISO 14000 certificates in Passenger Terminals.
3.7. TECHNICAL INSTALLATIONS AND FREIGHT LOGISTICS FACILITIES
ADIF is making a large network of facilities available to Railway Undertakings and Candidates
with allocated capacity, being designed to facilitate modal interchange and railway freight
transport.
The facilities are arranged into two big groups according to use:
Technical installations
Technical Installations are any railway facilities that are designed for carrying out operations on
rolling stock, related to parking, coupling and uncoupling rail vehicles and preparing them for
operation.
Technical Installations are made up of all railway infrastructure (tracks, signalling, safety and
electrification installations) that are managed by the Railway Infrastructure Manager and contribute

to ensuring the overall effectiveness of the railway system.
Logistics Facilities
Logistics Facilities are those facilities which solely provide logistics services related to the handling
and storage of freight, providing added value to the transport chain.
They at least consist of the necessary railway infrastructure for modal transport interchange and the
available spaces for loading/unloading of freight. They may also include other facilities such as
storage depots, roads, office buildings, etc.
Additional, Supplementary and Ancillary Services will be supplied at the Main Logistic Freight
Facilities included in the NS. The ADIF website, www.adif.es, indicates the services to be supplied
at each facility, as well as the time they are supplied.
ADIF may provide Services at other facilities that the interested party may find by consulting the ADIF
Executive Logistics Facilities Office beforehand. The supply of these services is subject to agreement
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between ADIF and the requesting company and the financial conditions of such services will be
regulated on the basis of specific prices agreed in each case.
ADIF may also supply Supplementary and Ancillary services at times other than those outlined
in the ADIF website. In this case, the supply of these services will be established following
the agreement of the parties, based on specific conditions for supply, related operations,
duration, frequency, price or any other circumstance that will take the form of a specific, definite
agreement.
The Freight Logistics Facilities are listed in section 3.7.1. and they are located on Map 3,
Annex G.
It should be pointed out that the ADIF Executive Logistics Facilities Office renewed the Environmental
Certification possessed by 15 Logistics Facilities in 2008, and it has obtained the Environmental
Certification for 6 new facilities, in accordance with the ISO 14001 Standard.
The 21 Logistics Facilities below are currently certified:
A Corua San Diego, Barcelona Morrot, Bilbao Mercancas, Constant, Grisn, Irn Mercancas,
Jndiz, Los Prados Mercancas, Lugo Mercancas, Madrid-Abroigal, Mrida Mercancas, Murcia
Mercancas, Muriedas, Noin, Portbou Mercancas, San Roque La Lnea Mercancas, Sevilla La
Negrilla, Silla Mercancas, Valencia Fuente San Luis, Villafra and Zaragoza Plaza.
AENOR is thereby certifying that these Logistics Facilities conform to current environmental
legislation in all environmental areas relating to noise, dumping, emissions to the atmosphere,
land and waste.
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3.7.1 MAIN LOGISTIC FREIGHT FACILITIES
A Corua San Diego Granollers Mercancas Pontevedra

A Susana Grisn Portbou Mercancas
Alacant Benala Huelva Mercancas Puerto de Santa Mara Mercancas
Albacete Mercancas Irn Mercancas Puertollano - Refinera
Alczar de San Juan Mercancas Jndiz Sagunto Mercancas
Algeciras Mercancas La Calzada Salamanca
Algodor La Llagosta Samper
Alhondiguilla - Villaviciosa Len Mercancas San Felices
Altsasu Lezo Rentera San Roque - La Lnea Mercancas
Aranjuez Mercancas Linares Baeza Mercancas Selgua
As Gandaras Los Prados Mercancas Sestao Urbinaga
Badajoz Lugo de Llanera Sevilla La Negrilla
Barcelona Can Tunis Lugo Mercancas Sevilla Majarabique Mercancas
Barcelona Morrot Lugones Silla Mercancas
Bilbao Mercancas Madrid Abroigal Soto de Rey
Bobadilla Manresa Taboadela
Briviesca Mara de Huerva Tarragona Mercancas
Burriana - Alqueras Martorell Tejares - Chamber
Busdongo Martorell Seat Teruel
Cceres Mataporquera Torrejn Mercancas

Castellbisbal Medina del Campo Torrelavega Mercancas
Complejo Valladolid Mrida Mercancas Valencia Fuente San Lus
Complejo Villaverde Miranda de Ebro Mercancas Venta de Baos Mercancas
Constant Monforte de Lemos Mercancas Viclvaro Mercancas
Crdoba El Higuern Montcada - Bifurcaci Viella
Cosmos Morata de Jaln Vigo - Guixar
Escombreras Murcia Mercancas Vilagarca de Arousa
Fculas Navarra Muriedas Villafra
Ferrol Noin Zafra
Flix Ourense Zaragoza Arrabal
Fuencarral Pamplona Zaragoza Plaza
Fuentes de Ooro Pasaia Zuera
Girona Mercaderies Pearroya Pueblo Nuevo
Granada Pl de Vilanoveta
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3.8. OTHER FACILITIES
3.8.1. TRAIN FORMATION YARDS
To obtain more information please consult:
Executive Logistics Services Office
C/ Agustn de Fox s/n, Andn 1. 28036 MADRID
3.8.2. STORAGE SIDINGS
To obtain more information please consult:
Executive Logistics Services Office
C/ Agustn de Fox s/n, Andn 1. 28036 MADRID
3.8.3. MAINTENANCE FACILITIES
ADIF does not currently offer Rolling Stock Maintenance services.
3.8.4. REFUELLING FACILITIES
A network of fuelling points exists, directly managed by ADIF.
Map 4 in Annex G includes a summary of diesel fuelling points on the ADIF Managed
Network.
To obtain more information see www.adif.es or consult:
Executive Telecommunications and Energy Office.
Avda. de Burgos 8A, Planta 16 Edificio Bronce 28036 MADRID
3.8.5. TECHNICAL FACILITIES
These are facilities for operations on rolling stock relating to: wheel damage, hot axle boxes,
weighing machines for overload detection, loading gauge control, etc. They are aimed at traffic
safety and have suitable technology for fulfilling this purpose.
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3.8.6. TRACK GAUGE CHANGING FACILITIES
There are two types of interoperable track gauges on the ADIF Managed Network: UIC Gauge
(1,435 mm) and Iberian Gauge (1,668 mm).
To facilitate internal connections between both national networks, as well as with other international
networks, automatic track gauge exchanging facilities, known as Track Gauge Changers, have
been developed, while other facilities allow physical gauge transition, either through axle or bogie
changing, or through the physical changing of freight.
Container and freight changing facilities also exist at the lrn and Portbou border facilities.
3.8.6.1. Track Gauge Changers
These are facilities where the track gauge is automatically changed as passenger trains pass, always
at reduced speeds.
Two systems exist:
TALGO technology
CAF technology
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Some of these facilities also allow alternate train track gauge changing with both technologies.
Map 14 in Annex G shows the track gauge change facilities, together with track gauge information
for each line.
3.8.6.2. Axle and Bogie Changers
These are wagon bogie or axle changing facilities (only for freight traffic at present) using a lifting
system and wheelset replacement for others with the corresponding gauge.
Axle change facilities at borders are currently located at facilities in Hendaya and Cerbre (France)
and are managed by the TRANSFESA company.
3.9. INFRASTRUCTURE DEVELOPMENT
3.9.1. STRATEGIC INFRASTRUCTURE AND TRANSPORT PLAN 2005-2020 (PEIT)
The Ministry of Public Works, through the Strategic Infrastructure and Transport Plan 2005-2020
(PEIT), has set out the guidelines for the working of railway transport services and infrastructure policy
for the next few years.
This Plan has an expenditure budget of 248,892 million euros, divided into seven major lines of
action, transport by rail, road, air, sea, intermodal, urban and RDI. This Plan is considered to be the
largest investment ever planned in infrastructure and transport In Spain.
The most important investment is allocated to the railway, which concentrates nearly 50% of the
total (including urban measures). Special mention should be made of 83,450 million euros invested
(33.5% of the total) allocated to a High Performance Network extending all over Spain. 18,000
million euros (7.2% of the total) is also allocated to maintenance and improvement of the Conventional
State Owned Network.
3.9.2. GENERAL STATE ADMINISTRATION ADIF FRAMEWORK AGREEMENT

FOR THE 20072010 PERIOD
Approved by the Council of Ministers on 26 January, 2007, it establishes the mutual obligations and
commitments between the General State Administration and the Public Authority ADIF for the 2007-
2010 period in the framework of the transport policy originating in the PEIT.
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It considers the following main actions:
I. Administration and maintenance of the State Owned Network.

II. Investment in the State Owned Network commissioned to ADIF by the Ministry of Public
Works.
III. Human Resources Plan.
3,438.6 million euros in funds has been established for the above objectives for maintenance
and management of the State Owned Network, and investment of 3,842.4 million euros in this
Network.
The investment covered in the Framework-Agreement is established in the Orders of the General State
Administration, which were the following when this document was concluded:
1. Resolution of 27 June, 2007 of the Secretariat of State for Infrastructure and Planning (Official
State Gazette no. 191 of 10 August, 2007).
2. Resolution of 16 October, 2007 of the Secretariat of State for Infrastructure and Planning (Official
State Gazette no. 288 of 1 December, 2007).
3. Resolution of 17 December, 2007 of the Secretariat of State for Infrastructure and Planning
(Official State Gazette no. 22 of 25 January, 2008).
4. Resolution of 2 December, 2008 of the Secretariat of State for Infrastructure (Official State Gazette
no. 40 of 16 February, 2009).
3.9.3. NETWORK CONSTRUCTION AND MODIFICATIONS COMMISSIONED

3.9.3.1. High Speed Line Construction
Construction projects undertaken for high speed lines sections are according to the planning principles
laid down in the PEIT. ADIF has assumed the drafting and implementing of basic and construction
projects on the following High Speed line sections:
MADRID ZARAGOZA BARCELONA FRENCH BORDER HIGH SPEED LINE
Commissioned by Council of Ministers Agreement of 23 May, 1997, which was published

through the Resolution of the Secretariat of State for Infrastructure and Transport of 29 May, 1997
(Official State Gazette no. 144 of 17 June, 1997).
Subsequently, on 9 April 1999, the Figueres - French Border subsection was excluded from
the above contract, the latter being integrated into the Figueres - Perpignan section by virtue
of the agreement between the Governments of Spain and France on 10 October, 1995. The
modification of the work commissioned was published through the Resolution of the Secretariat of
State for Infrastructure and Transport of 1 June, 1999 (Official State Gazette no. 136 of 8 June,
1999).
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MADRID SEGOVIA VALLADOLID / MEDINA DEL CAMPO LINE,
IN THE NORTH / NORTH-WEST CORRIDOR
Council of Ministers agreement of 18 September, 1998, which was published through the
Resolution of the Secretariat of State for Infrastructure and Transport of 28 September, 1998
(Official State Gazette no. 241 of 8 October, 1998), and 31 July, 1999.
MADRID CASTILLA LA MANCHA VALENCIA REGIN MURCIA REGIN LINE

Council of Ministers agreement of 17 September, 1999, which was published through the
Resolution of the Secretariat of State for Infrastructure and Transport of 14 October, 1999 (Official
State Gazette no. 259 of 29 October, 1999).
LEN ASTURIAS HIGH SPEED LINE, IN THE NORTH / NORTH-WEST CORRIDOR

La Robla - Pola de Lena section (Pajares bypass).
Council of Ministers agreement of 20 December, 2002, which was published through the
Resolution of the Secretariat of State for Infrastructure of 30 January, 2003 (Official State Gazette
no. 32 of 6 February, 2003).
BASQUE COUNTRY HIGH SPEED LINE IN THE NORTH / NORTH-WEST CORRIDOR

no. 32, of 6 February, 2003).
MADRID CCERES/ MRIDA BADAJOZ HIGH SPEED LINE,

IN THE EXTREMADURA CORRIDOR
Navalmoral de la Mata Cceres section.
MURCIA ALMERA HIGH SPEED LINE, IN THE MEDITERRANEAN CORRIDOR

Section between Almera and the border with the Murcia Regin.
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BOBADILLA GRANADA HIGH SPEED LINE
Resolution of 12 January, 2006 of the Secretariat of State for Infrastructure and Planning (Official
State Gazette no. 150 of 24 June, 2006).
MADRID ASTURIAS HIGH SPEED LINE

Venta de Baos Len Asturias Section (Excluding Pajares bypass).
Resolution of 28 December, 2006 of the Secretariat of State for Infrastructure and Planning (Official
State Gazette no. 18 of 20 January, 2007).
MADRID BASQUE COUNTRY / FRENCH BORDER HIGH SPEED LINE

Valladolid Burgos Vitoria Section.
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MADRID EXTREMADURA / PORTUGUESE BORDER HIGH SPEED LINE
Cceres Mrida Badajoz Section.
Resolution of 28 December 2006, of the Secretariat of State for Infrastructure and Planning (Official
MEDITERRANEAN CORRIDOR HIGH SPEED LINE

Murcia Regin Border Murcia Section.
3.9.3.2. New Sections Entering Service

Since publication of the previous NS, the following have been the most important new items in the
modernisation of the ADIF Managed Network:
UIC Gauge High Speed Network

26 new kilometres have entered service, totalling 1,589 km of UIC gauge lines:
VALLECAS AV SWITCH KM 12.3 LOS GAVILANES SWITCH KM 13.4 LINE, with a 5.6 Km
section of double track.
MEDINA DEL CAMPO CHANGER OLMEDO SWITCH KM.133.9, 19.9 Km long (16.6 Km
of single track and 3.3 Km of double track).
ALCOLEA CHANGER TO ALCOLEA CHANGER JUNC., 0.7 Km of single track.
Iberian Gauge Conventional Network

MADRID-CHAMARTN VALENCIA ESTACI DEL NORD LINE: On the Madrid Chamartn -
Madrid Atocha Cercanas section, a new tunnel of 8 Km of double track linking these two
commuter train centres.
EL REGUERN ALACANT TERMINAL LINE: El Reguern Beniel, section with 5 Km on single
track.
VILLAFRA RUBENA JUNCTION and VILLAFRA RUBENA JUNC. SWITCH KM 377.3 LINES,
with 3.8 and 3.6 Km respectively of single track.
RO BERNESGA JUNC. LEN JUNC. and QUINTANA JUNC. TORNEROS JUNC. LINES,
with 3.2 and 3.1 Km respectively on single track.
3.9.3.3. Modified Sections

A. Several measures have been taken to modify the route on some sections in service on the Iberian
Gauge Conventional Network:
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REDONDELA - SANTIAGO DE COMPOSTELA LINE: The Portela - Vilagarca de Arousa section
has been increased by 2.1 Km due to 13.6 Km duplication on the Faxil Switch 36.095 -
Vilagarca de Arousa Section.
ZAMORA A CORUA LINE: Has been reduced by 1.5 Km due to line duplication on the Ordes -
Ro Touri section.
ALCZAR DE SAN JUAN CDIZ LINE: Lines duplicated on the Vadollano - Linares and Puerto
de Santa Mara - Las Aletas sections, being reduced 0.1 Km on each section.
B. Investment has been made to install traffic safety systems, featuring:
On the UIC Gauge High Speed Network:
VALLECAS AV SWITCH KM 12.3 LOS GAVILANES SWITCH KM 13.4 LINE. ERTMS Level 1
has been installed on 5.6 Km.
MADRID PUERTA DE ATOCHA BARCELONA SANTS LINE. On the Sant Vicen dels Horts
Barcelona Sants section, ERTMS Level 1 has been installed on 18.9 Km.
MEDINA DEL CAMPO CHANGER OLMEDO SWITCH KM.133.9 LINE: WBS has been
installed on 16.6 Km.
On the Iberian Gauge Conventional Network
The CTC system has been increased by 485 Km, stressing its implementation on the following
sections:

MADRID CHAMARTN HENDAYA LINE.
o Quintanilleja Venta de Baos section: 74.5 Km.

o Vitoria Gasteiz Miranda de Ebro section: 33.6 Km.
VILLALBA DE GUADARRAMA SEGOVIA LINE. Cercedilla Segovia section: 42.9 Km.
PALENCIA SANTANDER LINE. Palencia Mataporquera section: 109.6 Km.
MIRAFLORES TARRAGONA LINE. Caspe - Mora la Nova section: 74.4 Km.
LA TOUR DE CAROL-ENVEIGT MONTCADA JUNC. LINE. Puigcerd Vic section: 84.9 Km.
The ASFA System has been increased by 89 Km.
The Radio-telephone system has been added on a total of 118 Km.
C. Modernisation and improvement work has made it possible to increase speed on several Iberian
Gauge Conventional Network sections, featuring, amongst others:
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MADRID CHAMARTNHENDAYA LINE. Quintanilleja Quintanapalla section, 14.5 Km: Its
maximum speed rises to 200 Km/h.
ALCZAR DE SAN JUAN CDIZ LINE. Las Aletas - Puerto de Santa Mara section, 7.2 Km: Its
speed increases to 190 Km/h.
CHINCHILLA CARTAGENA LINE. Murcia del Carmen - El Reguern section, 10.3 Km: Speed
has been increased to 160 Km/h.
ZAMORA A CORUA LINE. Ordes - Rio Tourio section of 12.8 Km: Its maximum speed
increases to 160 Km/h.
REDONDELA SANTIAGO DE COMPOSTELA LINE. Faxil Switch 36.095 - Vilagarca de

Arousa, 13.6 Km: Its maximum speed has been increased to160 Km/h.
CERBERE BARCELONA SAN ANDREU COMTAL LINE: Granollers Maanet section, 34.9 Km:
Maximum speeds have been increased to 140 - 160 Km/h.
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3.9.3.4. Sections out of Service
The following sections have been taken out of service:
On the UIC Gauge High Speed line:

PUIGVERD GAUGE CHANGER PUIGVERD CHANGER JUNCTION, 0.7 Km.
Iberian Gauge Conventional Network:

PUIGVERD GAUGE CHANGER PUIGVERD DE LLEIDA ARTESA LINE, 0.1 Km.
GIRONA GIRONA MERCADERIES JUNC. LINE. Girona Girona Mercaderies section,

2.7 Km.
SAN ANDREU JUNCTION BARCELONA SAN ANDREU COMTAL LINE, 1.1 Km of single
line.
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CAPACITY ALLOCATION
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CAPACITY ALLOCATION
4.1. INTRODUCTION
The Allocation of Railway Infrastructure Capacity is the process by which ADIF grants train slots to
RUs or any of the other Candidates so that a train may run between two points for a certain period
of time. This Allocation of Capacity involves the right of access to infrastructure allocated and to the
corresponding junctions and crossovers on the ADIF Managed Network, as well as receiving the
train operating control service, including signalling.
ORDEN FOM/897/2005 of 7 April regarding the NS and the Railway Infrastructure Capacity
Allocation process has determined that the NS shall give details of:
Procedures and periods for allocating Capacity.

Principles governing the coordination procedure.
Procedures and principles used in the event of infrastructure congestion.
Existing infrastructure restrictions.
4.2. DESCRIPTION OF THE PATH REQUEST PROCESS
CAPACITY REQUEST CONDITIONS
Articles 31 of the LSF and 47.4 of the RSF state that three types of Candidates may make Capacity
applications to ADIF:
RUs with current licences, or duly authorised International Business Groups.

Other Legal Entities, such as transport agents, carriers and combined transport operators
who, without being considered as RUs, are interested in operating a rail service and have the
corresponding authorization.
Public Administrations with authority to provide transport services.
COMPLEMENTARY CAPACITY REQUEST DOCUMENTS
Any Candidate may request Capacity in the terms stated in the Special Railway Register.
Capacity requests shall for this purpose be accompanied by the following information and
documents:
Identification of the Candidate and their Representative
The Candidate who makes the application will state the duly accredited persons representing
them to that effect, as well as the business address to which ADIF will send suitable
notifications, and they will submit a document proving their inclusion on the Special Railway
Register.
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Safety Certificate
When it involves an RU, a certified copy of the corresponding safety certificate they hold (Art. 47
of LSF and Art. 105 of the RSF) will be submitted.
In cases of requests to develop a Train Service Timetable, a document will be accepted outlining
the commitment to submit a certified copy of the corresponding Safety Certificate, which shall
be submitted by the RU prior to the final approval of the Service Timetable, one month before it
commences, at the ADIF Executive Traffic Office.
Guarantees in the Transport of Dangerous Goods

When the Capacity request submitted by the Candidate is to be used for the transport of dangerous
goods, this will be specifically stated in the application, the Candidate having to guarantee that
they comply with all requirements and standards applying to this transport, in order to ensure the
safety of third parties and the actual infrastructure.
Specifically Determining the Capacity Request

The information in the request will be stated as laid out in the Form Example that figures in
Annex C.
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ADIF will make computer means available to candidates for use (such as SIPSOR or
PATHFINDER). Failing this it will accept written requests, duly justified on receipt, for the
Request and Allocation of Capacity. ADIF will in addition propose agreements to RUs and
other authorised Candidates to speed up Capacity request procedures, provided the stated
requirements are met.
4.2.1. TYPES OF TRAIN PATH REQUESTS
Beyond the process of allotting Capacity amongst the various Candidates, train path scheduling
is an essential activity in traffic management, both for Candidates and for ADIF, of the utmost
importance when considering the size of the ADIF Managed Network and the usual complexity
of rail transport management. Suitable scheduling in time and form largely means ensuring quality
and coordination for developing traffic, and having a positive influence on punctuality, commercial
speed and track capacity.
Due to the way in which transport needs are created, different types of train paths have been
established on the ADIF Managed Network.
When Capacity requests are made in suitable time and form, the candidate may reserve train paths,
obtaining suitable quality attributes, preference in traffic control and certain punctuality commitments
made by ADIF.
These train paths are:
Regular Train Paths (SERVITREN)
These are those train paths requested for a significant operating frequency within the Service
Timetable (around 40 days). They support train operations that go to form the Transport Plan for each
Candidate. The series of regular train paths make up the Service Timetable.
Ocasional Train Paths (TRENDA)
These train paths are scheduled to respond to the specific demands of RUs and other Candidates
who, according to their limited operating days and the short notice of the request (up to 24 hours
before the requested train departure at origin), are not included in the Transport Plan.
When it is not possible for the Candidate to reserve Capacity in suitable time, ADIF has two special
train classes (no train path reservation).
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Special Train Paths With Applications (Immediate Train Paths)
These train paths are allocated at the specific request of the RU and other Candidates as a result
of unscheduled transport needs and are usually generated with less than one days notice. Trains
running in these train paths shall be exceptional and caused by justified circumstances.
Special Train Paths Without Applications
These train paths are allocated as a result of incidents or failure to fulfil scheduled transport conditions
by RUs or other Candidates, usually at the initiative of ADIF.
4.2.2. REGULAR TRAIN PATHS (SERVITREN)
SERVICE TIMETABLE
The Service Timetable includes all the information that determines planned train and rolling
stock movements that will occur on a particular infrastructure in a pre-established period of time
that spans from the second Sunday in December to the second Saturday in December of the
following year.
Train paths are allotted to RUs and other Candidates solely for use during the Service Timetable for
which they were requested.
To offer RUs and other Candidates suitable flexibility, and to respond to opportunities offered by

the market with acceptable train path quality levels, regardless of the time at which they were
requested, changes to the Service Timetable are foreseen during its duration. Prior to the entry
in force of the Service Timetable, ADIF may schedule adjustment dates so that Candidates can
introduce changes to their Transport Plans. The various Candidates will be consulted in establishing
the schedules.
These adjustments may be of two types:
Agreed.
Monthly.
For extraordinary and justified reasons, the senior authority at ADIF may give permission for:
Adjustments to dates agreed.

The introduction of different time periods from those established.
The change or cancellation of train paths on certain lines, without any type of restriction when it
involves exceptional causes.
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No train path variations will be considered with respect to Candidates for alterations which:
Do not vary the conditions in which train paths were requested.

Do not alter the timetable of commercial stops for passenger trains.
Do not vary the commercial timetable by more than 15 minutes for freight trains, on any point of
the route.
In these circumstances, the Capacity Manager, CM from now on, may alter train paths at any
time without being obliged to consult Candidates beforehand, but it shall communicate
any change when it involves a change to the train path code or the commercial timetable on any
points of its route.
AGREED ADJUSTMENTS
These are conceived so that Candidates prepare most of the changes or their Transport Plan during
the Service Timetable. In these adjustments, the CM may make any technical adjustments to the mesh
they consider suitable, Candidates having to assume and ensure the introduction of any changes
communicated in the established time periods.
The CM has full power in these adjustments to coordinate the Candidates when there is interference
to a Candidates train path caused by the commercial requests of another Candidate.
MONTHLY ADJUSTMENTS
Their aim is to facilitate selective adaptation of the Transport Plan for each Candidate. Taking into
account that the short scheduling periods and the restricted framework for changing the mesh in these
types of adjustments make it difficult to study big changes to train paths for this reason, the CM may
reject some requests when the planning periods envisaged are insufficient or the requests involve a
substantial change to operations.
Changes caused by Candidate requests in the train paths of other Candidates shall be agreed
between themselves as a prerequisite for introduction, the CM being informed in writing of the
agreements made. The CM will however exercise the power to coordinate, studying possible
technical solutions and, possibly, mediating between Candidates.
4.2.3. OCCASIONAL TRAIN PATHS (TRENDA)
These train paths, with very specific operations, have request channels and a type of scheduling that
is similar to those in the Service Timetable (SERVITREN).
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4.2.4. IMMEDIATE TRAIN PATHS
These train paths, according to the short notice at which they are requested, cannot have the same
levels of study or commitment as SERVITREN and TRENDIA scheduled trains, this being the reason
why they will not have any reserve Capacity.
This is why immediate train paths will be requested by Candidates when it is impossible to schedule
them with sufficient notice, due to exceptional and justified reasons.
Requests will generally be made through the SIGES software application, using terminals allowed
for this purpose, except for those Candidates who do not have the suitable computer connections, in
which case they may send the details of the Capacity request form by any other written means that
ensure their reception and recording, and which will be addressed to the Traffic Operating Centre
or the Operating Management at the train origin, reception of this request having to be confirmed
by telephone.
ADIF will reply to the request made through the same channel, preferably via SIGES. This reply may
be negative in certain cases, if the request is not technically feasible.
Trains generated in the immediate train path category will run as trains with no pre-determined mode.
They will also be exempt from the ADIF regularity commitment.
4.2.5. PROCEDURE FOR REQUESTING AND ALLOTTING REGULAR AND OCCASIONAL

TRAIN PATHS

For greater flexibility and to give a better service to Candidates, ADIF offers the chance of
establishing an agreement that simplifies the procedure for the Request and Allocation of
Capacity. This agreement will specify the system agreed between both parties to deal with
requests.
Candidates will preferably use the computer tools that ADIF makes available to them (SIPSOR,
PATHFINDER). Those who request international train paths may also make requests via the ADIF OSS
or any OSS in the RNE network.
If any Candidate is not equipped with a suitable computer connection or the systems are out of order,
the requests will be made by email to the ADIF OSS, using the model in Annex C, the latter recording
the request in the SIPSOR application on behalf of the Candidate.
If no agreement exists with a particular Candidate, the latter may submit Capacity requests, Annex
C, to ADIF, enclosing all documents that figure in section 4.2 of this NS. Notification of the reply
to this request will in this case be sent by ADIF, by any certified means, to the business address of
the Candidate. Applications made via ADIF shall be submitted at least five working days before the
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departure at origin of the train path requested, due to the fact that it is otherwise impossible to ensure
a reply in suitable time and form.
Requests made by PATHFINDER through an external OSS or any other non-computerised means, with
proper acknowledgement of receipt, will be recorded in SIPSOR by the ADIF OSS.
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The Candidate is bound to keep information about requests permanently up to date. They will in
particular communicate any train path cancellation or the abandonment of a request as soon as
possible.
When a Candidate makes a request, the latter will be based on a confirmed commercial need,
technical feasibility and the availability of resources, so that the consistency of the request justifies the
inclusion of the train path on the mesh. Otherwise, the Candidate will channel their research type
enquires through emails to the CM, avoiding the unnecessary occupation of train meshes with train
paths that are not sufficiently consistent.
To facilitate the work of Candidates who agree with ADIF to the use of SIPSOR, when the period for
requesting a new Service Timetable begins, the CM will automatically create a computer request in
the system from regular train paths in force at the time.
Candidates will be bound to check that all train path requests have been entered in the system and
that all information has been properly filled in; they shall also cancel the request for train paths for
which no further allocation is desired.
The CM will inform SIPSOR in good time or by the same means by which the allocated train
paths were requested, both at the request of Candidates as well as any changes to those
already allocated caused by technical adjustment to the mesh. Train paths communicated by the
CM may be consulted through the MESH application. It will indicate any circumstances in the
Remarks field that may determine use of the train path. Even if the space provided in SIPSOR
is insufficient to state the determining factors, the allocation may be supplemented with a written
message.

Candidates are bound to accept the allocated paths or to reject them by the means they were
requested, this being no later than when the argument period concludes. When the established
periods expires without any acceptance being received from the Candidate for a train path allocated
by the means in which it was requested, the CM may freely use the train path, especially if no
communication has been received from the Candidate in this respect.
With the routes accepted, the corresponding regulatory documents will be prepared. Publication of
these regulatory documents will at no time involve any breach of confidentiality.
As well as accepting the paths, the Candidate shall, in the periods established, be bound to
give the CM final announcement of these train paths. The announcement of trains consists in the
Candidate formally stating the specific train operation days. Train paths will be public once they are
announced.
In the case of regular train paths (SERVITREN), the operating dates are only valid for the purposes
of train path mesh representation on graphs. If the actual announcement does not correspond
with the announcement initially requested, the CM may reject some of the dates announced.
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The latter situation informed by the Candidate will be the one that is operative in successive
graphing, unless a request is made in writing to consider other operating days for graphing
purposes.
Occasional train paths (TRENDA) will be announced according to the dates requested, once the
train path has been accepted by the suitable channel.
4.3. TRAIN PATH REQUEST SCHEDULE
Within the train path allocation process, fulfilment of programmed schedules is essential to ensure
product quality and to allow logistic planning of the various participants in the process, as well as
allowing all Candidates to have their final timetables in good time.
To reply to those requests submitted beyond the deadline, the CM will assess the scope of the
former, informing the Candidates in good time of their decision on the deadline commitment,
possibly dealing with them in subsequent adjustments, and possibly allotting residual capacity to
these requests.
4.3.1. REGULAR TRAIN PATHS (SERVITREN)
ADIF makes a wide range of adjustments available to Candidates with suitable periods to respond
to most transport needs.
Nevertheless, when a Candidate tries to carry out changes to their Transport Plan that may
substantially alter current operating plans, they shall inform the CM of this circumstance in advance,
and the latter will assess the desirability of proposing a more extensive programming schedule. If
the above communication does not take place, the CM may reject its establishment, proposing a
technically feasible date for studying the changes made.
SERVICE TIMETABLE
Annexe A includes the Capacity Allocation Schedule with the specific dates for the current Service
Timetable.
The schedules shown below include deadlines.

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INTERNATIONAL SCHEDULE
Establishing catalogued international train paths 15 January
End of Capacity request period 15 April
Provisional Capacity Allocation 15 June
Communicating service timetable project 15 September
Arguments 15-30 September
Final Service Timetable project communication 2nd Sunday in October
Announcement communication 30 October
2nd Sunday
Service Timetable commencement
in December

NATIONAL SCHEDULE
End of Capacity request period 15 June
Provisional Capacity Allocation (Service Timetable project) 15 September
Arguments 15-30 September
Final Service Timetable project communication 2nd Sunday in October
Announcement communication 1 November
2nd Sunday
Service Timetable commencement
in December
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Agreed Adjustments
Normal periods used to prepare the schedule will be determined according to the table of deadlines
below, where M is the month corresponding to the Agreed Adjustment date:
Capacity proposal reception M4
Provisional Capacity Allocation M3
Arguments M2
Announcement communication M1
Agreed Adjustment M
Annex A shows the specific dates for each Agreed Adjustment in 2009.
The CM may establish some extraordinary periods when coinciding circumstances demand
a more extensive scheduling period, for the whole Network or only for particular lines or
connections.
Monthly Adjustments
With respect to Monthly Adjustments, the generally used periods are shown below. If D is the
adjustment day, the deadlines will be:
Capacity proposal reception D 21 days
Provisional Capacity Allocation D 14 days
Arguments D 14 days to D - 10 days
Announcement communication D 10 days
Monthly Adjustment D
With respect to the Monthly Adjustment schedule, the generic periods listed above will be used
without requiring any specific communication, except in those particular cases where it is advisable
to establish certain specific periods due to coincidence with, for example, holiday periods. These
specific schedules will be communicated at the meeting held for this purpose, or in writing by the
CM, and will be sent with suitable notice.
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4.3.2. OCCASIONAL TRAIN PATHS (TRENDA)
To be able to respond the requests from Candidates through the TRENDA product, it is necessary for
the request to be made with a minimum notice period.
Maximum response time 5 working days
For international train paths, and if there are no timetable train paths available to fit the request, the
Candidate will be informed of this circumstance in this same 5 day period, a maximum 30 day
period existing to establish a made to measure train path.
The CM will require different periods for those requests involving a large amount of train paths,
such as in the case of campaigns or when there are coinciding circumstances that demand a more
extensive scheduling period. The reply may also be delayed when a TRENDA train path is requested
so far in advance that the CM considers the regular train service is not sufficiently consolidated to
carry out occasional train studies.
For exceptional and justified reasons, the Candidate may request train paths with less than 5 working
days. This service will only be provided on working days (from Monday to Friday), requests having
to be submitted before 12 oclock on the day before the requested train departure. The reply will be
notified within 18 hours of the same day.
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4.4. CAPACITY ALLOCATION
A. DIFFERENT USE OF INFRASTRUCTURE
The main instrument used by ADIF to define general guidelines for different use of infrastructure is
to establish an estimate of train paths available train in each section and timetable period for each
type of service, this information being included in the Capacities Manual (CM). Train path quotas
are train path capacities foreseen by ADIF for each type of service. Types of Services considered
for these purposes are:
Long distance passenger services.

Commuter and regional train passenger services.
Freight services.
The CM tries to make the Capacity allocation process as transparent as possible, but it is a
simplification of the train mesh reality since its design may be decisively influenced by aspects
such as the stops requested, technical characteristics of trains, loads requested, etc. This
information is merely supplied as guidance therefore, the CM being authorised to allocate
train paths depending on each case, as long as it maintains the general spirit of quotas stated
in the CM.
Those priorities that may be stated by the Ministry of Public Works for a particular type of traffic will
also be included in the CM.
B. TRAIN PATH ALLOCATION MODELS
ADIF usually applies several technical models to allocate train paths, depending on traffic
characteristics, such as:
The technical capacity of the railway line and its level of saturation.
The possibility of defining an operating plan according to traffic.
The cadency of existing or potential traffic.
The specific use of different models on each line will be outlined in the CM.
The following three models are used on the ADIF Managed Network:
Free Model (ML)
This is the simplest, insofar as it does not involve the use of any a priori criteria. Train paths are
determined by seeking the best combination between the request and Capacity. This model occurs
on lines on which mesh design criteria cannot be effectively established. Train paths on these lines
are freely inserted therefore, train by train.
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Integral Pre-graphed Model (IPM)
On railway lines on which most train paths have homogenous speeds and are graphed in series,
a generic mesh is prepared which makes it possible to optimise the capacity and quality of train
path groups.
Once the pre-graphing has been designed, specific train requests from Candidates will be dealt
with by the CM on the basis of pre-graphed train paths, allocating generic train paths when
available.
Special trains that cannot be adapted to the standard train path model will be included in the
graphing in a specific way, the CM possibly rejecting their operation in order to make the best
possible use of available Capacity.
This model is preferably used on lines that have to withstand a large amount of freight traffic with
a series of trains.
Cadenced integral model (CIM)
This model consists in repeating an operating model in a cadenced frequency. The repetition
interval is known as the cadency. A different cadency may be created in each timetable
period.
With the current tendency being for this model to spread, the most significant examples today exist
on Commuter train lines with considerable traffic.
C. CAPACITY ALLOCATION PROCESS

In the Capacity allocation process, the CM shall ensure access based on principles of objectivity,
transparency and fairness, at the same time ensuring that the technical quality of train paths is
suitable.
The CM will therefore try to deal with Candidate requests in the best possible way when preparing
Service Timetables or their adjustments, and also when occasional train paths are requested,
optimising travelling times and track capacity.
The CM is legally empowered to reserve Capacity for scheduled maintenance, replacement or

network extension operations, in order to resolve congested infrastructure problems and to provide
railway services of public interest, as per Art. 48 of the RSF.
The Capacity Allocation process is subdivided into the following phases:
I. Capacity allocation phase in the corresponding train paths.

II. Phase of train path technical adjustment on mesh.
III. Coordination Phase.
IV. Argument Phase.
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The Capacity allocation process for preparing the Service Timetable (and, in a similar way, its
adjustments) will be in accordance with the following flow diagram.
CAPACITY ALLOCATION PROCESS
CAPACITY
REQUESTS
Capacity PRIORITIES
Allocation
Requests Requests
WITH CAPACITY WITHOUT CAPACITY
Mesh Technical PREFERENCES Solution with No

Adjustment coordination Solution
Coordination
Service
Timetable Arguments
Project
Service
Timetable
In subsequent adjustments to Service Timetable preparation, Capacity Allocation will preferably be

according to residual capacities and by using the technical insertion of train paths on the mesh,
trying not to affect train paths that already exist.
For occasional train paths, the CM will confine itself to available Capacity, establishing the reception
of requests as the order of priority.
The CM is authorised to accept small incompatibilities between train paths when they consider that
they do not disturb the operations of other trains.
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I. Capacity allocation Phase
This phase will determine what requests will obtain requests on the lines and the corresponding time
periods.
This process will initially be carried out according to estimated Capacity available on each line,
and depending on the traffic types figuring on the CM. Once demands have been met according to
traffic types, those requests that have not obtained Capacity may have access to residual Capacity
for other traffic types, provided this is technically feasible.
When Capacity is allocated to a Candidate other than the RU, the latter shall give ADIF the details
of the RU that is going to use this Capacity with at least five days notice before it is actually used
(Art. 14.2 ORDEN FOM/897/2005, of 7 April).
Allocation Priority Principles
When several requests are in a position to obtain the same train slot, especially if the line has
been declared to be congested, the priority criteria will be as follows, in a descending order of
priority:
Priorities that, where appropriate, are established by the Ministry of Public Works for the various
types of service on each line.
Service types that take priority on specialised lines.
Any services declared to be of public interest.
Train paths allocated and actually used during the period of the previous Service Timetable.

International services.
Those requests subject to an existing agreement.
The greatest frequency for which a train path is requested in a Service Timetable.
System efficiency.
The CM may modulate strict application of these allocation principles in order to ensure, as much
as possible, access to all Candidates who have requested Capacity, especially on lines declared
to be congested.
ADIF shall ensure reasonable use is made of track Capacity. In this respect, some trains might, due
to their own technical specifications, reduce Capacity or impede operations.
This is why ADIF may restrict the running of some trains on the basis of solely technical operating
criteria (lack of certain on board equipment, running times not suited to line features, etc.).
Furthermore, when a train path is requested by the Candidate and an alternative, less congested
route exists, the CM may schedule the train path on their own initiative along the most suitable
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route, in order to encourage the greatest Capacity availability for traffic for which the most
congested route is technically and economically necessary. The CM will itemise such situations in
writing to the Candidate affected.
When these requests are significant on a particular line, they will be mentioned in the CM.
II. Technical Mesh Adjustment Phase
Once the requests have obtained Capacity, the technical process of mesh insertion
commences.
This process is subject to certain technical principles of train path insertion and mesh
adjustment.
The CM will be authorised to apply the following technical criteria:
Technical Adaptation of Train Paths
The CM may, according to certain reasonable parameters, vary the timetable proposed by
Candidates due to technical reasons or to make all the requests of the different Candidates
compatible. It may therefore set out the route time or the technical stops it considers suitable to
ensure punctuality in train operations, in order to make different train paths compatible and to
optimise track Capacity.
Cadenced Services
Requests made by considering Cadenced Services may take certain preference during the
technical mesh adjustment process in order to achieve suitable cadencing.
Specialized lines
The Ministry of Public Works may grant the status of specialised line to some sections at certain
periods. On these lines, the Capacity allocation process undertaken by the CM may give some
preference in technical mesh adjustment to the predominant services.
Public Service Traffic
The CM may give preference to services that cover certain public services during the technical
mesh adjustment process, especially at peak times.
Long Distance Trains (Passengers or Freight)
Given the special technical complexity involved in constructing very long train paths, given that
the latter run on a great number of lines, particularly international ones, the CM may give some
preference in mesh graphing to long distance trains.
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The CM will try to ensure, if nothing prevents this, that train paths allocated to the above Service
Timetable that obtain Capacity in the new Service Timetable can retain their basic features.
At the end of this process, the CM will allocate the corresponding train paths to Candidates. In the
case of regular train paths, this allocation will be provisional until the coordination and argument
period phase has concluded.
III. Coordination Phase

The coordination phase has been conceived to settle disputes that may arise in requests and the
allocation of infrastructure capacity.
In drawing up the Service Timetable or in Agreed Adjustments, Candidates will have ten calendar
days following the date of the Capacity allocation offer to accept or reject it, as well as to make
any suitable comments on the above. This period will be three calendar days following the date of
Capacity allocation for other cases.
During this coordination phase, the CM will promote train path analysis and suitable negotiating
actions with operators in order to satisfy the series of demands received in the best possible
way, even when it proposes allocations to Candidates that differ in some cases from those
requested.
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IV. Argument Phase
A period of 15 calendar days has been established for lodging arguments, counting from the date
Candidates are informed of the Service Timetable Project.
For Service Timetable requests submitted beyond the deadline or for train paths allocated in Service
Timetable adjustments, the argument period will be 5 calendar days following Allocation of Capacity
and 2 days for occasional train paths.
4.4.1. COORDINATION PROCESS
This process is described in the previous section, Coordination Phase, Point III.
4.4.2. ARGUMENT PROCESS
This process is described in the previous section, Arguments Phase, Point IV.
4.4.3. CONGESTED INFRASTRUCTURE
ORDEN FOM/897/2005, of 7 April, relating to the network statement and the procedure for
allocating railway infrastructure capacity, determines the conditions and procedures for this
process.
4.4.4. FRAMEWORK AGREEMENTS
Conditions covered in legislation on this subject are outlined in 2.4.1.
4.5. MAINTENANCE AND WORK ON THE ADIF MANAGED NETWORK
ADIF is responsible for constant maintenance work and investment on the lines it manages, either
through maintenance work on infrastructure in service, or by carrying out enhancement and work
and extensions to its network.
This work may however involve some inevitable restrictions to traffic. When railway traffic is
unavoidably affected by this work, ADIF will try to cause as little disturbance as possible and to
promote enhancement of the infrastructure that leads to a better service by ADIF.
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ADIF will try to minimise the effects of work on rail traffic, at the same time ensuring that work is
carried out reasonably from a technical and financial point of view.
TOC Committees
In cases where it is impossible for railway traffic not to suffer any considerable alterations, the
Candidates will have the right to accurate information in suitable time about possible significant
effects on train paths allocated.
The scheduling of infrastructure work will be channelled through the TOC Committee made up of
those in charge at the departments of Infrastructure Maintenance, Infrastructure Construction and
Operations.
There will be a Central Committee and other Regional Committees. In each meeting, the Regional
Committees will be in charge of carrying out preparatory studies so that the Central Committee
adopts the final agreements. The TOC meetings may be ordinary or extraordinary. Candidates
will be informed of decisions adopted in the latter and will convey any matters raised by the latter
for analysis and resolution.
The TOC Committees will determine in ordinary meetings the permanent times for building work
that needs to be considered in train paths for the Service Timetable in the following year. They will
also schedule work on infrastructure in ordinary meetings that permanently affects train operations.
Ordinary meetings will in particular establish or review the periods and conditions of Maintenance
Bands. Any relevant work or speed restrictions with continued effects in three months, or less, will
be considered to be permanent when the consequences on traffic are significant. Schedules will

be established until the end of the Service Timetable, the Minutes of each Committee meeting
being kept.
Candidates will be informed of agreements before the official deadline for submitting Capacity
applications for the Service Timetable.
For cases in which major changes are to occur throughout the Service Timetable with respect to
the estimates made in the annual ordinary meeting, ordinary adjustment meetings are foreseen
in January, July and October. Extraordinary meetings may also be held when it is necessary for
exceptional reasons to agree to work outside ordinary meetings.
In the process of allocating train paths, the CM will consider Capacity reserves arising from work
scheduled at TOC Committees. Candidates shall assume the effects on trains (increase in travelling
times, reduced Capacity, etc.) when ADIF communicates this with sufficient notice, for which a
minimum period of two months is established. The ADIF operating manager may for extraordinary
reasons permit the use of different measurements or periods, with no right to compensation from
ADIF.
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Maintenance bands
Maintenance Bands consist of reserve ADIF capacity for ordinary maintenance work on
infrastructure and its facilities.
3-5 hours a day per line will be scheduled according to their characteristics and equipment. On
double track, an effort will be made to leave one track free, except where ADIF has another
measurement, in accordance with technical reasons. Line Capacity will therefore be restricted in
Maintenance Band time when operations are only ensured on one track. The planned intervals for
the Maintenance Bands figure in the CM.
Extraordinary work
Although extraordinary work shall preferably be carried out under the aegis of Maintenance
Bands, when a longer interval, permanent or non permanent, is necessary at specific or temporary
times, this will be scheduled by the TOC Committees.
When a work interval is required for an extended period that is different from those in the
Maintenance Bands, a record will be made of which one is the extraordinary work interval and
which one is the normal maintenance interval.
Specific, extraordinary work of little importance may be directly agreed by ADIF with the operators
affected, with the notice considered necessary.
4.6. NON USAGE/CANCELLATION RULES
RUs and Candidates are obliged to use the Capacity obtained in the conditions in which it
was allocated to them. In the event of congested infrastructure, unjustified failure to use the train
spots allocated may be the cause of a serious violation if it is attributable to the RU (Art. 89, c) of
the LSF).
The CM will carry out monthly analysis regarding the level of use made of allocated slots, which
will be communicated to the RUs and other Candidates. Notwithstanding the actions covered in the
LSF, and which ADIF may take in those cases that involve a major failure to make effective use of the
infrastructure, the CM will propose the cancellation or change of slots to Candidates when it detects
the lack or systematic use, especially in the case of congested lines.
When the percentage use is below 50% in a continuous one month period, especially in the
case of congested lines, the CM may also change the Capacity allocation without any timetable
restrictions, communicating this circumstance in writing and giving a reasoned justification for the
causes of the decision adopted. An argument period of 10 days has been established for the RU
or Candidate.
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4.7. EXCEPTIONAL TRANSPORT AND DANGEROUS GOODS
4.7.1. EXCEPTIONAL TRANSPORT
Exceptional Transport, trains which include rolling stock that does not strictly comply with regulations
(loading gauge, axle weight, etc.), are regulated by General Instruction IG 2 of 31 January
1995.
By virtue of this, RUs who wish to operate the Exceptional Transport above shall address the ADIF
Traffic Safety Office in order to carry out the relevant technical study. The latter will subsequently
inform the H24 Network Traffic Management Operating Centre and the RU of the operating
restrictions.
A specific contract may be drawn up for certain exceptional transport that could cause significant
disturbance to traffic or affect infrastructure.
4.7.2. DANGEROUS GOODS
RUs and Candidates will indicate in their Capacity requests any trains that carry dangerous goods,
so that they can be suitably considered in the scheduling process, in accordance with Art. 47.5 of
the LSF.
RUs and Candidates shall guarantee compliance with all requirements and rules that govern this type

of transport, in order to ensure the safety of third parties and the actual infrastructure.
4.8. DISRUPTIONS AND TRAFFIC CONTROL
Traffic will be controlled by ADIF so that actual train operations are adapted as far as possible to
the Capacity allotted.
To carry out this task effectively, the RUs will be bound to supply ADIF with all information
required of them, in suitable time and form, prior to the departure of the train and during
running. If technical train features do not coincide with those that figure on the request for which
Capacity was granted, ADIF may adopt suitable deregulating measures and even prevent train
operations.
A traffic agreement will in particular be made between ADIF and the RUs which will indicate the
people or authorised bodies capable of taking rapid operating decisions, particularly with respect
to traffic operations and disruptions.
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4.8.1. TRAFFIC CONTROL PRINCIPLES
Traffic control shall be based on transparent and non-discriminatory principles. Given that their main
aim is to ensure maximum punctuality in accordance with the Capacity allotted, ADIF may apply,
when it considers suitable, the following regulating principles:
Preference for trains that have obtained Capacity as opposed to trains that have not reserved
Capacity.
Preference for trains that run in their train path as opposed to those running behind schedule, with
the aim of minimising the extension of delays on the mesh (mesh contamination).
Preference in the case of rail traffic disturbances arising due to technical faults, accidents or any
other incidents. Suitable measures will be adopted in this case to restore normality, as laid down
in Art. 34.1 of the LSF.
4.8.2. OPERATIONAL RULES FOR TRAFFIC CONTROL
Punctuality is not the sole responsibility of ADIF. The RUs have a very important role to play in making
trains (their own ones or those of other RUs) run without any delays. This is why ADIF will promote
the signing of harmonised quality agreements with different RUs, in which service quality objectives
may be established and agreements to act for achieving them.
In accordance with Art.34 of the LSF and Art. 8 of RD 810/2007, of 22 June, when a disruption
occurs to railway traffic due to a technical failure, an accident or any other incident, ADIF shall
adopt all suitable measures to restore normality.
For this purpose, ADIF, with the approval of the Ministry of Public Works has prepared the
Contingency Plan document, which is the series of alternative procedures to usual operations, and
whose aim is the allow the latter to work even when some of its functions or facilities cease to be
operative as a result of an incident that may be both inside and outside the organisation, and whose
purpose is to create a general action plan for tackling and resolving any contingency that may disrupt
the normal running of rail traffic from preventive, predictive and corrective perspectives. It contains,
among other things, the general framework for action, principles of priority in traffic control in the
event of contingencies, recommended actions, warning plans to ADIF bodies and Public Authority
organisations, hazard maps, together with other plans and records that supplement and expand
on the above Contingency Plan. Contingency plans have been signed with the following RUs:
RENFEOperadora, Comsa Rail Transport S.A., Continental Rail S.A. and Acciona Rail Services
S.A., TraccionRail S.A. and EWSI Ltd.
In the event of an emergency and when it is absolutely necessary due to temporary non-usage of
infrastructure, ADIF may, with no prior notice, cancel, redirect or change train paths for the time
needed until the system is restored to normal, and carry out any urgent repairs that are necessary,
informing the operator as soon as possible for the purposes they consider suitable. In this case,
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neither the Candidates nor the RUs will be entitled to demand any compensation or damages, in
accordance with Art.34.2 of the LSF.
ADIF, in the terms laid down in Art.110 of the RSF, may require the RUs and their staff to make the
technical and human resources they consider to be most suitable available for restoring traffic in
the most reasonable period of time (Art. 34.3 LSF). Both ADIF and the RUs will in any case act in
mutual coordination and collaboration to ensure that customer service and attention is as effective
as possible.
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ADIF SERVICES
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05
ADIF SERVICES
5.1. INTRODUCTION
Directive 2001/14/EC Art. 5 provides for the entitlement of RUs to receive the minimum access
package in a non-discriminatory way and for track access to service infrastructure.
Title III of the LSF devotes its contents to the regulating of Additional, Supplementary and Ancillary
Services, as well as Title II of the RSF, providing for both the applicable system and the bodies
authorised to provide services.
Art. 40 of the LSF provides that: Additional, Supplementary and Ancillary Services on the railway
lines managed by ADIF and its service areas may be provided directly by ADIF, or by other people
or bodies that will necessarily require authorisation granted by the former.
Art. 3 of the Statute of the public authority ADIF, approved by RD 2395/2004 of 30 December,
sets out its powers and functions. This expressly outlines that the provision of these services, as well
as the setting of Charges and managing these, correspond to ADIF.
Services that ADIF may provide within its range of powers are:
Minimum access package.

Additional Services, which include those of access and dispatch at various facilities, such as
freight logistics facilities.
Supplementary Services.
Ancillary Services.
5.2. ACCESS SERVICES TO RAILWAY LINES ON THE ADIF MANAGED NETWORK
Authorised RUs and Candidates will be entitled to receive the Minimum Access Package in equal
conditions, as laid down in Art. 5.1 of Directive 2001/14/EC. More specifically, Candidates will
be entitled to:
CAPACITY ALLOCATION
Request Capacity Allocation through the SIPSOR tool, or any means recognised in this NS.
Request Capacity from the OSS on other networks, as well as ADIF, within the RNE.
Receive answers from Capacity Allocation requests via SIPSOR, or any means recognised in
this NS.
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USE OF INFRASTRUCTURE
Use Infrastructure Capacity allotted.
ADIF will control train operations.
Receive support and information in incident management.
BASIC INFORMATION
Obtain a copy of the NS, in the stipulated conditions.
Obtain the regulatory documents and the Train Timetable by the most suitable means, for the parts
that affect them.
Consult Timetable projects through the MALLAS application.
Consult Timetable projects through the SIGES application.
5.3. TRACK ACCESS TO FACILITIES AND SUPPLY OF SERVICES
5.3.1. ACCESS TO ELECTRIFICATION FACILITIES FOR TRACTION CURRENT
This Additional Service involves the availability of voltage on lines that have suitable technology for
providing this service. See Map 9 in Annex G.
5.3.2. ACCESS TO REFUELLING FACILITIES

This Additional Service involves the supply of fuel at those facilities with suitable means for providing
the above. See Map 4 in Annex G.
5.3.3. ACCESS TO PASSENGER STATIONS AND OTHER FACILITIES
A. Access to Passenger Stations
RUs will be entitled to:
Use of the station by passengers. This is understood to be use of common station facilities (platforms,
waiting rooms, passenger accesses, etc.).
Stabling of trains and the use of platforms. Train stabling involves obtaining stabling Capacity. This
Capacity is obtained at the time of allocating train paths. The Candidate is obliged to request by
SIPSOR, or any other known means, the stabling time required at station platforms.
The use of storage sidings. The stabling of trains involves obtaining siding Capacity. This Capacity
is requested by the Candidate from the ADIF body which handles sidings.
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Receiving marshalling service. This item refers to route establishment by ADIF staff. The marshalling
service is offered at those stations and at timetable periods that are possible and are considered
necessary for the RU to carry out their operations most effectively.
Surveillance and station access control service. The LSF has established a Passenger Railway
Transport Security Charge for this purpose.
B. Access to Track Gauge Changers
The RU will be entitled to use ADIF Track Gauge Changers as long as rolling stock is adapted to the
technical features of the latter.
When ADIF needs to provide a particular service, the service will be provided at those time periods
at which it is possible and is considered necessary for the RU to carry out their operations most
effectively.
Technical rolling stock operations, locomotive coupling, brake tests, wheelset de-icing, marshalling or
track gauge changing operations, as well as the responsibility for these, correspond to the RU.
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5.4. ADDITIONAL, SUPPLEMENTARY AND ANCILLARY SERVICES
In accordance with that stipulated in the LSF and in the RSF, the types of services are established, as
well as the degree of obligation that their request involves for ADIF:
5.4.1. ADDITIONAL SERVICES (Annex to LSF and Art. 53 of the RSF)
Additional Services are those relating to access from the track to installations for maintenance, repair
and supply that exist on the ADIF Managed Network, and specifically relating to:
a) Fuel supply.
b) Electrification for traction, when it is available.
c) Train formation, excluding operations on rolling stock, which correspond to the RU.
d) Maintenance and other technical installations.
e) Logistics loading facilities and marshalling yards.
ADIF may only reject demands from RUs if viable alternatives exist in market conditions. The above
alternatives will be understood to exist when other companies supply the same services in conditions
of sufficient quantity, quality and frequency to attend to existing demand.

5.4.2. SUPPLEMENTARY SERVICES (Annex to LSF and Art. 54 of the RSF)
Supplementary services are those ADIF may offer RUs, being obliged to supply them to any who
request them. Such services may include:
a) Supply of traction current.
b) Pre-heating of passenger trains.
c) Supply of fuel, shunting services and any other supplied at installations where access services are
given.
d) Specific services to check dangerous goods transport and to assist special train traffic.
ADIF will have to deal with requests for supplying these types of services made by any RU, pursuant
to objective and non-discriminatory criteria.
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5.4.3. ANCILLARY SERVICES (Annex to LSF and Art. 55 of the RSF)
Ancillary services are those the RUs may request of ADIF or other operators, without ADIF being
obliged to provide them. These services include the following:
a) Telecommunication network access.
b) Supply of supplementary information.
ADIF will supply these services on a free competition basis.
With respect to Additional and Supplementary services, the corresponding Charges will be
established, and which figure in Chapter 6 Section 6.3.3., in accordance with the type of activity,
their involvement in the railway system and the corresponding cost coverage involved in supplying
the service.
The supply of ancillary services by ADIF will be formalised with requesting companies on the basis
of specific prices to be agreed in each case.
5.4.4 DEFINITION AND DESCRIPTION OF SERVICES
In accordance with that set forth in Law 39/2003 of 17 November regarding the Railway
Industry, LSF, and its development of regulations and guidelines in law, ADIF will supply Additional,
Supplementary and Ancillary services (ACA Services), being outlined in the following classification:
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ADDITIONAL SERVICES
SA-1 Train access to Facilities
SA-2 Train dispatch from Facilities
SUPPLEMENTARY SERVICES
SC-1 Operations on rolling stock related to train access or dispatch
SC-2 Access operations to exterior Facilities without a shunting vehicle
SC-3 Access operations to exterior Facilities with a shunting vehicle

SC-4 Shunting at Facilities without a shunting vehicle
SC-5 Shunting at Facilities with a shunting vehicle
SC-6 Intermodal transport unit operations
SC-7 Full load transhipment at Irn and PortBou border facilities
SC-8 Traction current supply
SC-9 Supply of fuel
SC-10 Exceptional Transport
ANCILLARY SERVICES
SX-1 Commercial billing

SX-2 Weighing wagons
SX-3 Supply of sand
SX-4 Intermodal transport unit stacking
SX-5 Intermodal transport unit storage

SX-6 Rolling stock cleaning
SX-7 Planning collection and delivery and Customer information
Support in intake/dispatch of trains and/or shunting traffic
SX-8
to/from facilities
Modifications and/or Adaptations of Railway Infrastructure for
SX-9
Exceptional Transport
These services, which are listed by way of guidance and are not restrictive, will be supplied when
specifically requested, without ADIF being bound to supply them. Other services may be covered
by these types of services that, without being specifically listed, may be agreed between the parties.
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ADDITIONAL SERVICES
SA-1 TRAIN ACCESS TO FACILITIES
This service consists in a train entering railway facilities from a

DESCRIPTION track controlled by ADIF in order to carry out any supplementary
and/or ancillary services.
Planning the route from tracks controlled by ADIF to the facility

track.
Route establishment, controlling and checking signal, communications
RELATED
and safety systems to ensure train reception, as well as the side
OPERATIONS
tracking of its locomotive/s.
Telematic notification to Railway Undertaking of the trains arrival
at the Facility.
BILLING UNIT Train Received.
Thesewill apply in those Logistics Facilities listed in Section

3.7.1. of the Network Statement.
The concept of train is established in accordance with the contents
of the ADIF Executive Traffic Office rule for the Numbering of
APPLICABLE trains with defined running.
CONDITIONS This
Charge will not be applicable when ADIF establishes or
programmes the entry of a train at a Facility due to ADIFs
own needs.
ThisCharge does not include traffic where the train does not
carry out services at the facility.
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SA-2 TRAIN DISPATCH FROM FACILITIES
This service consists in a train leaving railway facilities from a track

DESCRIPTION controlled by ADIF when it has carried out any supplementary
and/or ancillary services.
Planning the route from the train position to tracks controlled by

ADIF.
Route establishment, controlling and checking signal, communications
RELATED
and safety systems to ensure positioning of the locomotive/s and
OPERATIONS
train departure.
Telematic notification to Railway Undertaking of the trains exit
from the Facility.
BILLING UNIT Train Dispatched.
These will apply in those Logistics Facilities listed in Section

3.7.1. of the Network Statement.
The concept of train is established in accordance with
the contents of the ADIF Executive Traffic Office rule for the
APPLICABLE
Numbering of trains with defined running.
CONDITIONS
This Charge will not be applicable when ADIF establishes or
programmes the prior entry of a train at a Facility.
This Charge does not include traffic where the train does not
carry out services at the facility.
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SUPPLEMENTARY SERVICES
OPERATIONS ON ROLLING STOCK RELATED
SC-1
TO TRAIN ACCESS OR DISPATCH
DESCRIPTION This service consists in carrying out all or some of the related operations.
Removal/placing of train rear signals and collection/giving to the
driver.
Coupling/uncoupling locomotive to composition wagons.
RELATED
Ensuring train stabling.
OPERATIONS
Carrying out any corresponding braking tests for the train to start
running.
Preparation of documentation corresponding to the Railway Undertaking.
BILLING UNIT For service performed on trains accessing or dispatched from the facility.
These will apply in those Logistics Facilities listed in Section 3.7.1. of the
Network Statement.
APPLICABLE
The concept of train is established in accordance with the contents of
CONDITIONS
the ADIF Executive Traffic Office rule for the Numbering of trains with
defined running.
ACCESS OPERATIONS TO EXTERIOR FACILITIES WITHOUT

SC-2
A SHUNTING VEHICLE
This service consists in staff at the Facility where access takes place per-
forming the associated operations for moving rolling stock and gaining
DESCRIPTION access to exterior facilities.
Exterior facilities will be understood to be sidings, ports, maintenance
depots or other stations located outside the installation.
Activities carried out by staff on the Origin-Destination route and vice-
versa, in order to:
RELATED Perform the duties authorised in regulations and guidelines applying to
OPERATIONS shunting staff for this activity.
Other duties enabling trains to enter or depart (covering level crossing,
establishing and managing routes, etc.).
BILLING UNIT Per service according to actual railway distance.
The Origin-Destination distance will be considered to be the actual

railway distance.
Different operations other than related ones and those described in this
APPLICABLE
service, and performed at Origin and/or Destination, will be billed
CONDITIONS
according to the corresponding Charges.
When a rail vehicle is not used in transport, there will be an extra
charge per Km.
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ACCESS OPERATIONS TO EXTERIOR FACILITIES WITH A
SC-3
SHUNTING VEHICLE
This service consists in staff at the Facility where access takes place
performing the associated operations for moving the rolling stock
and gaining access to exterior Installations with an ADIF shunting
DESCRIPTION vehicle.
Exterior facilities will be understood to be sidings, ports, maintenance
depots or other stations located outside the installation.
Activities carried out by staff on the Origin-Destination route and

vice versa, in order to:
Performthe duties authorised in regulations and guidelines
RELATED applying to shunting staff for this activity.
OPERATIONS
Other duties enabling trains to enter or depart (covering level
crossing, establishing and managing route, etc.).
Operation of shunting vehicles owned by ADIF.
BILLING UNIT Per service according to actual railway distance.
TheOrigin-Destination distance will be considered to be the

actual railway distance.
APPLICABLE
Differentoperations, other than related ones and those described

CONDITIONS
in this service, and performed at Origin and/or Destination, will
be billed according to the corresponding Charges.
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SHUNTING AT FACILITIES WITHOUT A SHUNTING
SC-4
VEHICLE
This service consists in performing the associated operations for

marshalling rolling stock, forming or splitting up trains, moving
DESCRIPTION
rolling stock, either wagons and/or locomotives, at an ADIF
Facility.
Setting up and managing the route (operating manual /automatic

switches) which have to be followed by both wagons and
locomotives as far as the corresponding areas.
RELATED They also include operations requested to trains formation,
OPERATIONS adding and splitting up rolling stock, situating wagons for
loading or unloading, positioning rolling stock for repairs or
any other requested operation related to the movement of rolling
stock at a Facility.
Per Train shunted per facility that is the origin or intermediate origin
BILLING UNIT
of the train.

trains with defined running.
If the train carries out train formation shunting operations at
Origin (regardless of the number), one single shunting operation
at origin will be billed.
If on its route the train performs shunting operations at intermediate
APPLICABLE
facilities, one single shunting operation will be billed at every
CONDITIONS
facility where this train is shunted, regardless of the shunting
operations performed at each facility.
Billing will not include shunting operations that may be performed
at facilities that are the destination of the train.
Any shunting operations carried out as a direct consequence
of the internal requirements of Facilities are excluded from the
calculation.
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SHUNTING AT FACILITIES WITH A SHUNTING
SC-5
VEHICLE
This service consists in performing the associated operations for

marshalling rolling stock, forming or splitting up trains, moving
DESCRIPTION
rolling stock, either wagons and/or locomotives, at an ADIF Facility
and with an ADIF shunting vehicle.
Settingup and managing the route (handling manual /automatic

switches), which has to be followed by both wagons and
locomotives as far as the corresponding areas.
They also include operations requested to trains formation,
RELATED
adding and splitting up rolling stock, situating wagons for
OPERATIONS
loading or unloading, positioning rolling stock for repairs or
any other requested operation related to the movement of rolling
stock at facilities.
Operation of shunting vehicles owned by ADIF.
Per Train shunted per Facility that is the origin or intermediate

BILLING UNIT
origin of the train.

trains with defined running.
If the train carries out train formation shunting operations at
Origin (regardless of the number), one single shunting operation

at origin will be billed.
If on its route the train performs shunting operations at intermediate
APPLICABLE
facilities, one single shunting operation will be billed at every
CONDITIONS
intermediate facility where this train is shunted, regardless of the
shunting operations performed at each facility.
Billing will not include shunting operations that may be performed
at facilities that are the destination of the train.
Any shunting operations carried out as a direct consequence
of the internal requirements of Facilities are excluded from the
calculation.
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SC-6 INTERMODAL TRANSPORT UNIT OPERATIONS
This service consists in using a crane to position an INTERMODAL

DESCRIPTION
TRANSPORT UNIT (ITU)
Planning and loading the ITUs onto wagons, trucks, in stacking

areas, etc.
Handling ITUs and related operations.
RELATED
Dealing with the corresponding documents.
OPERATIONS
Indicating to the transport operator where to position/remove
the ITU.
Taking sample weights of the ITUs handled.
BILLING UNIT ITU handled
For billing purposes, one handling operation will be calculated

at the origin Facility whenever the ITU is delivered to the facility
within 24 working hours prior to its departure; otherwise TWO
handling operations will be calculated.
For billing purposes, one handling operation will be calculated
at the destination Facility whenever the ITU is withdrawn by the
Consignee within 48 working hours following the date of arrival;
otherwise TWO handling operations will be calculated.
For billing purposes in other situations, actual handling operations
APPLICABLE
will be calculated whenever these correspond to specific Customer
CONDITIONS
requests.
Handling operations that take place as a consequence of internal
facility operations will not be billed.
When the transhipment of an ITU takes place during transport by
rail, a handling operation will be billed for each transhipment
when ADIF resources are used, except when this transhippment
can be attributed to ADIF management.
When ITUs containing DANGEROUS MATERIALS are handled,
the price will be increased by 15%.
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FULL LOAD TRANSHIPPMENT AT IRN AND PORTBOU BORDER
SC-7
FACILITIES
This service consists in freight transhippment from one UIC gauge

DESCRIPTION wagon to another Iberian gauge one or vice versa at the IRN and
PORTBOU border facilities.
RELATED Operations inherent to handling the complete load for

OPERATIONS transhippment at borders.
Tonnage per type of material (Coils, Scrap metal, Pipes, Sections,

BILLING UNIT
Glass, Tiles, Cereals, Timber, Machinery, Other).
APPLICABLE When dangerous freight is transhipped, the price will be

CONDITIONS increased by 15%.
SC-8 TRACTION CURRENT SUPPLY
This service involves the availability of voltage on lines with facilities

DESCRIPTION
equipped to supply this service.
RELATED
OPERATIONS

High Speed Lines: Amount billed to ADIF by electricity companies
BILLING UNIT at each substation existing on lines.
Otherlines: Gross Tonne-Kilometre Hauled (TKBR).
Notraction current service will be supplied during established

maintenance time periods.
APPLICABLE The absence of traction current will not entail any penalty at all for
CONDITIONS ADIF when it is due to a failure caused by a Railway Undertaking,
or is a result of duly scheduled maintenance work or operations,
as well as those produced by force majeure causes.
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SC-9 SUPPLY OF FUEL
This service involves the supply of fuel at those Stations or Facilities

DESCRIPTION
equipped to supply this service.
Dealing with the purchase of diesel oil B for traction.

Storing diesel oil B, where applicable, at the corresponding
RELATED
depots.
OPERATIONS
Dispensing diesel oil B for traction.
Operations inherent to supplying the service.
BILLING UNIT Diesel oil litres dispensed.
APPLICABLE Thisservice includes the physical supply of fuel by own staff,

CONDITIONS contracted staff or third parties.
SC-10 EXCEPTIONAL TRANSPORT
DESCRIPTION This service consists in assisting Exceptional Transport Traffic.
RELATED Manning and assisting transport.

OPERATIONS Support and security services contracted.
Per Manning Operation.

BILLING UNIT
Per Service contracted.
Thistraffic is regulated by the provisions in current national and

APPLICABLE international regulations and guidelines regarding Exceptional
CONDITIONS Transport, Technical Clearance Gauge Instructions and UIC
Code 502/1.
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ANCILLARY SERVICES
SX-1 COMMERCIAL BILLING
This service consists in filling in:

The necessary documents for commercial billing of wagons and
ITUs (Consignment Note).
DESCRIPTION
The necessary documents for billing stacking services, crane
movements and collection and delivery linked to the Consignment
Note.
Filling in the necessary commercial documents for billing.

RELATED Handling and sending documents (by fax, mail, etc.) to the centre
OPERATIONS indicated by the Railway Undertaking.
Enteringbilling information in the computer system.
BILLING UNIT Consignment Note.
APPLICABLE
Those stated in the contract signed.
CONDITIONS
SX-2 WEIGHING WAGONS
Weighing wagons at those Facilities equipped with the necessary

DESCRIPTION
means, obtaining the corresponding weight document.

RELATED Using static or dynamic weighing machines for weighing
OPERATIONS operations.
BILLING UNIT Isolated wagon or collection of wagons.
A collection of wagons is considered to be the weighing of

several wagons which when forming a composition perform a
APPLICABLE single shunting movement.
CONDITIONS
This service includes any shunting operations there may be.
Any others that may be stated in the contract signed.
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SX-3 SUPPLY OF SAND
This service consists in supplying sand for locomotives at Facilities when

DESCRIPTION
the latter are equipped with the necessary infrastructure.
RELATED
Supplying sand.
OPERATIONS
BILLING UNIT Vehicle supplied, plus sand consumption.
The amount of sand consumed will be billed at cost price.

APPLICABLE
CONDITIONS
SX-4 INTERMODAL TRANSPORT UNIT STACKING
This service consists in stacking ITUs (containers and/or swap bodies)

DESCRIPTION
in specially equipped Facilities.
RELATED Thisservice only includes stacking, not being related to other

OPERATIONS operations.
TEU (distinguishing between container and swap body) and day

BILLING UNIT
spent.
The Charge is per working day, and will apply after 0 hours of the day
following the entry of ITUs at the Facility, either by rail or by truck.
There are different prices for containers and swap bodies.
The ITU is delivered at its destination at least 2 hours after it has been
placed at the disposal of the train for unloading, and during the facility
opening times.
APPLICABLE
Two price brackets exist according to the time stored:
CONDITIONS
0 - 2 working days.
More than 2 working days: This bracket will apply unless there has
been a specific request to use the ITU Storage service.
Crane movements needed will be billed according to the indications
in the Handling Operation service.
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SX-5 INTERMODAL TRANSPORT UNIT STORAGE
This service consists in reserving space for a particular number of

ITUs (containers and/or swap bodies) in a specially equipped Facility
DESCRIPTION
where it is possible to store empty or loaded ITUs for a specific time,
the service being limited by the operating capacity of the Facility.
Reserving space at the Facility for storing containers and swap

bodies.
Controlling the entrance and exit of ITUs from the storage area.
RELATED
Planning the loading of ITUs onto trucks.
OPERATIONS
Dealing with the corresponding documents.
This service only includes storage, not being related to other
operations.
BILLING UNIT Fixed, monthly amount per number of TEUs hired.
Whatever is stated in the contract signed between the parties.

APPLICABLE Applicable following the second working day spent at the Facility.
CONDITIONS Crane movements needed will be billed according to the indications
in the Handling Operation service.
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SX-6 ROLLING STOCK CLEANING
This service consists in ordinary cleaning of wagons, ITUs and

DESCRIPTION
locomotives at Facilities equipped with the necessary means.
Indicating to the operator where to position the rolling stock to be

RELATED cleaned.
OPERATIONS
Cleaning the rolling stock and the inherent operations.
BILLING UNIT Wagon / ITU (container or swap body) / Locomotive.
A different price will exist for each type of rolling stock: Locomotive/
Tandem Vehicles/Wagon/Container/Swap body and the level of
APPLICABLE
consistency.
CONDITIONS
PLANNING OF COLLECTION AND DELIVERY AND CUSTOMER

SX-7
INFORMATION
This service consists in planning daily collection and delivery

DESCRIPTION operations for the railway undertaking, or third parties, when this is
specifically requested.
Coordinating with the Final Customer, the Railway Undertaking

and the Transport Operator on freight collection and delivery
conditions.
RELATED
Planning freight collection and delivery.
OPERATIONS
Generating the necessary administrative documents to justify the
service.
Information about the progress of the above.
BILLING UNIT As per contract.
APPLICABLE
CONDITIONS
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ADIF SERVICES
05
SUPPORT IN INTAKE/DISPATCH OF TRAINS AND/OR
SX-8
SHUNTING TRAFFIC TO/FROM FACILITIES
This service consists in performing the associated operations related

DESCRIPTION to the entry or exit of trains and/or shunting traffic to/from ADIF
Facilities not included in Section 3.7.1. of the Network Statement.
Removing rear lights from the locomotive and placing them at the
back of the train and vice versa.
Coupling/uncoupling locomotives to wagons.
Performing activities corresponding to shunting staff in carrying out
the brake tests established in the General Operating Regulation.
Preparing traffic documents, when appropriate (stock sheet or
RELATED
1007, Traffic and braking slips, order slips and temporary traffic
OPERATIONS
information).
Computer updating on the train.
Other tasks and operations not stated in the above paragraphs and
which are intrinsically linked to the entry and exit of compositions
to/from the Facilities, which correspond to ADIF and which are
outlined in the contract established for this purpose.
BILLING UNIT Per service supplied.
APPLICABLE
CONDITIONS
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MODIFICATIONS AND/OR ADAPTATIONS
SX-9 OF RAIL INFRASTRUCTURE FOR EXCEPTIONAL
TRANSPORT
Any changes or adaptations required to the railway infrastructure by

DESCRIPTION
ADIF to allow access, or the running of Special Trains.
These include:
RELATED Improving bridge strength.
OPERATIONS Special work at loading and unloading points.
Removing obstacles etc.
BILLING UNIT Per Action.
APPLICABLE Those established by contract/agreement according to the features

CONDITIONS of the corresponding project.
126
ADIF SERVICES
05
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CHARGES
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CHARGES
6.1. CHARGING PRINCIPLES
These principles are based on the following figures regulated by the LSF:
Fees and tariffs.
ACA Services charges (Additional, Supplementary and Ancillary Services).
Fee and tariff amounts are regulated by Ministerial Order. With respect to ACA Services charges,
these are regulated in Title III of the LSF, as well as Title II of the LSF.
Art. 3 of RD 2395/2004 of 30 December which approves the Statute of ADIF, specifically outlines
the provision of Additional, Supplementary and Ancillary Services, the setting of their Charges,
and the payment of these, as well as management, settlement and collection, which correspond to
ADIF.
6.2. FEES AND TARIFFS
The LSF, in Titles V and VI, establishes a Fee for using railway lines forming part of the REFIG, to be
applied for using the railway infrastructure and the Allocation of the Network Capacity necessary for
the provision of the different railway services, and for the use of stations and other railway facilities
(Art. 74 and Art. 75 of the LSF).
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To establish the amounts resulting from application of the items and principles referred to Art. 74
and Art. 75 of the LSF, these have been set just as the actual LSF specifies, through Ministerial Order
895/2005 of 8 April, which sets the amounts of Railway Tariffs established in articles 74 and 75
of Railway Industry Law 39/2003 of 17 November, amended by Orden FOM 3852/2007 of
20 December.
Points not covered in this chapter will in any case be pursuant to that set forth in the LSF or in the
Ministerial Order that sets the sums and which is in force at the time of applying the corresponding
Fees and Tariffs.
The main Fees and Tariffs in the charging system are outlined below.
6.2.1 FEES
6.2.1.1. Passenger Transport Security Fee
This affects the provision of surveillance and access control, both for passengers and luggage, at
stations and other ADIF railway areas.
PASSENGER TRANSPORT SECURITY FEE
Route services # 150 km 0.02 per person and trip
Route services . 150 km 0.15 per person and trip

Route services . 300 km or international 0.34 per person and trip
Transport contracts with an unspecified number 0.03 per no. of days of valid
of trips entitlement
Transport contracts with an unspecified number 0.20 per no. of months or fraction of
of trips by two or more means month of valid entitlement
6.2.1.2. Other Fees
This consists in imposing fees, provision of the necessary services for granting approvals, certificates,
the issue of tickets to rail staff and Licences or Safety Certificates.
These fees are:
Approval of railway staff training centres (Art. 69 LSF).

Certifying rolling stock centres (Art. 35 of ORDEN FOM/233/2006).
131
Issuing tickets to railway staff (Art. 69 LSF).
Issuing Licences or Safety Certificates (Art. 61 LSF).
Extension, renewal or replacement of the Licence or Safety Certificates (Art. 61 LSF).
6.2.2. TARIFFS
6.2.2.1. Tariff for Use of Refig Railway Lines
Those paying the Tariff will be RUs who use the REFIG, public authorities with powers to provide
transport services and who are interested in supplying certain rail transport services, as well as
transport agents, carriers and combined transport operators who, without being RUs, have capacity
allocated.
The Tariff is imposed for the use of REFIG railway lines, as well as providing services inherent to this
use, and of the following classes:
ACCESS TARIFF (CLASS A)
The Access Tariff regulates the right to acces the REFIG or part of it. Its amount will be due and
paid just once at the start of each Service Timetable affected by the capacity allocation. In the
case of Capacity Allocation not figuring in the Service Timetable approved for each year by ADIF,
the Tariff will be paid with the first allotment received in this timetable.
Tariff amounts are laid out in the following table, and are established according to the statement
of activity made by the payer in accordance with the estimated level of traffic.
ACCESS TARIFF (Class A)
LEVEL VOLUME OF TRAFFIC /YEAR
N1 #1 million Train-km / year 63,672
N2. A .1 and # 5 million Train-km / year 159,181
N2. B .5 and #10 million Train-km / year 350,199
N3. A .10 and #15 million Train-km / year 732,234
N3. B .15 million Train-km / year 1,496,303
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RESERVE CAPACITY TARIFF (CLASS B)
The Reserve Capacity Tariff is imposed for the availability of the route requested.
Tariff amounts are established according to the kilometres-train reserved, taking into account the
line type, the type of service to be provided, the train type and the period of day affected by the
reserve (off-peak, normal or peak).
For the purposes of application according to the period of day, the stopping time at the previous
station will be considered.
Information recorded in the corresponding planning tools for establishing train path reservations
will be taken into account.
RESERVE CAPACITY TARIFF (Class B)

TYPE OF SERVICE
TIME PA1 PA2 F T
LINE TYPE
PERIOD
/Train-km reserved
A1 3.61 2.22 0.90
A2 3.51 2.12 0.81

PEAK
(*) B1 2.98 0.53 0.33 0.06

C1 0.20 0.33
A1 2.33 1.11 0.90
A2 2.22 1.06 0.81

NORMAL
(*) B1 0.20 0.20 0.05 0.06
C1 0.20 0.05
A1 0.81 0.73 0.90
A2 0.73 0.68 0.81

OFF-PEAK
(*) B1 0.10 0.05 0.06
C1 0.10 0.05
(*)Passenger rail transport services in the Mediterranean Corridor with routes of less than 80 km will be covered by the amount
established for these services on Type C1 lines.
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Test services (T) carried out to validate or approve railway infrastructure and/or the
integration between the latter and rolling stock are not subject to any Tariff considered in
this NS.
The lines in the Reference Tables on Page 141 of this chapter are classified in Table 1 according
to their type, in Table 2 according to the characteristics of the services and the types of trains, and
in Table 3 according to timetable periods.
When Capacity reservations are of an extraordinary nature, outside the time periods
established, the amounts will be increased by 5% when they exceed the total amount of
Capacity allotted.
OPERATING TARIFF (CLASS C)
The Operating Tariff regulates actual use of reserved Capacity.
Tariffs are established according to kilometres-train actually used, taking the type of line and the
type of service provided into account.
The information recorded in the corresponding ADIF operation monitoring tools for determining
actual Capacity used will be taken into account.
The line types and services are classified on Page 141 of this chapter in the Reference Tables
(Tables 1 and 2).
OPERATING TARIFF (Class C)

TYPE OF SERVICE
LINE TYPE PA1 PA2 F T
/Train-km operated
A1 2.12 0.81
A2 2.02 0.73
B1 0.63 0.06 0.06
C1 0.06 0.06
TRAFFIC TARIFF (CLASS D)
Traffic Tariff imposed on traffic produced on railway infrastructure.
Tariff amounts will be established according to the economic value of the commercial rail transport
services provided, measured in terms of Capacity offered, it being possible to distinguish them by
time and day and type of line.
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The RUs will state, based on vehicle seats and checked by ADIF, the corresponding seats-kilometres
corresponding to each service.
For the purposes of application according to the period of the day, the stopping time at the
previous station will be considered.
Information recorded in the ADIF computer application will be taken into account for establishing
the actual Capacity used.
This type only applies to V1 type services established in Table 2 in the Reference Tables.
The line types and time periods classified in the Reference Tables on Page 141 of this chapter
in Tables 1 and 3.
TRAFFIC TARIFF (Class D)

TIME PERIOD
LINE TYPE PEAK NORMAL OFF-PEAK
/100 seats-km
A1 1.34 0.73
A2 1.26 0.68
B1

C1
6.2.2.2. Tariff for Railway Station Use
The Tariff is imposed for the use of stations and other REFIG railway facilities, as well as providing
services inherent to this use, of the following types:
None of the Tariffs in this section include expenses for consumption and supplies provided by
ADIF.
TARIFF FOR STATION USE (CLASS A)
This type applies to passengers who use the rail transport service, according to the distance
covered and the class of station at which the journey starts or ends.
Passengers for these purposes will be considered to be those people who do not belong to RUs
operating, management and monitoring teams.
135
The amount of the Tariff will be the result of applying the unitary sums indicated below, from the
number of passengers who have contracted the railway transport service, commencing or ending
their trip at the above station. For trips involving changes of trains, a new trip will be considered
to start or finish at the station where it occurs.
TARIFF FOR STATION USE (Class A)

ROUTE
CLASS A B C D
/Passenger
1 st
0.83 0.46 0.20 0.08
2nd 0.51 0.33 0.15 0.06
3rd 0.04 0.04 0.04 0.02
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Stations are classified by class in Table 4 of the Reference Tables on page 141 of this
chapter.
TYPE OF JOURNEY
A More than 250 km
B Between 126 and 250 km
C Between 80 and 125 km
D Less than 80 km
TARIFF FOR STABLING AND USE OF PLATFORMS AT STATIONS (CLASS B)
This Tariff is calculated according to the train stabling time, track changing operations carried out
at the request of the operator and the class of station.
A period of 15 minutes is generally established and during which the Tariff will not apply.
Stabling and platform use at off-peak times will not be considered as applicable for the purposes
of this Tariff either, nor will commuter and regional services using platforms reserved for their
sole use, according to the list of stations enclosed in Table 5, Page 144 of the References
Tables.

Tariff for stabling and use of platforms
at Stations (Class B)
STABLING
CLASS A B C
/Train
1st 2.12 3.18 4.24
2nd 1.06 1.59 2.12
3rd
Stations Classes are classified in Table 4 of the Reference Tables on page 142 of this
chapter.
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STABLING TYPE
A For every additional 5 minutes or fraction between 15 min. and 45 min.
B For every additional 5 minutes or fraction between 45 min. and 120 min.
C For every additional 5 minutes or fraction after 120 min.
For the purposes of calculating stabling time at platforms, intermediate stops on commercial
journeys will not be considered, nor those in which ADIF decides on the train stay on the stabling
track.
TARIFF FOR PASSING TRACK GAUGE CHANGERS (CLASS C)

The amount for this class will be the result of applying a unit sum in euros each time a train passes
a gauge changer.
TARIFF FOR PASSING A GAUGE CHANGER (Class C)

Unit value per train 106.12
TARIFF FOR USE OF SIDINGS (CLASS D)

Tariffs are established according to the type of station line the sidings used belong to and the track
occupation time.
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Siding used at off-peak times in the cases referred to in Table 3, page 142 of the Reference
Tables will not be considered for the purposes of this class.
TARIFF FOR USE OF SIDINGS (Class D)

STABLING
LINE TYPE a b c d
/Train
A 15.33 2.02 2.98 38.20
BC
Lines are classified by type in Table 1, Page 141, in the Reference Tables.
STABLING TYPE
a 1-6 hours stabling.
b For each hour of stabling from 6-12 hours.
c For each hour of stabling after 12 hours.
d Stabling for one complete day.

TARIFF FOR PROVISION OF SERVICES REQUIRING PERMISSION FOR USE OF PUBLIC
RAILWAY PROPERTY (CLASS E)
This class applies to the use of public railway property and is determined according to the surface
area occupied and the type of land on which it takes place.
TARIFF FOR PROVISION OF SERVICES REQUIRING

PERMISSION FOR USE OF PUBLIC RAILWAY
PROPERTY (CLASS E)
pUblic PROPERTY AREA /m2 month
Built up area 0.63
Unbuilt area 0.53
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6.2.3 MODIFICATIONS TO FEES AND TARIFFS
Modifications to Fees and Tariffs included in this NS are carried out in accordance with the following
mechanisms:
They may be modified through the National Budget Laws or, where applicable, by Ministerial Order.
Modifications may also be made to the number or identity of items and quantity criteria used to
establish the amounts to be demanded in each of the classes mentioned in Art. 74.3 of the LSF.
With respect to 2008, both the Passenger Transport Security Fee and Railway Charges have
been regularised with the increases outlined in Art. 74.1 of National Budget Law 2/2008 of 23
December for the year 2009 .
6.2.4 FORM OF PAYMENT FOR FEES AND TARIFFS
Security Fees that should be included in the transport cost will be collected by the RUs and will be
paid to ADIF (Art. 67 LSF).
With respect to railway tariffs, the classes described may be paid individually or together, in the
terms provided for in the Ministerial Order setting out the amounts for Railway Tariffs, which approves
the payment models and regulates the periods and means for payment of the amounts levied (Art.
76-2 LSF).
Payment of Security Fees and Tariffs for using rail infrastructure shall be made by the RU or authorised
candidates once the corresponding payment notice has been received, in the terms, periods and
other conditions indicated in the NS and in the Ministerial Order setting out the amounts for Railway
Tariffs.
Indirect taxes will be levied on the amounts charged for the provision of services, in the terms set
forth in current legislation.
Anything not outlined in this section will be covered by that set forth in the LSF, the RSF and the
Ministerial Order setting out the amounts for Railway Tariffs.
6.2.5 RELIABILITY RELATED INCENTIVE SYSTEM
ADIF may establish an incentive system to reduce disruptions to the REFIG. This system will cover
financial compensation to pay for rail traffic incidents, regardless of guarantees in the public liability
system. Incentives may also be given so that the reliability of technical and human systems is as
desired.
ADIF shall set out detailed conditions of this system in documents and inform the RU of this. It
shall also inform them with sufficient notice of any modifications that may occur. ADIF may make
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suitable means available to the RU so that they are aware in good time of the penalties and
damages that correspond to each party, as well as the specific or generic incidents that have
caused them.
6.2.6 REFERENCE TABLES FOR APPLYING TARIFFS
Updated by ORDEN FOM/3852/2007 of 20 December, amending ORDEN FOM/898/2005

of 8 April, which sets the amounts for Railway Tariffs.
TablE 1
RAILWAY LINE CLASSIFICATION
TYPE LINES
Madrid Barcelona (UIC gauge)
A.1 Crdoba Mlaga (UIC gauge)
Madrid Valladolid (UIC gauge)
A
Madrid Sevilla (UIC gauge)
A.2 La Sagra Toledo Section (UIC gauge)
Zaragoza Delicias Huesca (UIC gauge)
B B.1 Mediterranean Corridor (1)
C C.1 Other lines
(1)For the purposes of this classification, the Mediterranean Corridor is defined as the section between Valencia and Tarragona.

TablE 2
RAILWAY SERVICES AND TRAIN TYPES
CLASS TYPE CHARACTERISTICS
Passengers PA1 Top speed equal to or more than 260 km/h.
Passengers PA2 Top speed less than 260 km/h.
Freight F
Tests T
Top speed is understood to be the maximum effective speed in the corresponding service.
Test services will be understood to be train operations carried out to adapt and measure new or
existing vehicles, which need service entry or operating licences, as well as for calibrating any of
their components.
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Table 3
TIME PERIODS
TIME PERIOD
PERIOD
Start End
OFF-PEAK 0:00 6:59
PEAK 7:00 9:29
NORMAL 9:30 17:59
PEAK 18:00 20:29
NORMAL 20:30 23:59
The peak period does not apply to Saturdays, Sundays and holidays. Time periods corresponding
to these days are considered to be normal periods.
For the purposes of determining periods, stops made by trains at stations will be considered. At a
particular point on the route, the corresponding period will thus apply to the time at which the train
stopped at the previous station.
Notwithstanding the above, in order to determine that a commuter train service takes place within
the periods classified in these tables, it will be necessary for more than 50% of the duration of the
latter to take place within the said period.
With freight services, the peak period will only apply in the 100 kilometre distances prior to the
urban centres of Madrid, Barcelona, Valencia and Bilbao. Normal or off-peak, where appropriate,
will apply to other kilometres of the journey.
Table 4
Station Classification
CATEGORY 1
MadridPuerta de Atocha
MadridChamartn AV
BarcelonaSants
Camp de Tarragona
CrdobaCentral
LleidaPirineus
MlagaMara Zambrano AV
SevillaSanta Justa
ValladolidCampo Grande AV
ZaragozaDelicias
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CATEGORY 2
A Corua GuadalajaraYebes Puertollano
Alacant Terminal HuelvaTrmino Reus
Albacete Huesca Ripoll
Alczar de San Juan Irn Ronda
Algeciras Jan Salamanca
Almera Jerez de la Frontera Salou
AntequeraSanta Ana LAldeaAmposta San Sebastin/Donostia
vila Lebrija Santander
Badajoz Len Santiago de Compostela
BarcelonaEstaci de Frana LinaresBaeza Segovia
BarcelonaPasseig de Gracia Llan SegoviaGuiomar
BenicarlPescola Logroo Sils
BilbaoAbando Indalecio Prieto LorcaSutullena Soria
Bobadilla Lugo Tarragona
Burgos MadridAtocha Cercanas Teruel
Cceres MadridChamartn Toledo
Cdiz MlagaMara Zambrano Torell
Calatayud Medina del Campo Torredembarra
Caldes de Malavella Mrida Tortosa
Cambrils Miranda de Ebro Tudela de Navarra

Cartagena Monforte de Lemos ValenciaCabanyal
Castell de la Plana Murcia del Carmen ValenciaEstaci del Nord
Ciudad Real Ourense ValladolidCampo Grande
Cuenca Oviedo Vigo
Ferrol Palencia Vilagarca de Arousa
Figueres Pamplona Villena
Fla Ponferrada Vinars
GijnJovellanos Pontevedra Vitoria/Gasteiz
Girona Portbou Zamora
Granada Puente GenilHerrera
CATEGORY 3
Stations not included in Category 1 and 2
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Table 5
STATIONS WITH PLATFORMS RESERVED
FOR COMMUTER AND REGIONAL TRAIN SERVICES
MANAGEMENT
STATION
DEPARTMENT
Atocha, Chamartn, Fuenlabrada, Mstoles, Aranjuez, Villalba,

Alcal de Henares, El Escorial, Guadalajara, Parla, Tres Cantos,
Madrid
Colmenar, vila, Segovia, Valladolid, Medina, Ciudad Real,
Toledo, Badajoz, Puertollano, Soria.
Gijn Cercanas, Oviedo, Len, A Corua, Ferrol, Vigo,

Len
Ponferrada, Santiago de Compostela.
Cdiz, Sevilla Santa Justa, Crdoba Central, Mlaga, Granada,

Sevilla Almera, Ronda, Jan, Huelva, Fuengirola, Jerez de la Frontera,
Linares, Bobadilla, Utrera.
Valncia Estaci del Nord, Teruel, Castell, Gandia, Tortosa,

Valencia Xtiva, AlacantTerminal, Cuenca, Cartagena, Vinars, Murcia del
Carmen.
Barcelona Sants, Barcelona Estaci de Frana, LHospitalet, Sant

Vicen de Calders, Vilanova i la Geltr, Sant Andreu Comtal,
Portbou, Girona, Figueres, Massanet, Sant Celoni, Vic, Ripoll,
Barcelona
Manresa, Terrassa, Blanes, Matar, Granollers, Canfranc, Huesca,
Zaragoza Delicias, Calatayud, Tarragona, Reus, Mora la Nova,
Lleida.
Bilbao Abando, Irn, Santander, VitoriaGasteiz, Ordua,

Miranda
Santurtzi, Muskiz, Burgos, Logroo, Palencia, Pamplona.
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6.3. 2009 PROVISIONAL CHARGES FOR THE SUPPLY OF ADDITIONAL,
SUPPLEMENTARY AND ANCILLARY SERVICES
The document entitled 2009 Provisional Charges for the supply of Additional, Supplementary and
Ancillary Services was approved by the ADIF Board of Directors on 28 November, 2008, and
published in the Official State Gazette through Resolution of the General Secretariat for Infrastructure
of the Ministry of Public Works of 11 December, 2008 (Official State Gazette no. 214 of 30
December 2008).
6.3.1. INTRODUCTION
The liberalization of the railway industry carried out in our legal system by Law 39/2003 of
17 November for the Railway Industry and its development of regulations and guidelines in
law involves the opening up of the latter to RUs and other Candidates and encourages the
establishment of a single railway transport industry in the European Union. It is consequently
based on the division of railway infrastructure management activities and transport services,
as a management technique that has been described as essential by the EU to successfully
conclude this process of revitalization and liberalization. To do this, ADIF was assigned
with the administration of this infrastructure as its basic function. The activity of supplying
transport, freight and passenger services is entrusted to the Public Company known as RENFE
Operadora.

The Law provides that, as well as the main railway infrastructure management activity, ADIF shall
supply, based on competition and private law, Additional, Supplementary and Ancillary railway
services to third parties. The supply of these services is subject to the payment of certain Charges to
ADIF, which shall be annually fixed by the latter.
The current model enables new companies to enter the railway market in accordance with the
liberalisation process stimulated by the EU, and it is therefore necessary to ensure principles of
objectivity, transparency and non-discrimination in the supply of services, thereby facilitating market
access in equitable, fair and non-discriminatory conditions so as not to nullify the effect of competition
rules.
The legal mandate is thereby observed and interested operators are informed of the economic and
legal framework in which these services are supplied, as well as the conditions in which they are
provided; what these are and what they include.
For this purpose, the rules governing the above and a description is outlined below.
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6.3.2. CURRENT REGULATIONS
PUBLIC RAILWAY INFRASTRUCTURE MANAGEMENT COMPANY, ADIF

Pursuant to the first additional provision of Law 39/2003 of 17 November regarding the Railway
Industry, the RENFE public company became known as a Railway Infrastructure Manager (ADIF) and
assumed the functions assigned to the Railway Infrastructure Manager in the Railway Industry Law
and its development of regulations and guidelines in law.
ADIF was founded as a public body in accordance with the provisions of article 43.1.b of Law
6/1997 of 14 April regarding the Organisation and Functioning of the General State Administration,
attached to the Ministry of Public Works through the General Secretariat for Infrastructure, and it
is entrusted, among other powers and functions, with supplying Additional, Supplementary and
Ancillary railway transport services, as well as setting Charges for the supply of these services and,
where applicable, receiving payment for the latter.
It is regulated by Railway Industry Law (Law 39/2003, of 17 November), Railway Industry Regulation
(RD 2387/2004, of 30 December) and its Statute (RD 2395/2004, of 30 December).
6.3.3. CHARGES FOR ACA SERVICES
SCOPE AND DETERMINATION
The supply of Additional and Supplementary services by ADIF, based on competition and Private
Law, is subject to the payment of the corresponding Charges borne by the people benefiting from
the above services. The Charges will have the nature of private prices.
According to article 79 of Railway Industry Law 39/2003 of 17 November, the amounts for
charges will be set in accordance with the type of activity, its railway interest and its economic
relevance, as well as the costs involved in supplying the services.
Additional Services supplied are solely confined to operations related to inspecting facilities and
traffic safety.
ADIF is bound to attend to requests to supply Supplementary Services made by any Railway
Undertaking, pursuant to objective and non-discriminatory objectives.
The supply of Ancillary Services, as well as the use of available installations and areas, will be at
the request of RUs and Qualified Candidates and based on prices agreed.
The supply of services outlined in this list of Provisional Charges will cover the following fields
of activity: services at Freight Logistics Facilities, power supply services for traction and services
related to Running Safety.
Additional, Supplementary and Ancillary services will be supplied at stations and freight
logistics facilities that are included in the NS, and also at other ADIF facilities that the
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interested party may find about on consulting the ADIF Executive Management Department
for Logistics Facilities.
The list of Main Logistic Freight Facilities that offer their services to RUs is outlined in NS Section
3.7.1. The Service Timetables for these facilities are also available at the ADIF website,
www.adif.es.
ADIF may supply Supplementary and Ancillary services at times other than those listed in the
Network Statement, or at other REFIG Facilities different from those included in the Main Logistic
Freight Facilities list outlined in this NS. In these cases, charges for Supplementary Services will
pass on the full cost of operations to the applicant and, in the same way, the total cost will be
considered for determining the price for supplying Ancillary Services.
ADIF may also supply services at other facilities it does not manage, in which case the services
will be established by specific agreements with the applicants for these services.
APPROVAL AND LEGAL LIFE OF CHARGES

In accordance with the additional tenth provision of RD 2387/2004, of 30 December, which
approves the Railway Industry Regulation, ADIF has established, following a report from the
RUs affected, certain Provisional Charges which it is communicating to the Ministry for Public
Works.
In fulfilling the above, ADIF has prepared these Provisional Charges, whose legal period covered
extends from 1 January to 31 December, 2009.
These Charges are of a Provisional nature, in accordance with that laid down in the tenth

additional provision of the above RD 2387/2004 of 30 December. If during the application of
these Charges the Ministry for Public Works approves the General Tariff Framework, these will
cease to be effective, being replaced by the final Charges.
CONDITIONS FOR SUPPLYING SERVICES

The particular conditions for supplying the service and its general applicable regulations and
guidelines will be accessible to any service user who requests them, both at ADIF installations as
well as by electronic format. Signing a contract to supply services, or formalizing a request for the
service, involves acceptance and agreement by the user of the conditions established.
ADIF supplies services in accordance with the conditions laid down in the descriptions of the
latter, ensuring the safety, effectiveness and quality of the service by supplying the means and staff
qualified to perform them. In this respect, ADIF, aware of the importance and effect of supplying
services for Railway Undertakings activities, has established mechanisms to identify the levels
of quality of the services provided, and engages in constant improvement processes in order to
improve the efficiency of the service and the corresponding quality parameters.
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6.3.4. CHARGES FOR ACA SERVICES 2009
2009
ADDITIONAL SERVICES CHARGES BILLING UNIT
CHARGE
SA-1 TRAIN ACCESS TO FACILITIES
To facilities TRAIN 20.14
SA-2 TRAIN DISPATCH FROM FACILITIES
From facilities TRAIN 20.14
2009
SUPPLEMENTARY SERVICES CHARGES BILLING UNIT
CHARGE
OPERATIONS ON ROLLING STOCK RELATED TO TRAIN ACCESS OR
SC-1
DISPATCH
SERVICE 36.55
ACCESS OPERATIONS TO EXTERIOR FACILITIES WITHOUT
SC-2
A SHUNTING VEHICLE
Distance of 0 5 km SERVICE 15.00
Between 5 15 km SERVICE 41.50
More than 60 km (amount

corresponding to 30 - 60 km plus a SERVICE 2.25/km
fixed sum per add. km)
Extra charge per km when no
railway vehicle is used in SERVICE 0.19/km
transport
ACCESS OPERATIONS TO EXTERIOR FACILITIES WITH
SC-3
A SHUNTING VEHICLE
Distance of 0 5 km SERVICE 74.00
More than 30 km (amount

corresponding to 15 - 30 km plus a SERVICE 8.60/km
fixed sum per add. km)
148
CHARGES
06
2009
CHARGE
SC-4 SHUNTING AT FACILITIES WITHOUT A SHUNTING VEHICLE
Train shunted
per facility (not 91.45
destination)
SC-5 SHUNTING AT FACILITIES WITH A SHUNTING VEHICLE
Train shunted
per facility (not 278.00
destination)
SC-6 INTERMODAL TRANSPORT UNIT OPERATIONS
UTI 21.00
FULL LOAD TRANSHIPPMENT AT IRN AND
SC-7
PORTBOU BORDER FACILITIES
COILS MT 3.85
SCRAP METAL MT 4.08
PIPES MT 4.32
SECTIONS MT 3.46
GLASS MT 4.54

TILES MT 2.97
CEREALS MT 2.19
TIMBER MT 4.14
MACHINERY / AUTOMOBILES MT 14.66
OTHER MT 10.69
149
2009
CHARGE
SC-8 TRACTION CURRENT SUPPLY
HIGH SPEED LINES SERVICE Actual Cost
OTHER LINES:
COMMUTER TRAINS ELECTRICAL Thousands of gross-

7.725349
UNITS tkm hauled
MEDIUM DISTANCE ELECTRIC Thousands of gross-
2.378041
TRAINS tkm hauled
MEDIUM DISTANCE - ELECTRICAL Thousands of gross-
2.378041
UNITS tkm hauled
LONG DISTANCE - Thousands of gross-
3.059215
CONVENTIONAL TRAINS tkm hauled
Thousands of gross-
LONG DISTANCE EUROMED TYPE 2.942989
tkm hauled
Thousands of gross-
LONG DISTANCE ALARIS TYPE 2.942989
tkm hauled
LONG DISTANCE ISOLATED Thousands of gross-
3.059215
LOCOMOTIVES tkm hauled
LONG DISTANCE ELECTRIC Thousands of gross-
2.942989
TRAINS tkm hauled
FREIGHT CONVENTIONAL Thousands of gross-
2.451818
TRAINS tkm hauled
FREIGHT ISOLATED Thousands of gross-
2.451818
LOCOMOTIVES tkm hauled
MANAGEMENT COST
(PERCENTAGE OF ELECTRICAL SERVICE 1%
POWER COST)
THE RESULTING AMOUNTS, BOTH ELECTRICAL POWER AND MANAGEMENT COSTS,

WILL BE ADJUSTED AT THE END OF THE YEAR IN ACCORDANCE WITH THE EXPENSES
ACTUALLY INCURRED IN EACH ITEM.
150
CHARGES
06
2009
CHARGE
SC-9 SUPPLY OF FUEL
FUEL LITRE Actual Cost
MANAGEMENT COST
(PERCENTAGE OF AMOUNT FOR SERVICE 3.9 %
PRODUCT SUPPLIED)
DISPATCH COST LITRE 0.0193
THE RESULTING AMOUNTS, BOTH FUEL AND MANAGEMENT COSTS AS WELL AS DISPATCH
COST, WILL BE ADJUSTED AT THE END OF THE YEAR IN ACCORDANCE WITH THE EXPENSES
ACTUALLY INCURRED IN EACH ITEM.
SC-10 EXCEPTIONAL TRANSPORT
TRANSPORT MANNING SERVICE

60.00/h /staff
AND ASSISTANCE CONTRACTED
SUPPORT AND SECURITY SERVICE AS PER
SERVICES CONTRACTED CONTRACTED CONTRACT
151
ANCILLARY SERVICES CHARGES
NOTE: All Charges referring to Ancillary Services will be applied according BILLING UNIT
to Agreement
SX-1 COMMERCIAL BILLING
CONSIGNMENT
NOTE
SX-2 WEIGHING WAGONS
ISOLATED WAGON WAGON
COLLECTION OF WAGONS:
FIRST WAGON IN CONSIGNMENT FIRST WAGON
OTHER WAGONS IN CONSIGNMENT WAGON
SX-3 SUPPLY OF SAND

(*) S
AND CONSUMPTION WILL BE BILLED
VEHICLE (*)
SEPARATELY
SX-4 INTERMODAL TRANSPORT UNIT STACKING
CONTAINERS TEU/DAY
SWAP BODIES TEU/DAY
FOLLOWING THIRD DAY CONTAINERS TEU/DAY
FOLLOWING THIRD DAY SWAP BODIES TEU/DAY

SUPPLEMENT FOR ITU ENTERING AND EXITING
ITU
BY ROAD FROM THE FACILITY
SX-5 INTERMODAL TRANSPORT UNIT STORAGE
STORAGE ZONE ZONE/MONTH
152
CHARGES
06
ANCILLARY SERVICES CHARGES
NOTE: All Charges referring to Ancillary Services will be applied according BILLING UNIT
to Agreement
SX-6 ROLLING STOCK CLEANING
LOCOMOTIVE VEHICLE
TANDEM VEHICLE VEHICLE
WAGON WAGON
20 ITU ITU (**)
ITU OF MORE THAN 20 ITU (**)
(**) HANDLING THE ITU IS NOT INCLUDED, THIS WILL BE BILLED ACCORDING TO THE CHARGE.
SX-7 PLANNING OF COLLECTION AND DELIVERY AND CUSTOMER INFORMATION
COLLECTION
AND DELIVERY
SUPPORT IN INTAKE/DISPATCH OF TRAINS AND/OR SHUNTING TRAFFIC
SX-8
TO/FROM FACILITIES
PER SERVICE
SUPPLIED

MODIFICATIONS AND/OR ADAPTATIONS
SX-9 OF RAIL INFRASTRUCTURE FOR EXCEPTIONAL
TRANSPORT
PER ACTION
6.3.5. FORM OF PAYMENT FOR ACA SERVICES
Payment of charges corresponding to Additional, Supplementary and Ancillary Services shall be

made by the RUs or authorised Candidates, once they have received the corresponding payment
advice note, in the terms, periods and other conditions indicated in the LSF, in the NS and/or
according to the agreements they have signed.
Certificates showing failure to pay any bills issued by ADIF, which shall be notified to the party
bound to pay, will be considered to be judgment debt, as laid down in article 517 of Law 1/2000
of 7 January regarding Civil Procedure.
153
ANNEXES
ANNEXES
A. Service Timetable
B. Catalogue of International Train Paths
C. Train Path Request Form
D. Ministry of Public Works Organisation Chart
E. Abbreviations
F. Reference Documentation
G. Maps of ADIF Managed Network
SERVICE TIMETABLE 2009/2010
A new Service Timetable starts on Sunday 13 December 2009, ending on 11 December, 2010.
This Service Timetable Calendar sets out the actual periods to be fulfilled during the new Capacity
Allocation procedures arising from the introduction of the Law on the Railway Industry, and which
are listed in Chapter 4 of this NS.
ANNEX
A
156
ANNEXES
SERVICE TIMETABLE CALENDAR 2009/2010

2009
Januar y F ebruar y M arc h A pri l M ay June
L M X J V S D L M X J V S D L M X J V S D L M X J V S D L M X J V S D L M X J V S D
1 2 3 4 1 1 1 2 3 4 5 1 2 3 1 2 3 4 5 6 7
5 6 7 8 9 10 11 2 3 4 5 6 7 8 2 3 4 5 6 7 8 6 7 8 9 10 11 12 4 5 6 7 8 9 10 8 9 10 11 12 13 14
12 13 14 15 16 17 18 9 10 11 12 13 14 15 9 10 11 12 13 14 15 13 14 15 16 17 18 19 11 12 13 14 15 16 17 15 16 17 18 19 20 21
19 20 21 22 23 24 25 16 17 18 19 20 21 22 16 17 18 19 20 21 22 20 21 22 23 24 25 26 18 19 20 21 22 23 24 22 23 24 25 26 27 28
26 27 28 29 30 31 23 24 25 26 27 28 23 24 25 26 27 28 29 27 28 29 30 25 26 27 28 29 30 31 29 30
ANNEX
30 31 A
Ju ly A ugust S eptember O ctober N o v ember D ecember
1 2 3 4 5 1 2 1 2 3 4 5 6 1 2 3 4 1 1 2 3 4 5 6
6 7 8 9 10 11 12 3 4 5 6 7 8 9 7 8 9 10 11 12 13 5 6 7 8 9 10 11 2 3 4 5 6 7 8 7 8 9 10 11 12 13
13 14 15 16 17 18 19 10 11 12 13 14 15 16 14 15 16 17 18 19 20 12 13 14 15 16 17 18 9 10 11 12 13 14 15 14 15 16 17 18 19 20
20 21 22 23 24 25 26 17 18 19 20 21 22 23 21 22 23 24 25 26 27 19 20 21 22 23 24 25 16 17 18 19 20 21 22 21 22 23 24 25 26 27
27 28 29 30 31 24 25 26 27 28 29 30 28 29 30 26 27 28 29 30 31 23 24 25 26 27 28 29 28 29 30 31
31 30
2010
Januar y F ebruar y M arc h A pri l M ay June
1 2 3 1 2 3 4 5 6 7 1 2 3 4 5 6 7 1 2 3 4 1 2 1 2 3 4 5 6
4 5 6 7 8 9 10 8 9 10 11 12 13 14 8 9 10 11 12 13 14 5 6 7 8 9 10 11 3 4 5 6 7 8 9 7 8 9 10 11 12 13
11 12 13 14 15 16 17 15 16 17 18 19 20 21 15 16 17 18 19 20 21 12 13 14 15 16 17 18 10 11 12 13 14 15 16 14 15 16 17 18 19 20
18 19 20 21 22 23 24 22 23 24 25 26 27 28 22 23 24 25 26 27 28 19 20 21 22 23 24 25 17 18 19 20 21 22 23 21 22 23 24 25 26 27
25 26 27 28 29 30 31 29 30 31 26 27 28 29 30 24 25 26 27 28 29 30 28 29 30
31
Ju ly A ugust S eptember O ctober N o v ember D ecember

1 2 3 4 1 1 2 3 4 5 1 2 3 1 2 3 4 5 6 7 1 2 3 4 5
5 6 7 8 9 10 11 2 3 4 5 6 7 8 6 7 8 9 10 11 12 4 5 6 7 8 9 10 8 9 10 11 12 13 14 6 7 8 9 10 11 12

12 13 14 15 16 17 18 9 10 11 12 13 14 15 13 14 15 16 17 18 19 11 12 13 14 15 16 17 15 16 17 18 19 20 21 13 14 15 16 17 18 19
19 20 21 22 23 24 25 16 17 18 19 20 21 22 20 21 22 23 24 25 26 18 19 20 21 22 23 24 22 23 24 25 26 27 28 20 21 22 23 24 25 26
26 27 28 29 30 31 23 24 25 26 27 28 29 27 28 29 30 25 26 27 28 29 30 31 29 30 27 28 29 30 31
30 31
Main milestones
2009/2010 Service Timetable Agreed Adjustment Calendar Monthly Adjustment
2009/10 Service Timetable 07-feb-10

13-dec-09 13-jun-10 Agreed adjustment
commencement
07-mar-10
13-apr-09 International requests 08-feb-10 Requests

04-apr-10
P rovicional Capacity
15-jun-09 National requests 08-mar-10
Allocation 02-may-10
Provisional Capacity
14-sep-09 12-apr-10 Final Capacity Allocation 01-aug-10
Allocation

Train announcement 05-sep-10
12-oct-09 Final Capacity Allocation 10-may-10
communication
03-oct-10
Train announcement
09-nov-09
communication 07-nov-10
Nota: Other dares may be allocated for Agreed Adjustments when new infrastructure enters into operation.
These dares will be communicated with suitable notice.
157
CATALOGUE OF INTERNATIONAL TRAIN PATHS
TARRAGONA - PORTBOU CORRIDOR
PATH NO. TARRAGONA CASTELLBISBAL PORTBOU CONNECTIONS

Vintimiglia,
ANNEX 86852/3 03 h 55 05 h 10 08 h 00 Metz, Angola-
B Anvers
PATH NO. CONNECTIONS PORTBOU CASTELLBISBAL TARRAGONA

Vintimiglia,
86584/5 Metz, Angola- 12 h 35 15 h 27 16 h 44
Anvers
IRN - FUENTES DE OORO CORRIDOR
FUENTES
PATH NO. CONNECTIONS IRN VALLADOLID
DE OORO
43800/1 Lisbon/Porto 11 h 26 17 h 04 21 h 00
FUENTES
PATH NO. VALLADOLID IRN CONNECTIONS
DE OORO
43802/3 22 h 44 02 h 51 08 h 43 Lisbon/Porto
RFF
Hendaya
S. Sebastin Irn
Altsasu RFF
Miranda Vitoria Cerber
Burgos Portbou
Girona
venta de Baos
Valladolid Barcelona
medina del Campo
Salamanca Tarragona
Vilar
Formoso
Fuentes de ooro
REFER
158
ANNEXES
TRAIN PATH REQUEST FORM
Candidate or Representative: Date of Request:

ANNEX
Address (for notification purposes): Date of Acceptance: CA
Special Railway Registry Record:

File No.:
Allocation Date: Train Path Allocated:
Origin: Destination:
Corridor: Route:
Operating Dates:
Operating Period: From to
Comercial name: Length:
Table Requested (S/L/P): at Station:
Dangerous Goods: Special indications:
Observations:
TRACTION CHANGES
To Type Weight Locomotive Number

Observations:
STOPS
Station Minutes Type Description
Observations:
159
D
160
ANNEX
MINISTER OF PUBLIC WORKS
Office of the Minister
State Secretariat State Secretariat for State Secretariat for

for Planning and Infrastructure Transport
Institutional Relations
Railway
Regulating
Committee
Committee
General Secretariat Sub-secretariat for General Secretariat
for Investigation
for Infrastructure Public Works for Transport
Of Railway
Accidents
COP CCTMP
Directorate Directorate
Directorate General Directorate General General for
General
MINISTRY OF PUBLIC WORKS. ORGANISATION CHART
for Roads for Railways ADIF Technical General Road Transport

for Planning Secretariat
Directorate General
Directorate General General
Renfe for Merchant
for Institutional Sub-directorate for CNTT
Operadora Shipping
Relations Plans and Projects
Directorate General
Directorate
General Sub- for Economic
FEVE General for Civil
directorate for Planning
Aviation
Construction Directorate General
Special for National
Division for Regulation,
Railway Geographic Institute
Inspection and Rail
Register Transport Regulations
Directorate General
and Directives
for Services
COP. Public Works Council. CNTT. National Council for Inland Transport. CCTMP. Commitee for Coordinating the Transport of Dangerous Goods.
ANNEXES
ABBREVIATIONS
ACA Additional, Supplementary and Ancillary Services

ADIF Railway Infrastructure Manager
AGE General State Administration
CC Control Centre ANNEX
E
CH24 H24 Network Management Operating Centre, of the Executive Traffic Office
CM Capacities Manual
CM Capacity Manager
CRF Railway Regulatory Committee
CTC Centralized Traffic Control
DGF Directorate General for Railways. Ministry of Public Works
EO Executive Office
EU European Union
GOR General Operating Regulation
LOTT Land Transport Planning Law
LSF Law on the Railway Industry
MO Ministerial Order

NEC Specific Operating Rules
NS Network Statement
OSS One Stop Shop
PTO Technical and Operating Requirements for Running and Safety
REFIG General Interest Railway Network
RNE Rail Net Europe
RSF Rail Industry Regulation
RU / RUs Railway Undertaking / Railway Undertakings
SIGES Special Train Management System
SIPSOR Computer System for Request of Occasional and Regular Train Paths
TERFN Trans-European Rail Freight Network
UIC Union International de Chemins de Fer
161
REFERENCE DOCUMENTATION AT 31 JANUARY 2009
INTERNATIONAL LAW
Convention concerning International Carriage by Rail (COTIF), signed in Berne on 9 May,

1980.
BOE (OFFICIAL STATE GAZETTE) No. 16 of 18/01/1986.
ANNEX
Error correction BOE no. 125 of 26/05/1986 (updated version).
F Amended by Vilna Protocol of 3 June, 1999.
BOE no. 149, of 23/06/2006.
Amendments to the Regulations governing the International Carriage of Dangerous Goods by Rail
(RID 2007, Published in the BOE from 20-26 August, 1986), annex to the Convention concerning
International Carriage by Rail (COTIF), adopted by the RID Committee of experts in Madrid on 25
November, 2005.
BOE no. 59 of 9 March 2007.
EUROPEAN REGULATIONS AND DIRECTIVES

REGULATION (EC) 1370/2007 of the European Parliament and of the Council of 23 October
2007.
On the rights and obligations of railway passengers.
Official Journal of the European Union L 315, of 3 december, 2007.
REGULATION (EC) 1370/2007 of the European Parliament and of the Council of 23 October
2007.
On public passenger transport services by rail and by road and repealing Council Regulations
(EEC) Nos. 1191/69 and 1107/70.
REGULATION (EC) 653/2007 of the Commission of 13 June, 2007.
On the use of a common European format for safety certificates and application documents in
accordance with Article 10 of Directive 2004/49/EC of the European Parliament and of the
Council, and on the validity of safety certificates delivered under Directive 2001/14/EC of the
European Parliament and of the Council.
Official Journal of the European Union L 153, of 14 june, 2007.
REGULATION (EC) 881/2004 of the European Parliament and of the Council of 29 April, 2004
establishing a European Railway Agency.
Amended by regulation (EC) 1335/2008 of the European Parliament and of the Council of 16
December, 2008.
Official Journal of the European Union L 164, of 30 april, 2004.
DIRECTIVE 2008/68/EC of the European Parliament and of the Council of 24 September, 2008.
On the inland transport of dangerous goods.
Official Journal of the European Union L 260, of 30 september, 2008.
162
ANNEXES
DIRECTIVE 2008/57/EC of the European Parliament and of the Council of 17 June, 2008.
On the interoperability of the rail system within the Community (Recast).
Official Journal of the European Union L 191, of 18 july, 2008.
DIRECTIVE 2007/59/EC of the European Parliament and of the Council of 23 October, 2007.
On the certification of train drivers operating locomotives and trains on the railway system in the
Community.
DIRECTIVE 2007/58/EC of the European Parliament and of the Council of 23 October, 2007.
Amending Council Directive 91/440/EEC on the development of the Communitys railways and
Directive 2001/14/EC on the allocation of railway infrastructure capacity and charging for the
use of railway infrastructure.
DIRECTIVE 2006/123/EC of the European Parliament and of the Council of 12December,2006.

On services in the internal market.
DIRECTIVE 2006/103/EC of the Council of 20 November, 2006.

Adapting certain Directives, including 91/440/EEC, in the field of transport policy by reason of
the accession of Bulgaria and Rumania.
Official Journal of the European Union, of 20 december, 2006.
DIRECTIVE 2005/47/EC of the Council of 18 July, 2005.

On the Agreement between the Community of European Railways (CER) and the European
Transport Workers Federation (ETF) on certain aspects of working conditions for mobile workers
who carry out cross border interoperability services in the railway sector.
Official Journal of the European Union L 195, of 27 july, 2005.
DIRECTIVE 2004/51/EC of the European Parliament and of the Council of 29 April, 2004.
Amending Directive 91/440/EEC on the development of the Communitys railways.
DIRECTIVE 2004/50/EC of the European Parliament and of the Council of 29 April, 2004.
Amending Council Directive 96/48/EC on the interoperability of the trans-European high speed
rail system and Directive 2001/16/EC of the European Parliament and of the Council on the
interoperability of the trans-European conventional rail system.
163
DIRECTIVE 2004/49/EC of the European Parliament and of the Council of 29
April, 2004.
On safety of the Communitys railways and amending Council Directive95/18/EC on the
licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway
infrastructure capacity and charging for the use of railway infrastructure and safety certification.
Amended by Directive 2008/110/EC of the European Parliament and of the Council of 16
December, 2008.
(Article 14 repealed after 19 July, 2008 by Directive 2008/57/EC).
Official Journal of the European Union L 164, of 30 april, 2004 and l220 of 21 june, 2004.
DIRECTIVE 2001/16/EC of the European Parliament and of the Council of 19 March, 2001.
On the interoperability of the trans-European conventional rail system.
(Will be replaced from 19 July 2010 by Directive 2008/57/EC).
Official Journal of the European Communities L 110, of 30 april, 2001.
DIRECTIVE 2001/14/EC of the European Parliament and of the Council of 26 February, 2001.
On the allocation of railway infrastructure capacity and charging for the use of railway
infrastructure and safety certification. Amended by the following Directives:
2004/49/EC of the European Parliament and of the Council of 29 April, 2004.
2007/58/EC of the European Parliament and of the Council of 23 October, 2007.
Official Journal of the European Communities L 75, of 15 march, 2001.
Amending Council Directive 95/18/EC on the licensing of railway undertakings.
Amending Council Directive 91/440/EEC on the development of the Communitys railways.

On the approximation of the laws of the Member States with regard to the transport of dangerous
goods by rail and its successive amendments.
(Will be replaced from 30 June, 2009 by Directive 2008/68/EC)
Official Journal of the European Communities L 235, of 17 september, 1996.
164
ANNEXES

On the interoperability of the trans-European high speed rail system.
(Will be replaced from 19 July, 2010 by Directive 2008/57/EC).
Official Journal of the European Communities L 235, of 17 september, 1996.
DIRECTIVE 95/18/EC of the Council of 19 June, 1995.
Regarding the licensing of railway undertakings.
(Amended by Directive 2001/13/EC of the European Parliament and of the Council of 26
February, 2001).
Official Journal of the European Communities L 143, of 27 june, 1995.
DIRECTIVE 91/440/EEC of the Council of 29 July, 1991.

On the development of the Communitys railways, amended by the following Directives:
2001/12/EC of the European Parliament and of the Council of 26 February, 2001.
2004/51/EC of the European Parliament and of the Council of 29 April, 2004.
2007/58/EC of the European Parliament and of the Council of 23 October, 2007.
Official Journal of the European Communities L 237, of 24 de august, 1991.
NATIONAL REGULATIONS AND GUIDELINES

With Law Status
LAW 31/2007, of 30 October.

Regarding procurement procedures in water, energy, transport and postal service sectors.
Official state gazette, of 31 october, 2007.
LAW 26/2007, of 23 October.

Environmental Responsibility.
Official state gazette, of 24 october, 2007.
ROYAL DECREE LAW 1/2004, of 7 May.

Suspending the entry into force of Law 39/2003 of 17 November of the Railway Industry.
Validated by Congress Resolution of 20 May, 2004.
Official state gazette, of 26 may, 2004.
LAW 39/2003 of 17 November of the Railway Industry.

Article 36 amended by the final eighth provision of Law 31/2007 of 30 October, 2007.
Article 6, section 5 amended by Law 30/2005 of 29 December, 2005 regarding the National
Budget for, 2006.
Official state gazette, of 18 November, 2003.
LAW 16/1987 of 30 July of Land Transport Planning.

Official state gazette, of 31 july, 1987.
165
With Royal Decree Status
ROYAL DECREE 2090/2008 of 22 December.

Approving the regulation for the partial development of Law 26/2007 of 23 October on
Environmental Responsibility.
Official state gazette of 23 december, 2008.
ROYAL DECREE 1579/2008 of 26 September.

Amending Royal Decree 1561/1995 of 21 September regarding special working days, and
regulating certain aspects of working conditions for mobile workers who carry out cross border
interoperability services in the rail industry.
Official state gazette of 4 october, 2008.
ROYAL DECREE 1544/2007 of 23 November.

Regulating the basic conditions of accessibility and non discrimination for access and use of
transport modes for the disabled.
ROYAL DECREE 810/2007 of 22 June.

Approving the traffic safety Regulation on the General Interest Railway Network.
Official state gazette of 7 july, 2007.
ROYAL DECREE 1225/2006 of 27 October.

Amending Regulation of the LOTT, approved by Royal Decree 1211/1990 of 28 September,
1990.
Official state gazette of 15 november, 2006.
ROYAL DECREE 355/2006 of 29 March.
On the interoperability of the trans-European high speed rail system.
Official state gazette of 7 april, 2006.
ROYAL DECREE 354/2006 of 29 March.

On the interoperability of the trans-European conventional rail system.

Approving the Railway Industry Regulation.

Approving the Statute of the Railway Infrastructure Manager public authority.
ROYAL DECREE 2111/1998 of 2 October.

Regulating access to rail infrastructure.
Official state gazette of 19 october, 1998.
166
ANNEXES
Ministerial Orders
ORDEN FOM/319/2008, of 8 February.

Amending annexes VI of Royal Decrees 354/2006 and 355/2006, of 29 March, on the
interoperability of the trans-European conventional rail system, and on the interoperability of the
trans-European high speed rail system, respectively.
Official state gazette of 14 february, 2008.
ORDEN FOM/3852/2007, of 20 December.
Amending annexes II and V of ORDEN FOM/898/2005, of 8 April, setting the amounts for
rail tariffs laid down in articles 74 and 75 of Law 39/2003 of 17 November of the Railway
Industry.
ORDEN FOM/2909/2006, of 19 September.

Which establishes the assets, obligations and rights relating to RENFE Operadora.
Official state gazette of 22 september, 2006.
ORDEN FOM/2520/2006, of 27 July.

Which establishes the conditions for obtaining licences and authorizations which allow railway
staff to carry out duties relating to safety, as well as the system of training centres for this staff and
those assessing their mental and physical capacity.
Official state gazette of 2 august, 2006.
ORDEN FOM/233/2006, of 31 January.

Regulating the conditions for the approval of railway rolling stock and maintenance depots and
setting the certification fee amounts for this rolling stock.

Official state gazette of 8 february, 2006.
ORDEN FOM/2893/2005, of 14 September.

Which delegates rolling stock powers.
Official state gazette of 19 september, 2005.
ORDEN FOM/898/2005, of 8 April.

Which sets the amounts for rail tariffs laid down in articles 74 and 75 of Law 39/2003 of 17
November of the Railway Industry.
ORDEN FOM/897/2005, of 7 April.

On the Network Statement and the procedure for allocating railway infrastructure capacity.
ORDEN FOM/32/2005, of 17 January.

Which creates the coordinating Committee for railway activities.
Official state gazette of 21 january, 2005.
167
Resolutions of the Ministry of Public Works
RESOLUTION of 19 October 2007, of the Directorate General for Railways.

Which publishes technical standard NTC MA 009: Technical requirements for high speed rolling
stock.
Which publishes technical standard NTC MA 007: Conditions to be met by variable gauge
wheelsets up to speeds of 250 km/h.
Which publishes technical standard NTC MA 001: Technical requirements for conventional rolling
stock.

Establishing basic training routes and minimum course load for qualification of railway staff in
training programmes to be given at approved railway staff training centres.
Amended by Resolution of 17 October, 2008, Official state gazette of 28 november, 2008 and
Amended by Resolution of 29 December, 2008, Official state gazette of 29 January, 2009.
Official state gazette of 28 november, 2007.
RESOLUTION of 5 July 2005, of the General Secretariat for Infrastructure.

Which provides for publication of the Agreement of the Board of Directors of the Railway
Infrastructure Manager, approving the Network Statement.
Official state gazette of 12 july, 2005.
168
ANNEXES
BASIC OPERATING RULES APPLICABLE TO ADIF
With respect to the following regulations, their current, respective editions will be applicable. Please
consult ADIF to keep this information up to date.
General Rules
RENFE General Operating Regulation
Operating Manual
April 1997 Specific Operating Rules (NEC) Madrid - Sevilla HS Line
June 2003 Technical and Operating Requirements

Madrid - Barcelona HS Line
Version 2 for Running and Safety (PTO)
Presidency Circulars
No. 1 01 January 2005 Joint Management of Operating Safety.
General Instructions
IG 01 15 April 2000 Recognising Trailing Stock in Running.
IG 02 31 January 1995 Exceptional Transport.
IG 03 30 April 2007 Wagon loading, unloading and operating.

IG 04 24 May 1998 Stabled Rolling Stock operating.
IG 05 04 March 1997 Wagon Maintenance.

Rolling Stock Conditions for Obtaining and Maintaining
IG 08 December 2004
Operating Licences.
General Conditions applying to the Transport of Dangerous
IG 43 2007 Edition
Goods by Rail.
IG 66 22 June 2006 Loading Regulations and guidelines.
169
Technical Operating Rules NTC
NTC MA 001 Technical Requirements for Conventional Rolling Stock.
NTC 002 Requirements for vehicles to be suitable to run at more than 160 km/h.
NTC 003 Special Track Vehicle Traffic.
NTC MA 004 Maintenance of wagons with Bogie ORE.
NTC 005 Transtrailer System.

NTC 006 Operating permission and approval of safety equipment.
NTC MA 007 Conditions to be met by variable gauge axles at speeds of up to 250 km/h.
NTC MA 009 Technical Requirements for High Speed Rolling Stock.

NTC 010 UIC Numbering of Rolling Stock.
NTC MA 052 Recognising Wagons in Operation.
NTC 053 Special Track Vehicle Maintenance.
NTC MA 054 Maintenance of Old Rolling Stock.
NTC 055 Periodic Intervention Cycles for Wagon Maintenance.
NTC 100 Allocation of Vehicle End walls.
NTC 101 Buffing and Traction Gear.
NTC 102 Half-Couplings of brakes at End walls.
NTC 103 Coupling for the High Speed Line.
NTC 105 Signals and Signal brackets on Motor Vehicles.
NTC 106 Signals and Signal brackets on Trailing Vehicles.
Series C Instructions
Operating requirements for Military Transport with exceptional
No. 41 09 January 2001
characteristics.
No. 46 26 June 1998 Specially Scheduled Train Traffic.
Operating Requirements for the transport of Swap Bodies,
No. 47 05 May 2006
Removable Bodies, Semi Trailers and Containers.
170
ANNEXES
Train Timetable Documentation

Train Timetable.
Table of Maximum Speeds and Permanent Information.
Table of Maximum Loads.
note 1: Other applicable legal or statutory regulations and guidelines shall be taken
into account as document references.
Note 2: ADIF will make a copy of the above technical regulations available for
Candidates and will provide a reproduction of these at strictly cost price.
171
MAPS OF ADIF MANAGED NETWORK
1 Executive Traffic Offices.
2 Stations and Regional Department of the Passenger Stations Executive Office.

ANNEX
G
3 Main Logistic Freight Facilities.
4 Permanent Diesel Supply Points.
5 Distances in kilometres.
6 Trans-European Rail Freight Network (TERFN).
7 Line Gradients.
8 Maximum Speeds.
9 Electrified Lines and Types of Electrification.
10 Maximum Passenger Train Length.
11 Maximum Freight Train Length.
12 Block Systems.
13 Safety Systems.
14 Track Gauge and Changers.
NOTE. Documentation relating to this Annex is available for more graphic definition on the
ADIF website, www.adif.es
172
Ferrol
San Juan de Nieva Gijn Cercanas
Cambiador
A Corua Santander
Lugo de Llan. Villabona Ast. Hendaya Hendaya
Oviedo Santurtzi S.Sebastin MAPA 1
Betanzos I. Bif. Tudela Vegun El Entrego Cambiador Irn
Tudela Mskiz
Vegun Desertu B. Irn
Bilbao Interm.
Abando Indal. P.
Santiago Lugo nortH west TO Altsasu Canfranc
Toral de nortH TO
los Vados La Tour Cambiador
Pontevedra Miranda Vitoria Pamplona Portbou Cerbre
Len de Carol
Redondela Monforte s a
Torneros rgo Lim Bif. Ruben Cambiador
Vigo Guixar Ourense Astorga R.Bernesga Bu a de a Portbou Cerbre
s Huesca
Ro Cambiador
Guillarei da Villafria Logroo Huesca
Vigo Puebla de S. an Vic
a
r Girona
Palencia f.A
oz
Bi Castejn
Granll.Cent.
Valena Manresa .
Magaz Tardienta
r ag .
Casetas
do Minho Bif. Magaz Maanet-M.
C
C.I.M.
Lleida P.
Zaragoza
Za amb
V. Baos Cambiador s M. Moll.
Soria flore Bif.Les Torres Castellbisbal Bif. Arenys M.
Zamora Camb. Valladolid Plas. Jaln Mira
Aranda D. Camb. Roda
Valladolid Montecillo Barcelona
Camb. Valdestillas La Cartuja Roda
Plana P.
Ric
Medina C. Seg Ariza Bif.Teruel nortH east TO
la
o
Olm Const.
Guio via
edo mar yu d S.V. Calders
Plaza
AV lata Mora Reus Camp Tarragona
Zaragoza
Ca
Cb. Me
Segovia Torralba Tarragona
Salamanca
L'Aldea
Guadalajara
Bif.Calafat
Cercedilla Cotos
dina C.
Teruel Tortosa
Camb. Chamartn
Guadalajara-Yebes
Vilar Formoso Villalba G. M.Chamartn
vila
M. P.Po M.At.Cercanas
M.Pta.Atocha
Plasencia Cambiador Atocha Cuenca
Bif. Plasencia Monfrage V.Yuncler
Castell
Aranjuez
Bif. La Sagra Quart de P.
Mirabel Castillejo Aover Sagunt
km 428,5 Cceres Toledo
(Frontera) Alczar S.J.
Valencia Valencia Nord
Algodor
Alcntara Valencia S.Isidre
CENTRE TO
Silla
C.Real Manzanares
east TO
Mrida Xtiva
Badajoz Bif. Poblete C.Real- Bif. L'Alcudia
Aljucn Miguelturra
Almorchn S.C.Mudela Albacete Bif. Vallada
Ganda
Puertollano
Chinchilla S.
V Alcoi
lea
Jerez de los P.Refinera La Encina ice
nte
lco
Caballeros Zafra R.
b.A
MAP 1
m
Mirabueno Espely Alacant T.
Linares-Baeza
Ca
Crdoba
SOUtH TO
Murcia C.
Murcia TRAFFIC
Cambiador Cargas
Los Rosales Crdoba El Reguern
Jan Lorca S.
OFFICES
DELEGACIONES
Majarab. Est. Cambiador Escombreras
Majarabique ra Cartagena
Sevilla S.J. il-Herre
P.Gen r a Moreda centre
DE CIRCULACI
CIRCULACI N
ue guilas
La Roda A. eq a
Bif. Utrera
Huelva Huelva A nt An north east
CENTRO
Trmino Cargas Utrera Fte. Piedra a
St
Bobadilla Granada NORESTE
south
Cambiador
ANNEXES
Antequera
SUReast
Mlaga- M.Zambrano Almera
Fuengirola Mlaga-C.A. ESTE
Cdiz nortH west
NOROESTE
north
Algeciras NORTE
January,
Enero2009
2009
173
174
Gijn Jovellanos
Ferrol
Irn MAPA 2
Oviedo Santander
A Corua Bilbao Interm. San Sebastin/Donostia
Abando-Indal.Prieto
Santiago C. Lugo
Vitoria/Gasteiz
Pamplona
V. Arousa Monforte Lemos Miranda de Ebro
Len
Pontevedra Ponferrada
Portbou
Ourense Burgos Logroo Llana
Vigo Rosa de Lima Huesca Ripoll
Figueres
Flaa
Tudela de Navarra Torell Girona
Palencia
Caldes de M.
Sils
Zamora Valladolid
Soria Lleida
Campo Grande
Zaragoza Pirineus
Delicias Barcelona Sants
Medina C. * Barcelona Frana
Calatayud Barcelona P Gracia
Torredenbarra
Reus Tarragona
* Camp de Tarragona
Salamanca Segovia Salou
* Tortosa Cambrils
Segovia Guiomar
Guadalajara-Yebes LAldea Amposta
vila M.Chamartn
Tortosa
*
M.Pta.Atocha Teruel Vinaros
Benicarl-Pescola
Castell
Cuenca de la Plana
Toledo
Cceres
Valencia Nord
Alczar S.J.
* Valencia Cabanyal MAP 2
Albacete
C.Real
Badajoz
Mrida
PASSENGER STATION-
Puertollano
Villena EXECUTIVE OFFICE
Alacant
ESTACIONES
D.E.Stations and Regional
Linares-Baeza
Crdoba Murcia del DE VIAJEROS
Carmen
Departments
Jan Estaciones y Gerencias
Lorca-Sutullena regionals departments
Territoriales
GERENCIAS TERRITORIALES
Puente Genil-Herrera Cartagena centre
Huelva Sevilla S.J.
CENTROnorth
NORTE
Lebrija Granada south
Antequera SUR
Sta Ana Almera
Bobadilla ESTE east
Jerez F. Ronda OESTE
Mlaga Mara Zambrano west
Cdiz NORESTE
north east
NOROESTE
SUROESTE
north west
Algeciras
south west
Enero 2009
January, 2009
La Calzada
Ferrol Bilbao
Lugo de Llanera Mercancas Irn
Viella Pasaia Mercancas MAPA 3
Lugones Muriedas
A Corua San Diego Torrelavega Lezo
Lugo Mercancas Soto de Rey Sestao
Mercancas Urbinaga Rentera
A Susana Mataporquera
Busdongo Altsasu
Monforte de Lemos
Villagarca de Mercancas Miranda Jndiz Pamplona
Arousa Cosmos de Ebro Noin Portbou
Len Mercancas Mercancas
Pontevedra Mercancas
Briviesca San Felices
Ourense
VigoGuixar Villafra Fculas-Navarra
As Gandaras Girona
Taboadela Venta de Baos Mercaderies
Mercancas
Manresa Montcada - Bifurcaci

Selgua
Castellbisbal
Zuera Granollers Mercancas
Complejo Pl de Martorell Seat
Valladolid Vilanoveta La Llagosta
Zaragoza Arrabal Martorell
Barcelona Morrot
Grisn Zaragoza Plaza
Medina Barcelona Can Tunis
del Campo Morata
de Jaln Mara
de Huerva Samper Tarragona Mercancas
Flix
Salamanca Constant
Fuencarral
Tejares - Chamber Teruel
Torrejn Mercancas
Fuentes de Ooro
Viclvaro Mercancas
Madrid Abroigal
Complejo Villaverde
Aranjuez
Mercancas Burriana
Algodor Alqueras
Sagunto
Cceres Mercancas
Valencia
Alczar de San Juan Fuente San Luis
Mercancas Silla
Mercancas
Albacete
Badajoz Puertollano Mercancas
Refinera
Mrida Mercancas
Pearroya
Pueblonuevo
Zafra
Alhondiguilla Alacant
Villaviciosa Linares Baeza Benala
Mercancas
Crdoba
El Higuern Murcia
Mercancas
Sevilla Majarabique
Mercancas INSTALACIONES
Escombreras
Huelva
Mercancas
Sevilla La Negrilla LOGSTICAS
LOGMAP 3
Granada PRINCIPALES
Puerto de Santa Mara Bobadilla MAIN LOGISTIC
ANNEXES
Mercancas DE MERCANC
MERCANC AS
Los Prados FREIGHT
Mercancas
San Roque La Lnea FACILITIES

Mercancas
Algeciras
Mercancas
January,Enero
20092009
175
176
Irn
MAPA 4
A Corua
Monforte Lemos Miranda

de Ebro
Vigo Ourense
Zaragoza Plaza Lleida

Valladolid
Salamanca
Teruel
Fuencarral
M.Viclvaro.
M.Abroigal
Cerro Negro
M. P. Atocha
Valencia
San Isidre
Valencia
Nord
Albacete
Badajoz
Zafra
Alacant
Crdoba El higuern
Murcia
PUNTOS FIJOS DE
Cartagena
Huelva Sevilla Sta Justa
SUMINISTRO DE
Granada GAS
GASLEO
Almera MAP 4
Mlaga -Los Prados
pERMANENT DIESEL
Algeciras
SUPPLY POINTS
Enero 2009
January, 2009
Ferrol
San Juan de Nieva Gijn Cercanas Cambiador
21
A Corua 43 32 Santander Hendaya
Lugo de Llan. Villabona Ast. Hendaya
Oviedo 14 Santurtzi S.Sebastin 2
30 Betanzos I. Bif. Tudela Vegun El Entrego 2 Cambiador Irn MAPA 5
26 92 31 20Tudela Mskiz 5
Rio Tourio Vegun Desertu B. 17 Irn 1
Pola Lena 13 87
38 83 Bilbao Int. 8
Santiago Lugo Abando Ind. P. 40 Altsasu
La Robla 217 Ordua Canfranc
Villag.
13
0 71 Toral de 43 52
68 3
Faxil 95 los Vados 91 25 Mira 63 3 Pamplona La Tour Cambiador Cerbre
Pontevedra 52 Len nda 3
Vitoria de Carol
Redondela 46 Monforte 9 Torneros s a 89 135 Portbou 2 2Cambiador
Ourense rgo Lim B 2 69 87 1 Cerbre
Vigo Guixar 6 95 Astorga R.Bernesga 113 Bu a de if. R
s ube
na 67 Huesca 89 Portbou
11 Ro76 Cambiador 67
Guillarei a Villafria Logroo Huesca
Vigo Puebla de S. nd Vic
a
8 142 ra 22 131 Girona
Palencia 30
f.A
oz
8 B i Castejn
Granll.Cent.
Valena 12 Magaz 78 118 Manresa 60 .

Tardienta
9
rag .
10 Bif. Magaz
Casetas
96
41 Maanet-M.
7
C
Lleida P.
C.I.M.
do Minho 57
Zaragoza
Za amb
Moll.
37
V. Baos Cambiador 6 Soria 5 s 27 M. 37
Zamora Camb. Valladolid Plas. Jaln ir aflore 153 Bif.Les Torres Castellbisbal Bif.
Aranda D.- M 44 Arenys M.
46
90 Valladolid 1 69 Camb. Roda 0 69
Camb. Valdestillas Montecillo 86 47 5 3 13 La Cartuja 29 Roda 10 53 Barcelona
42
Plana P.
Ric
Medina C. 36 Bif.Teruel 60
la
65 Sego
94
182 48 21 6 5
Olm Const. 2
Guio via
S.V. Calders
159
edo mar 87 yu d
Plaza
AV lata 175 Mora Reus 19 Camp Tarragona
77 6 Torralba a
Zaragoza
7 C 61
Cb. Me
Segovia Tarragona
86
Salamanca 43 30
99 L'Aldea Bif.Calafat
Guadalajara
11 18 Cotos 15 7
1 Cercedilla 13
dina C.
Colmenar Teruel
1 25 20 Viejo 5 7 Guadalajara-Yebes Tortosa
Camb. Chamartn
83
26
38 64
Vilar Formoso vila Villalba G. M.Chamartn 138 6
M.P.Po 11
M.At.Cercanas
M.Pta.Atocha
Plasencia Cambiador Atocha
Humanes25 152 Cuenca
Bif. Plasencia 17 Monfrage 233 V.Yuncler
12 17 Castell
Aranjuez
40
81 Bif.
La Sagra 54 15 19
Mirabel Castillejo Aover 9 Quart de P. 1
9 87 Toledo 21 11 Sagunt
km 428,5 5
33
(Frontera) Cceres 84
117
Algodor
Alcntara Alczar S.J. Valencia S.Isidre
66
13 12
49 1 Silla
C.Real 3 61 25
53 6 Manzanares Xtiva
Bif. Poblete Cullera
52
Badajoz 121 C.Real-

2 42 Bif. L'Alcudia
Aljucn 118 39 Miguelturra 26
Mrida Albacete 1 6 16
Almorchn S.C.Mudela Bif. Vallada 8 64
Puertollano 7 4 Ganda
65 74
P.Refinera Chinchilla 6S
. V Alcoi
lea
73
130 67 La Encina
1
Jerez de los 47 ice
lco
Caballeros Zafra Va d 78 nte
.A
ba
ollan R.
139 o
mb
rdo
Mirabueno Alacant T.
a
Espely 26 9
Linares-Baeza 157 68
C
C
Bif. Malaga 10 1
127 2
Murcia C.
181 Murcia
20 74 Cambiador 33 Cargas 6 10
Los Rosales Lora Crdoba El Reguern
61 112
117
27 Jan 55
105
107 il-Herre
4 8 Sevilla S.J. P.Gen ra Moreda
Bif. Utrera La Rod ue guilas
96 a A. 35 q 57
32 te n a 1 45
Huelva Huelva DISTANCIAS
Trmino Cargas Utrera 15 An a A 131
Huneja-Dolar
Fte. Piedra St
73 Bobadilla Granada 79
ANNEXES
58 Cambiador
22 Jerez F. 176 69 Antequera KILOM
KILOM TRICAS
MAP 5
27 Las Aletas Mlaga- M.Zambrano Almera
4 Cortadura Fuengirola 30 Mlaga-C.A.
Cdiz distancES IN
Algeciras KILOMETRES
January, 2009
Enero 2009
177
178
RFF
Ferrol
A Corua Cambiador
Lugo de Llan. Villabona Ast. Santander Hendaya
Hendaya
Tudela Mskiz
Vegun Desertu B. Irn
Bilbao Int. RFF
Santiago Lugo Abando Ind. P.
Altsasu Canfranc
Toral de
Pontevedra Miranda Vitoria Pamplona Portbou Cerbre
Len de Carol
Redondela Monforte Torneros s a
rgo Lim B Logroo Cambiador
Vigo Guixar Ourense Astorga R.Bernesga Bu a de if. R Portbou Cerbre
s ube
na Huesca
Ro
oz
Cambiador
Vigo Guillarei Puebla de S. da Villafria
n Huesca Vic
rag .
ra Girona
C
Valena Palencia f.A
Za amb
Bi Castejn
Granll.Cent.
do Minho Manresa .
Magaz Tardienta
Casetas a
Bif. Magaz Maanet-M.
Lleida P.
C.I.M.
Zaragoza
V. Baos Cambiador es Moll.
Soria lor Bif.Les Torres M.
Zamora Plas. Jaln af Castellbisbal Bif. Arenys M.
Camb. Valladolid Aranda D. Mir
REFER Valladolid Camb. Roda Barcelona
Camb. Valdestillas Montecillo La Cartuja Roda
Plana P.
Ric
Medina C. Seg Ariza Bif.Teruel Mora
la
Olm Guio ovia Const.
Plaza
AV Reus
lata Camp Tarragona
Zaragoza
Ca
Cb. Me
Segovia Torralba Tarragona
Salamanca
L'Aldea
Guadalajara
Bif.Calafat
Cercedilla Cotos
dina C.
Vilar Teruel Tortosa
Camb. Chamartn
Formoso Guadalajara-Yebes
Villalba G. M.Chamartn
REFER Fuentes de Ooro vila
M. P.Po M.At.Cercanas
M.Pta.Atocha
Plasencia Cambiador Atocha Cuenca
Aranjuez Castell
km 428,5 Bif. La Sagra Quart de P.
(Frontera) Mirabel Castillejo Aover Sagunt
REFER Cceres Toledo
Valencia Alczar S.J.
Valencia Nord
Algodor
Alcntara Valencia S.Isidre
Silla
Badajoz C.Real Manzanares Cullera
Mrida Xtiva
REFER Bif. Poblete C.Real- Bif. L'Alcudia
Aljucn
Miguelturra S.C.Mudela Albacete Bif. Vallada
Almorchn Ganda
Puertollano
Chinchilla
a
S.
V Alcoi
P.Refinera La Encina ice
ole
Jerez de los nte
lc
Caballeros Zafra R.
.A
MAP 6
o
RED
d
mb
r
Linares-Baeza
Ca b a
C
Bif. Malaga
trans-european
TRANSEUROPEA
Murcia C.
Murcia
Cambiador Cargas
Los Rosales Crdoba El Reguern RAIL FREIGHT
Majarab. Est. Cambiador Jan Lorca S.
Escombreras
DE TRANSPORTE
Majarabique ra NETWORK
il-Herre Cartagena
Sevilla S.J. La Ro P.Gen ra Moreda FERROVIARIO DE
da e guilas
Dos Hermanas A. qu terfn Lines
Huelva Huelva Bif. Utrera te n a
An a A MERCANC
Trmino Cargas Fte. Piedra St
MERCANCHS Lines AS
Utrera Bobadilla Cambiador
Granada
Antequera Other Lines
Mlaga- M.Zambrano Almera Lneas TERFN
Fuengirola Mlaga-C.A. Lneas AV
Cdiz Resto de lneas
January, 2009 Algeciras
Enero 2009
Ferrol
San Juan de Nieva16 Gijn Cercanas Cambiador
23 9
A Corua 23 23 11 Santander Hendaya
13 Oviedo 8 11
17 Betanzos I. El Entrego
Santurtzi 13 S.Sebastin 13
Cambiador Irn
MAPA 7
17 15 17 19 7 Mskiz 13
Rio Tourio 17 Irn
Pola Lena 12 22 11 19 18 Desertu B. 18 12
20 Bilbao Int. 13
Santiago 22 14 0
Tudela-Veg.
Lugo Ab. Ind. P. Altsasu
17 23 Ordua Canfranc
22 23 La Robla Mataporquera 18 12 10
22 Toral de 16
23 17 23 0 12 11 9 La Tour Cambiador
17 los Vados Miranda Pamplona Portbou Cerbre
Pontevedra 16 17 12 Len 8 a 13 de Carol
Redondela Monforte 23 Torneros
8 s
o im 10 Vitoria 18 23 Cambiador
12 13 18 17
Vigo Guixar 18 15 12 Astorga 10 B u rg de L 12
B 15 12 Logroo Cerbre
Ourense 15 12 o sa if. R
ub 17 45 45 Portbou
12 17 0 10 R 12 ena Huesca
R.Ber
13 2 a 13 Cambiador 15 15
rag .
Guillarei 10 2 9 9 12
C
Vigo Puebla de S. and Villafria Huesca Vic 22
Za amb
15 11 17 5 r 10 Girona
Palencia 16
nesga
4 f.A
Castejn 10 8 14
17 Bi
Granll.Cent.
Valena 2 Magaz Tardienta 18 17 22 Manresa 15 1415 . 10
Casetas oza
Bif. Magaz 12 Maanet-M.
14
Lleida P.
14
C.I.M.
do Minho 7 13 V. Baos 18 20
Zaragoza
3 Cambiador 10 15 Moll. 2 12
5 Soria 25 Bif.Les Torres Castellbisbal M.
Zamora Plas. Jaln Bif. Arenys M.
Camb. Valladolid Miraflores
a
Aranda D.- 24 25 25 9 11
10
Valladolid 17 16 20 17 23 17 13 17
Montecillo 2 30
C.Roda
10 79 Camb. Valdestillas 18 La Cartuja 23 17 14 Barcelona
Ro d
12 10 Const.
Ric
22 2 S
27
Ariza
Medina C. 0 10 Bif.Teruel 27
la
Olm
0 egov
G 12 16 16
14 14 3
8
10 edo
uiom ia 15
ar 26 yu d 9 S.V. Calders
Plaza
10 AV
8 0 lata 19 Mora Reus 1 6 Camp Tarragona
Torralba
22
Zaragoza
Segovia 14 Ca
Cb. Me
17 12 Tarragona
Salamanca 11 18 19 25 11 12
Cotos
20 19 L'Aldea
Bif.Calafat
Guadalajara
17 5 Cercedilla 17 25 13
18 Colmenar
dina C.
17 17 19 Viejo 8 Teruel 11
2 Guadalajara-Yebes Tortosa 14
10
Camb. Chamartn
17 1812
Vilar Formoso vila Villalba G.17 M.Chamartn
17 M.P.Po 14 15
M.Pta.Atocha
M.At.Cercanas 24 24
Plasencia 15 17 Cambiador Atocha
Humanes 9 11 17 Cuenca
Bif. Plasencia 22 V.Yuncler 19 Castell
23 20 Aranjuez 18 14
Monfrage 20 3 7
Bif. La Sagra 6 5
15 Castillejo Aover 20 22 Quart de P.
Mirabel
23 23 Toledo 25 5 15 Sagunt
km 428,5 9 7
(Frontera) Cceres 10 12 11
Valencia 23 13 Alczar S.J. 6 22
Buol
Algodor
Alcntara 13 6 V.S.Isidre Valencia Nord
10 17 0 5 5
5 6 5 Silla
C.R.-
Miguelturra
10 C.Real
Manzanares 11 5 4
Mrida 15 13 6 6 Xtiva
Badajoz 17 Bif. Poblete 7 Cullera
4 Bif. L'Alcudia
Aljucn 16 12 5 5 5 7 12 21 15 4
9 S.C.Mudela Albacete Bif. Vallada
Almorchn
18 16 16 Puertollano 7 17 12 13 10 23 Ganda
Chinchilla 14
a
13 Alcoi R.
12
P.Refinera 13 16 17
Jerez de los
ole
17 6 nte
lc
Caballeros Zafra 22 34 9 13 ice RAMPA
.A
17 S.V
5
4
28
1
La Encina
mb
Vadollano
Espely
11 12
Ca
Crdoba Linares-Baeza
23 20 CARACTER
CARACTERSTICA
Lora 12 13 Murcia
Murcia c.
23 4 14
Cambiador 18 Cargas
Los Rosales 8 19 Crdoba 10 El Reguern (mil
(milsimas)
12 23 16 4
5 4 20 17 9 14
11 Jan 23
Lorca S. 15
Majarab. Est. Cambiador 18 17 22 Escombreras
errera 17
17 Majarabique il- H Cartagena
P.Gen Moreda SentidoMAP
PAR 7
Sevilla S.J. La Rod
aA 20 22 guilas
17 18 . 20 u er a 22
Huelva Bif. Utrera teq
Huelva An Ana 27
Trmino Cargas Utrera 22 Fte. Piedra 23 22 Huneja-Dolar Sentido IMPAR
line
Sta
Bobadilla 27 Granada 28
12 12 24 7
C. Antequera gradients
ANNEXES
Jerez F. 24 3 27
17
5 Las Aletas Mlaga- M.Zambrano Almera
14 5 Fuengirola Mlaga-C.A.
(thousands)
Cortadura
Cdiz 14 22 21
23
UP Direction
Algeciras DOWN Direction
January, 2009
Enero 2009
179
180
Ferrol
140
A Corua 100 Villabona Ast. Santander
Lugo de Llan.
Hendaya Hendaya
Uxes 120 Oviedo 100 Santurtzi 80 80
Boedo Betanzos I. El Entrego 155 S.Sebastin Cambiador Irn
MAPA 8
140 155 130 130 Muskiz 100
Rio Tourio Brcena 135 Irn
Pola Lena 80 Desertu B.
160 90 Bilbao Int. 150
Tudela-Vg.
Santiago Lugo 100 Reinosa Abando Ind. P. Altsasu
160 La Robla 0 Canfranc
140 160 Toral de 140 16 140
los Vados 160 55 60 La Tour
Pontevedra 120 16 0 120 Miranda 1 Pamplona Cambiador Cerbre
155 155 Len a Vitoria de Carol Portbou 90
Redondela Monforte Torneros s 160 110
70 100 rgo Lim 140 90 Camb.
Vigo Guixar 160 Ourense Astorga 100 160 Bu a de 200 Bif. 30
s 110 90 Cerbre
R o Rub
Huesca
o
ena 140 Cambiador 100
R.Ber
160 Logroo 140 Portbou
Vigo 125 Guillarei Puebla de S. nda Villafria Huesca Vic
rag .
140 ra 160
C
85 Palencia A 160 160 Girona
nesga
Za amb
140 if. Castejn 115
Granll.Cent.
Valena 160 Magaz B 160 200 140 .
Tardienta 155 Manresa
Casetas za
12 Bif. Magaz Maanet-M.
C.I.M.
Lleida P.
140
do Minho 5 160 160
0
Zaragoza
Cambiador 140 M. Moll. 135
16
V. Baos Soria Miraflores 300 Bif.Les Torres Bif.
Zamora Camb. Valladolid Aranda D.- Plas. Jaln 160 Castellbisbal Arenys M.
3 00 140
14 Valladolid Montecillo 160 300 C. Roda 00 0
0 Camb. Valdestillas 120 La Cartuja Barcelona
60
300 Plana P. 160 Roda 3 14
1
Ric
3 00 S e
g 140 160 300 16 0
la
Medina C. 140 130
Guio ovia 6 0 d Const.
130
200Olme m u
do A ar 1 y S.V. Calders
Plaza
155 V lata Mora Reus 140 160 Camp Tarragona
160
Torralba
Zaragoza
Segovia 3 00 Ca
160
Cb. Me
Salamanca 160 220 160 Tarragona
100 35 L'Aldea Vandells
Guadalajara
300
Cercedilla Cotos 160
Teruel
dina C.
1 40 155 90 0 Guadalajara-Yebes Tortosa
Camb. Chamartn
160 16 100
90 160 300
0
Vilar Formoso vila Villalba G. M.Chamartn
22
Fuentes de Ooro M.P.Po Mora R. 140
M.At.Cercanas
Plasencia M.Pta.Atocha
Cambiador Atocha
Humanes 140 Cuenca Masadas B.
Bif. Plasencia 90 155 V.Yuncler 160 95
80 80 Castell
La Sagra Aranjuez
Monfrage 160 220
15 5 Bif. 220 120 14
0
Mirabel Castillejo Aover Quart de P.
km 428,5 90 Toledo
85 0 Sagunt
Cceres 160 22
(Frontera) 300
Valencia Valencia N.
Algodor
140
20 160
160 0 Silla
C.Real 140 160 140
200 90 160 140 Manzanares Xtiva VELOCIDADES
Badajoz C.R.- Bif. L'Alcudia Cullera
Aljucn 140 Bif. Poblete 50 Miguelturra 160 140
Mrida S.C.Mudela Albacete 20 160 90
Almorchn 0 Bif. Vallada
Puertollano 60 200 2 20 Ganda MXIMAS
MAP 8
155 Chinchilla
P.Refinera R.
La Encina
70
lea
Jerez de los 70 95 140 16 Alcoi ente
0 ic
lco
Caballeros Zafra Va d S.V
.A
130
ollan
o 70 MAXIMUM > 200 km/h
100
mb
rdo
Fregenal
S. Mirabueno Espely 135 Alacant T.
Linares-Baeza 160 140
Ca b a 2
C
Bif. Malaga 140 SPEEDS
250 d 200 km/h
85 Murcia
Murcia C.
Cambiador 90 Cargas
> 160 km/h
160 Crdoba
. 200 km/h
Los Rosales Lora El Reguern
140 155 160
160 or 140 # 200 km/h
Cambiad ue 155 Jan d 160 km/h
Calaas Majarab. Est. ar ab iq 300 Escombreras
Maj km/h
La
ra Cartagena
> 140. 160 km/h
140 140 il-Herre
Ro
Sevilla S.J. P.Gen a Moreda
da
160 r guilas
A.
160 Osuna 115 300 que 140 140 d # 160
140 km/h
km/h
Bif. Utrera t e n a 100 D.MOcaa
Huelva Huelva > 140 km/h
Trmino Cargas Utrera Fte. Piedra
An a A140 160 160 > 120 km/h
St
140 Bobadilla Loja Granada Gergal 110
F. 300Cambiador # 140 km/h
200 ez 140 160 km/h
Jer Ronda Antequera d 120. 120 km/h
140 Las Aletas Mlaga- M.Zambrano Almera > 100 km/h
100 Cortadura 95 Fuengirola
140 Mlaga-C.A. # 120 km/h
Cdiz Jimena F.
d 100. 100km/hkm/h
120
Algeciras # 100 km/h
January, 2009
Enero 2009
Ferrol
A Corua Santander Hendaya
Uxes Oviedo Santurtzi
Boedo S.Sebastin MAPA 9
Betanzos I. Tudela
El Entrego Cambiador Irn
Rio Tourio Vegun
Mskiz
Pola Lena Desertu B. Irn
Bilbao Int.
Santiago Lugo Ab. Ind. P. Altsasu
Ordua Canfranc
Toral de La Robla
Villag. Cambiador
los Vados La Tour
Faxil Pamplona Portbou Cerbre
Pontevedra Len Miranda de Carol
s a Vitoria
Redondela Monforte Torneros rgo Lim Cambiador
Vigo Guixar Ourense Astorga Bu a de Bif. Cerbre
o s Rub Huesca
R Portbou
oz
R.Ber
ena Cambiador
Vigo Guillarei da Villafria Logroo Huesca Vic
Puebla de S.
rag .
an
C
Palencia Ar Girona
nesga
Za amb
B if. Castejn
Granll.Cent.
Valena Magaz P. Manresa .
Bif. Magaz Tardienta
Casetas a
da Maanet-M.
C.I.M.
do Minho ei
Zaragoza
Cambiador Ll M. Moll.
V. Baos Soria Plas. Jaln s Bif.Les Torres Castellbisbal Bif.
Zamora Camb. Valladolid flore Arenys M.
Aranda D.- Mira Camb. Roda
Valladolid
Camb. Valdestillas Montecillo La Cartuja Plana P. Roda Barcelona
Ric
Medina C. Seg Bif.Teruel
la
Olm Const.
Guio ovia
Plaza
AV
lata Mora Reus Camp Tarragona
Torralba
Zaragoza
Segovia Ca
Cb. Me
Salamanca Tarragona
L'Aldea Bif.Calafat
Guadalajara
Cotos
Cercedilla
dina C.
Colmenar Teruel
Viejo Guadalajara-Yebes Tortosa
Camb. Chamartn
Fuentes de Ooro M.P.Po M.At.Cercanas
M.Pta.Atocha Cambiador Atocha
Plasencia Humanes Cuenca
Aranjuez Castell
Bif. La Sagra
Toledo Sagunt
km 428,5 Cceres
(Frontera)
Valencia Valencia
Algodor
Alcntara Alczar S.J. Valencia S.Isidre TIPOLOG
TIPOLOGA DE LA
Nord
Silla
C.Real Manzanares
Mrida Xtiva ELECTRIFICACI
ELECTRIFICACIN
Badajoz Bif. Poblete C.Real- Bif. L'Alcudia Cullera
Aljucn Miguelturra MAP 9
S.C.Mudela Albacete Bif. Vallada
Almorchn Puertollano Ganda
Chinchilla Catenaria Compensada
a
P.Refinera R.
Jerez de los La Encina Alcoi nte Catenaria No
ole
V ice TYPES OF
lc
Caballeros Zafra Va d S . Compensada
.A
ollan
o Catenaria Alta Velocidad
ELECTRIFICATION
mb
Ca
Crdoba Linares-Baeza
Compensated Catenary
Murcia
Murcia C.
Cambiador Cargas Uncompensated Catenary

Los Rosales Lora Crdoba El Reguern
VAS High Speed Catenary
Jan
il-Herre
Sevilla S.J. P.Gen a Moreda ELECTRIFICADAS
er guilas ELECTRIFIED LINES
La Roda A. qu
Bif. Utrera te n a Va Doble Electrificada a 3Kv
Huelva Huelva An a A
Trmino Cargas Utrera Fte. Piedra Huneja-Dolar Va Doble No Electrificada
Double Track Electrified at 3 Kv
St
Bobadilla Granada Va nica Electrificada
Cambiador Double Non Electrified
a 3KvTrack
ANNEXES
Jerez F. Antequera Va nica No Electrificada

Almera
Single Track Electrified at 3 Kv
Las Aletas Mlaga- M.Zambrano Va Doble Electrificada a 25Kv 50Hz
Cortadura Fuengirola Mlaga-C.A. Single
Va nica Non Electrified
Electrificada a 25KvTrack
Cdiz 50Hz Double Track Electrified at 25 Kv 50 Hz
Va nica Electrificada
Single a 1,5Kv
Track Electrified at 25 Kv 50 Hz
Algeciras Single Track Electrified at 1.5 Kv
January, 2009
Enero 2009
181
182
Ferrol
San Juan de Nieva Gijn Cercanas - 202 mts.
Cambiador
A Corua Santander
Betanzos I. Oviedo Santurtzi S.Sebastin MAPA 10
Bif. Tudela Vegun
Tudela
Rio Tourio Vegun
Mskiz
Guitiriz - 150 mts. Pola Lena Desertu B. Irn
290 Bilbao Int. 325
Santiago Lugo Abando Ind. P.
300 Altsasu Canfranc
Toral de 450 325
310 230
290 los Vados s La Tour Cambiador
Monforte 290 Len rgo Pamplona Portbou Cerbre
Pontevedra Miranda de Carol
Torneros Bu a
s Vitoria
Cambiador
Redondela
Barco V. Ro Lima
300 Ourense 230 mts. Logroo 325 Cerbre
Vigo Guixar Astorga R.Bernesga 450 de
Huesca
Bif. Ha Portbou
Rub ro
ena 27 Portbou 425 mts.
rag .
Guillarei 420 da Villafria 5 m 350 Cambiador
C
Vigo Puebla de S. - 248 mts. ts 400 Vic Ancho UIC
Za amb
300 r an Huesca
Palencia f.A 350 Girona
Bi
Granll.Cent.
Valena Magaz Castejn 325 Manresa .

Tardienta
Casetas oza
300 Va Bif. Magaz 425 350 Maanet-M.
C.I.M.
do Minho V. Baos Lleida P.
Zaragoza
lla Cambiador 350 Moll.
Miraflores
do Soria Bif.Les Torres C. Castellbisbal M.
Zamora lid 420 Plas. Jaln 400 Bif.
Aranda D.-
Ro
da 400 Arenys M.
Camb. Valladolid
la
Camb. Valdestillas Montecillo 400 La Cartuja 350 Roda Barcelona
ic
300 Plana P.
R
Medina C.
400 Sego
Guio ia v 460 Bif.Teruel
350
C.
Olm mar 350 Const.
a
edo 425 400 350 S.V. Calders
Plaza
300 AV Mora Reus
400 Torralba Camp Tarragona
Zaragoza
Segovia
edin
Salamanca 420 Tarragona
M
460 L'Aldea 350
Guadalajara
Cotos 400
Cb.
Cercedilla
Camb. Chamartn
Calatayud
Colmenar Teruel
300 Viejo 460 Guadalajara-Yebes Tortosa
420
Vilar Formoso vila Villalba G. M.Chamartn 350
M.Pta.Atocha
Humanes Cuenca Benicassim 250 mts.
410 Aranjuez Castell
La Sagra Vila Real 279 mts.
410 Bif.
Mirabel Castillejo Aover Quart de P. Sagunt
410 Toledo
km 428,5 Cceres
(Frontera) 460 350
Valencia
400
Algodor
Alcntara Alczar S.J. Valencia S.Isidre Valencia Nord
C.Real- Silla
Miguelturra 300
420 C.Real Manzanares
Mrida 420 Bif Xtiva
Badajoz . Po blete Cullera
Pu 420 Bif. L'Alcudia
Aljucn erto llano
400 S.C.Mudela Albacete Bif. Vallada
Almorchn Ganda
lea
Chinchilla 300 .
Jerez de los P.Refinera Pozo Caada Alcoi nte R
Caballeros Zafra 400 460 199 mts. 300 ice
S.V
La Encina
Mirabueno Espely 250 Alacant T.
Camb.Alco
Linares-Baeza
Crdoba 310
400
* Murcia LONGITUD
Murcia C.
Cambiador Cargas
320 Crdoba 200
Los Rosales Lora El Reguern MAP 10
Majarab. Est. Camb. 245 Jan
Escombreras
MXIMA
Majarabique
400
era Cartagena
Sevilla S.J. il-Herr Moreda
P.Gen ra guilas
TRENES
DE LOSMAXIMUM
La Roda A.
e
Bif. Utrera qu 270 200
Huelva Huelva te n a
Trmino Cargas Utrera Fte. Piedra
An a A
St 270 Huneja-Dolar PASSENGER
DE VIAJEROS
Bobadilla Granada METROS
400 C. Antequera TRAIN
300 386 245
Mlaga- M.Zambrano Almera LENGTHS
Fuengirola Mlaga-C.A.
Cdiz
metrEs
Algeciras
January, 2009
Enero 2009
Ferrol
* Neda 243 mts. Cambiador
A Corua Santander
* Betanzos 256 mts. Oviedo Santurtzi S.Sebastin MAPA 11
Betanzos I. Bif. Tudela Vegun
Tudela
Rio Tourio 450 Mskiz
450 Pola Lena Vegun Desertu B. Irn
500 Bilbao Int. 450
Santiago 500 Abando Ind. P.
Lugo 400 450 Altsasu 500
500 500 450 Canfranc
320 450 Toral de 450
350 los Vados 500 500 Cambiador
500 Pamplona La Tour
400 450 Len s 450 Miranda de Carol Portbou Cerbre
Pontevedra 450 500 Torneros r go Vitoria 300
Redondela Monforte u 500 Cambiador
a
B a 450 300
s Cerbre
oz
Vigo Guixar 400 Ourense Astorga 450 Bif.
500
Ro Lima Rub 450 500 Huesca Portbou
450 Cambiador
R.Ber
de ena
rag .
450 a Villafria 500 Portbou 425 mts.
C
Vigo Guillarei nd Logroo Huesca Vic
Za amb
450 Puebla de S. 520 r a 450 Ancho UIC
nesga
500 Palencia f.A 450 500 500 Girona
Bi
Granll.Cent.
Valena Magaz 420 Castejn 500 550 350 Manresa .
Tardienta
Casetas
Va Bif. Magaz Maanet-M.
C.I.M.
do Minho 450 V. Baos 530 500 Lleida P. 350
Zaragoza
lla Cambiador M. Moll.
Miraflores
500 Cb do 450 Soria Plas. Jaln 550 Bif.Les Torres
.M lid
520 Aranda D.- Castellbisbal Bif. Arenys M.
ed
ina Camb. Valladolid Montecillo 500 C. Roda
Barcelona
Ri
Zamora C. Camb. Valdestillas La Cartuja 550 Roda
Plana P. 450
Medina C. S eg 460 500 Bif.Teruel 550
Olm Guio ovia 500 525 Fe 450 450 Const.
500 edo mar 420 r r 500 S.V. Calders
Plaza
AV 530 Ca eru Mora 500 Reus
600 Camp Tarragona
Torralba
Zaragoza cla
450 Segovia lam ela
Salamanca 460 oc 3 450 Tarragona
520 500 340 ha 73 L'Aldea Autos Valladolid Tarragona
500
Guadalajara
Cotos 440
Camb. Chamartn
4 mt
Cercedilla
Calatayud
330 2 s . La Llagosta: Autorizados 514 mts.
500 Colmenar 460 Teruel
4m
600 400 Viejo 500 Guadalajara-Yebes ts. Tortosa
450 475
520 340 550
Fuentes de Ooro M.P.Po 440
M.At.Cercanas A.Chivert 435 mts.
M.Pta.Atocha Cambiador Atocha Benicassim 380 mts.
Plasencia Humanes Cuenca Caudiel
Monfrage Les Palmes 424 mts.
Bif. Plasencia 500 V.Yuncler
Aranjuez Castell 380 mts.
500 520 300
Bif. La Sagra
520 Mirabel Castillejo Aover Quart de P. 440 Sagunt
Toledo
km 428,5 500 460 475
(Frontera) Cceres 550
Valencia 520 500 Alczar S.J.
Algodor
Alcntara 408 Valencia S.Isidre Valencia Nord
C.Real- 480 480
400 Miguelturra 510 408 Silla
400 C.Real Manzanares 480
460 Mrida Bif. Poble 400 Xtiva
Badajoz 460 te Cullera
Puertollano 460 Bif. L'Alcudia
Aljucn
Almorchn Ganda
408
lea
Chinchilla Alcoi
480
Jerez de los P.Refinera 480 Villena 343 mts.
Caballeros Zafra 510 Elda-P. 354 mts.
320 360 Novelda 332 mts.
Guadalcanal 480 480
La Encina
400 350 mts.Mirabueno Espely Alacant T.

400
Camb.Alco
450 500 Linares-Baeza Blanca A. Sant Gabriel
450 Pedroso Crdoba 394 mts. 250mts.
325mts. 570 350 MAP 11
Murcia C.
Valdelamusa 393 mts. Murcia 350 LONGITUD

Almonaster 253 mts. Vva.Ro 550 Cambiador Cargas
360 mts. 400
Jabugo 293 mts. Lora 600 Crdoba 450 El Reguern
Los Rosales 320 MAXIMUM
MXIMA
Cambiador 450 Jan 480
Majarab. Est. 500 Escombreras
400 Majarabique ra
450 e n il-Herre Cartagena FREIGHT TRAIN
440 Sevilla S.J. P.G Moreda
500 Dos Hermanas ra guilas
DE LOS TRENES
q ue
La Roda A.
Huelva Huelva Bif. Utrera te n a 400 LENGTHS
Utrera An a A 360 450 Huneja-Dolar
Trmino Cargas Fte. Piedra St DE MERCANC
MERCANCAS
400 Granada
Ronda Bobadilla Gador 320 mts.
ANNEXES
400 400 mts. 450 Cambiador Antequera

450 500 Mlaga- M.Zambrano Almera LONGITUD BSICABASIC LENGTH
LONGITUD CONDICIONADA
Fuengirola Mlaga-C.A. CONDITIONAL
Cdiz 450
500 LENGTH
Algeciras
January, 2009
Enero 2009
183
184
Ferrol
A Corua Cambiador BEM
Uxes BLAUctc Lugo de Llan. Villabona Ast. Santander Hendaya
BABctc Oviedo BAUctc Hendaya
Santurtzi S.Sebastin MAPA 12
Boedo Betanzos I. Bif. Tudela Veguin
Tudela BABctc Mskiz
Rio Tourio BAUctc Vegun BAUctc BAUctc Desertu B. Irn
BABctc Pola Lena BEM
BABctc Bilbao Int. Tolosa
Santiago BLAUctc Lugo BAUctc Ab. Ind. P. Altsasu
Angeira Mataporquera Ordua Canfranc
BAUctc La Robla BABctc BAUctc
BABctc Villag.
BAUctc BEM BEM
Monforte BABctc BAU La Tour Cambiador
BAUctc BAU Miranda Pamplona
C.
Pontevedra Faxil de Carol Portbou Cerbre
Len s a Vitoria BAU
de
za
Redondela BAUctc Torneros rgo Lim B BT Cambiador
n
BAUctc BAUctc BT BAU
BAUctc BABctc Ay
zo
Vigo Guixar Ourense Astorga Bu a de
s Bif. AU e a Cerbre
r
Rub rbe Huesca c erd
on
tc Ro e n C. ig Portbou
R.Ber
V a u Vic
es
M
a Logroo
Za
Vigo Bc d illa BLAU BLAU
all
Guillarei n f r Huesca BAD

V
BAUctc Puebla de S. BT BA ra ia BAUctc ctc BAUctc ctc
C.
rs
BABctc Tui . A BLAU BAUctc BAD

BT
nesga
Girona
na
Palencia BAB Bif BABctc ctc ctc

Lli
Granll.Cent.
Valena BAB Magaz BAUctc Castejn BLAUctc Manresa .
Tardienta
Casetas ago
BLAUctc Bif. Magaz BAB Maanet-M.
C.I.M.
Terrassa
Lleida P.
do Minho Corc BAUctc
Zaragoza
os-A BABctc
V. Baos Soria s BABctc M. Moll. BLAUctc
Za BA guil.
B ct BAD fl o re Bif.Les Torres Castellbisbal Bif.
m c lid Aranda D.- C.Plas. J. Mira P. Arenys M.
or Po BSL
za
Camb. Vallado Montecillo na da BABctc
a lde BT BAU BSL Pla C.
RoBSL
z Valladolidtillas BSL Barcelona
cla
BLAUctc des ctc BAUctc BSL
BAUctc
Ri
Medina C.
Camb. Val Se
BS gov BADctc Cu
arte BAUctc Ro BABctc
Olm L Gu Ariza BSL H.
Const. da S.V. Calders
BLAUctc edo iom ia
ar Villareal
Plaza
AV Caspe
Torralba
Bif.Teruel
BLADctc yud Mora Reus BAD Camp Tarragona
Zaragoza
Segovia BS
L lata BT Tarragona
Salamanca
Cb. Med
La Cartuja
BAUctc BT Ca Caminreal L'Aldea BAUctc
BAD BSL BLAU
Guadalajara
BLAUctc Cotos S. Eulalia C. BAUctc Bif.Calafat
Cercedilla
tc
ina C.
BAU Colmenar Teruel BT
Bc
BLAUctc ctc Viejo Tortosa BABctc
ctc
Guadalajara-Yebes
BA Camb. Chamartn
BT BSL
AU
BAB
Vilar Formoso vila ctc Villalba G. M.Chamartn
BL
M.Pta.Atocha BABctc
BADctc
Herradn
Plasencia Humanes
tc
BLAU Illescas C. Atocha BT Cuenca
BLAU
Monfrague-Aguja BT
Uc ella
V.Yuncler Castell
BT
Km 4,4
Aranjuez
BA stiv
BT La Sagra BAD
Monfrage BADctc BT Moncfar
Mira
be l BCA Castillejo Aover Quart de P. BAU BAB
ctc
BT Toledo Sagunt
km 428,5 BADctc BAU BAB
(Frontera) Cceres BAB ctc ctc BABctc
Valencia
BAUctc
BCA Villarrobledo Buol Valencia Nord
Algodor
Alcntara Alczar S.J. Valencia S.Is
idre BABctc MAP 12
BT C.Real- BAD
Villanueva BADctc Silla
BLAU C.Real Miguelturra BADctc
BAUctc ctc Serena BAUctc Manzanares La Roda Alb. Xtiva
Badajoz BT Bif. Poblete BAUctc Bif. L'Alcudia BAD Cullera BLOCK SYSTEMS
BT Caada C. BABctc
Aljucn BAUctc BLAUctc ctc BAUctc
Mrida S.C.Mudela Albacete BAB Bif. Vallada
Almorchn BAD BT Ganda
Puertollano BAUctc BAB BSL
BLAUctc Chinchilla ctc
BT P.Refinera Alcoi e R.
lea
Jerez de los BAUctc ent
ic
BCA
BCA BAUctc
lco
ollan BLOQUEOS BEM
b. A
o
Alamnsa
BLAU
m
La Encina
Mirabueno Espely BABctc Alacant T.

BAUctc
Ca
Crdoba Linares-Baeza BAUctc BSL BAU
BT BT BCA BAUctc
BAUctc Murcia Murcia C. BCA
C. Crdoba Cargas BAD
ctc Valchilln BLAUctc BAUctc Beniel
BAU BEM
Los Rosales Lora e BLAUctc CCR B El Reguern BAUctc
BABctc b iqu Torres C. Lorca S. BA BTc BT BAU
r a Jan ct
Majarab. Est. aja AU Escombreras
BEM BAD BADctc
BCA
Camas C.M e rr era BL Cartagena
BT enil-H tc Moreda BT BAUctc
Sevilla S.J. La R BAB
BLAU BAUctc
oda P.G uera Uc guilas
ctc BT A.
n teq a BA BAUctc BADctc
Bif. A n r a
Huelva Huelva Utrera A ue BAUctc BABctc
Trmino Cargas Arahal Sta Anteq Huneja-Dolar BAB
BAUctc Fte. Piedra C .
Utrera
La Palma C..
Bobadilla Granada BAUctc BABctc ccr
BCA BT
BABctc BT c CCR
Jerez F. BAUct BLAU
BAUctc Las Aletas Mlaga- M.Zambrano Almera BLAU
BABctc Cortadura Fuengirola Mlaga-C.A. BLAUctc
BAUctc BLAUctc
Cdiz
BT BLADctc BLADctc
BT
Algeciras BT
January,
Enero 20092009
Ferrol
A Corua Santander Hendaya Hendaya
Lugo de Llan. Villabona Ast.
Tudela Mskiz
Rio Tourio Vegun Desertu B. Irn
Pola Lena
Bilbao Int.
Ordua Canfranc
Toral de La Robla
Villag.
Faxil Pamplona Cerbre
Pontevedra Len Vitoria de Carol Portbou
s a Miranda Cambiador
Redondela Monforte Torneros rgo Lim
Vigo Guixar Ourense Astorga Bu a de
s Bif.
Rub
Cerbre
Ro Huesca Portbou
oz
ena
R.Ber
a Cambiador
Guillarei nd Villafria
Logroo Huesca Vic
Puebla de S.
rag .
Vigo Tui ra
C
Palencia Girona
nesga
Za amb
i f.A
Castejn
Granll.Cent.
Valena Magaz B Manresa .

Tardienta
Casetas a
Bif. Magaz Maanet-M.
Lleida P.
C.I.M.
do Minho
Zaragoza
V. Baos res Moll.
Soria Cambiador Castellb M.
Zamora aflo Bif.Les Torres isbal Bif.
Camb. Valladolid Aranda D.- Plasen. Jaln Mir Camb. Roda Arenys M.
Valladolid
Camb. Valdestillas Montecillo La Cartuja Roda Barcelona
Ricla
Medina C. Seg Coscurita
Olm Guio ovia Const. S.V. Calders
edo mar yu d
AV Mora Reus
lata
Torralba
Camp Tarragona
Cb. Me
Segovia Ca
Plaza
Salamanca Tarragona
Bif.Teruel
Zaragoza
L'Aldea Bif.Calafat
Guadalajara
Cotos
Camb. Chamartn
Cercedilla
dina C.
Colmenar Teruel Tortosa
Viejo Guadalajara-Yebes

Fuentes de Ooro M.P.Po
M.Pta.Atocha M.At.Cercanas
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Bif. Plasencia V.Yuncler Caudiel
Aranjuez Castell
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Bif. Monfrage
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km 428,5 Toledo
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ANNEXES
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Las Aletas Mlaga- M.Zambrano Almera
Fuengirola Mlaga-C.A.
TREN TIERRA
TREN TIERRA
Cortadura
Cdiz TREN TIERRA Y ASFA
GSMR TREN TIERRA Y ASFA
Algeciras GSMR
January, 2009
Enero 2009
185
186
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km 428,5 Cceres
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Cambiador Cargas CAMBIADORES
Los Rosales Crdoba El Reguern
Majarab. Est.
Jan
Escombreras
AND CHANGERS
Cambiador
Majarabique era Ancho de Va Ibrico (1,668 mm)
il-Herr Cartagena
P.Gen Moreda Iberian Track Gauge (1,668 mm)
Sevilla S.J. ra guilas
La Roda A. q ue Ancho de Va Europeo (1,435 mm)
Bif. Utrera te n a European Track Gauge (1,435 mm)
Huelva Huelva An a A
Trmino Cargas Utrera Fte. Piedra t
S AnchoMetric Mtrico
de VaTrack (1,000 mm)
Bobadilla Granada Gauge (1,000 mm)
Cambiador Antequera
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Cambiador Gauge
de Ancho Changer
Tipo Talgo
Mlaga- M.Zambrano Almera
Fuengirola Mlaga-C.A. CAF Type Gauge Changer
Cdiz Cambiador de Ancho Tipo CAF
Transfesa Type Axle Gauge Changer
Algeciras
Cambiador
(freight)de Ejes Tipo Transfesa
January, 2009 (mercancas)
Enero 2009
NETWORK STATEMENT
2009
UPDATE
2009
NETWORK STATEMENT
UPDATE
GOBIERNO MINISTERIO
DE ESPAA DE FOMENTO
www.adif.es

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NETWORK STATEMENT

T his book may not be reproduced in whole or in a part without

Legal Deposit: M-13918-2009

Design & printing: ARTEGRAF, S. A.

NETWORK STATEMENT 2009 UPDATE ADIF

6.1. CHARGING PRINCIPLES

NETWORK STATEMENT 2009 UPDATE ADIF

A. Main Rail Industry Bodies

B. General State Administration ADIF Framework Agreement

C. Inclusion Of New Assets On The ADIF Managed Network

D. Additional, Supplementary and Ancillary Services

E. Updating Fees And Charges

G. New 2009 Service Timetable

H. Updated Railway and Technical Regulations And Guidelines

I. Other Items of Interest

NETWORK STATEMENT 2009 UPDATE ADIF

1.1.1 RAIL INDUSTRY ORGANISATION IN SPAIN:

A. MINISTRY OF PUBLIC WORKS

Directorate General of Railways

Preparation, monitoring, supervision and inspection of operational planning of railway infrastructure

NETWORK STATEMENT 2009 UPDATE ADIF

Comit de Regulacin Ferroviaria (Railway Regulatory Committee) - Paseo de la Castellana

Railway Traffic Safety Advisory Committee.

This Committee has the following tasks:

NETWORK STATEMENT 2009 UPDATE ADIF

It has the following powers in investigating railway accidents:

Committee for Coordinating the Transport of Dangerous Goods

The head office is located at Sor ngela de la Cruz 3. 28020 Madrid.

NETWORK STATEMENT 2009 UPDATE ADIF

ADIF Challenges and Commitments

ADIF Organisation Chart and Staff

NETWORK STATEMENT 2009 UPDATE ADIF

Safety, HR and Organisation

Economic, Financial and Controlling

High Speed Major Projects Infrastructure Development Infrastructure Operations

Number of Employees at 31 December 2008: 13,872

TRANSFESA (Transportes Ferroviarios Especiales S.A.)

CONTINENTAL RAIL S.A.

ACCIONA RAIL SERVICES S.A.

COMSA RAIL TRANSPORT S.A.

NETWORK STATEMENT 2009 UPDATE ADIF

1.2. OBJECTIVES OF THE NETWORK STATEMENT

1.2.1. ADIF MANAGED NETWORK

By virtue of that laid down in the fourth additional provision of RD 2395/2004 of 30

NETWORK STATEMENT 2009 UPDATE ADIF

These investments refer to:

NETWORK LENGTH (Km) 13,383

High Speed Network (International Gauge) 1,589

Conventional Network (Iberian Gauge) 11,755

Mixed Network (Iberian - International Gauge) 21

Narrow Gauge Network (Metric Gauge) 18

Single Electrified Track 3,615

Non Electrified Single Track 5,191

Double Electrified Track 4,503

Double Non Electrified Track 74

With CTC 8,000

With ACBS 719

With WBS 930

With ERTMS Level 1 1,069

NETWORK STATEMENT 2009 UPDATE ADIF

With GSMR System 1,603

With ASFA System 10,615

Speed equal to or over 250 km/h 1,247

T his book may not be reproduced in whole or in a part without

B. General State Administration ADIF Framework Agreement

1.1.1 RAIL INDUSTRY ORGANISATION IN SPAIN:

Preparation, monitoring, supervision and inspection of operational planning of railway infrastructure

Committee for Coordinating the Transport of Dangerous Goods

Supplying all the information required

Handling requests for international

P rovide full train path offers on

RENFE General Operating Regulation.