25 years of high speed

In 1986 a project for the first high-speed line in Spain begins, after some transformations, it became into the Madrid-Seville line, and begins to define the Rail Transport Plan with future in the year 2000, approved in 1987 and  includying the incorporation of high speed to the Spanish rail network.   In 1980 the pilot plant of the first Continuous Automatic Control System for Trains for High Density Lines, LZB, and prototype by Marconi Española ITT in the Atocha-Chamartín-Pinar de las Rozas route starts.   The installation of TRICON-E geographic interlocks continues at various stations in the network, with the latest technology contracts (in total more than 300) and the installation of electronic interlocks at the end of the decade with the first contract for the station of Madrid-Atocha (Cercanías and Largo Recorrido). In new products, apart from ENCE L90 electronic interlocks, level crossing protection systems are developed with automatic semi-barriers, high frequency track circuits and electronic axes counters are being installed. In 1986, SEL acquire the signposting division of the Spanish Marconi ITT founded the Signalling SEL company. Adjudicate in 1988 the first contract of high speed, with the result of the German Hispanic Consortium in which SEL Signage part was awarded the signalling project. The pre-projects of other high-speed axes such as the Madrid-Barcelona were already outlined with dates of entry into service between 1994 and 1995.  

What is the role of Thales in the development of the Spanish railway?

I couldn’t imagine the Spanish railway transport industry without Thales. We have been working for 65 years in Spain and we have been privileged actors in the development of the Spanish railway transportation in one of the best railways that exists worldwide. We have always been known because of our close relationships with the clients and in this sense we’ve been planning our investment. We’ve been pioneer in the introduction of new technologies in the transportation sector. On April 1992, when the  Madrid-Seville railway line begins, we were the first ones installing a signalling system based on electronic technology for a high speed railway. Since that moment, we have been the first ones in the introduction of different equipment’s and systems for the signalling and train control. Thanks to the investment did it for the administration to Spain in this sector, we could develop technological capabilities that allow us to start in international industries, accessing to countries, such as, Turkey, Egipt, Morocco, Argelia and Mexico.
The Spanish railway industry was the first on facing the great high speed challenge and the risk that supposed has been the first ones in the implementation of new technologies, which involve important I+D investments that create products and capabilities in Spanish companies like ours.
 

Obviously, there is an evolution focused on the digitalization and services through new technologies to continue improving the offer for users. Additionally, Thales is one of the cybersecurity leadership’s worldwide, and due to that, we believe the railway sector also needs the introduction to these technologies. We hope cybersecurity will become an additional element that Thales can provide to our railway sector clients.

There are new competitors that bring new technologies. It is Thales ready to face this challenge?

Technological development is constantly and fortunately unstoppable. However, there are technologies in a very long term and this requires a lot of investment. We are still working to continue in technological developments forefront applied to the rail transport industry. The railway sector is going to progress towards the elimination of the elements in the ground, we will choose for the removal of an important number of elements in the fields. ¿For what do we need elements in the track that supply information if  we have the chance of obtain them through another alternatives ways with the same security level? The use of new technologies, such as, satellites, would allow us to put in the ground just the essential equipment. Everything else will be smart intelligence on board the trains.  We are talking about a very conservative sector in which it will be difficult to introduce any change; there is a security component that is non-available and priority, which makes every introduced change should have been validated broadly and in advance.

 

Demographic changes are forcing governments to rethink transport management policies towards more sustainable models. What role does the train has in these changes?
The train is an integrative shaft of society. Users and governments are getting places for an intermodal transport, which makes from it a headstone. It arrives to the heart of urban cores, a thing that, for example, airports cannot afford. The user value connectivity between long, neighbourhood or urban transport (underground and buses). It has a lot of advantages versus another ways of transport. We are also making an effort in the energetic efficiency, under the catchword of been the green transport of the future. The railway infrastructure represents a cost, but in comparison with another systems could demonstrate it profitability and be a sustainable way. It is actually been. Also, is one of the safeties ones.

How will be the train of the future?
 The train is future; it will need to be smarter. For example, they are making cuts in the infrastructure costs. There are automatic conduction systems that will exterminate the actual ones, for instance, signalling cases or engine driver guide. They are actually working in the underground, but yet not in all of the railway transport system in long distances but we are progressing. Currently, exist developments with a very superior intelligent that support the driver and norms engine, becoming in a most efficient way to travel. On the other hand, industry will has to work to offer more services to the user. I am referring to ancillary services, such as video surveillance, cybersecurity, information to passengers, etc. There are areas in which it will be necessary to continue advancing because the traveler will be more demanding. Operators should also make an effort to improve user support.