If there is a date that all train fans know too well, that is 1 January 1985 . Not surprisingly, that day was the highest settlement lines in the history of our railroad. But knowing what happened that year and know that soon after the bird come to Seville (with what that meant), does not mean that we all know what happened in between . At least I did not know. And after discovering almost by accident I think is really very interesting.
The following is an excerpt from the article on the Ferropedia Rail Plan :
And all this economic effort has only served to have a network of bird of which only one group of people can really benefit. The question is why?
The following is an excerpt from the article on the Ferropedia Rail Plan :
Despite the closures, the deficit in 1985 was Renfe 203.665 million pesetas, an amount four times greater than investment rail of that year. In this context, the minister, Abel Caballero presented the November 19, 1986 an increase of Railway Transport Plan (TFP) as an investment to break with the goal of "modernizing rail transport, improving quality and profitable services Renfe. The plan was to invest 2.1 billion pesetas for the period 1987-2000.As well the text indicates, things to come, it would seem little to the provisions of the PTF .
The proposed plan focus investment in the busiest lines, to enhance intermodal transport and commuter services. The plan called for several actions to be run at 200 km / h in double track on the triangle Madrid-Valencia-Barcelona and Madrid-Ciudad Real, Sevilla, Madrid-Vitoria-Alsasua and Valladolid-León. It rejects "definitely" the possibility of adopting the international gauge "to remedy this deficiency and close to both Europe, extend the axis changes stations and connections to the seaports." For 2000, passenger traffic in the long run should be increased by 74%, transportation 59.5% goods and services nearby 40%. At that time not yet speak or speed of 300 km / h (490 km in variant must allow 250 km / h), or of exclusive lanes for passengers.
The PTF that is not made in large part, was not only due to lack of investment. In fact, until 2000, it invested 2.03 billion pesetas in 1987, a figure close to 2.1 billion provided by the PTF. The triggering event was a strong concentration of investment due to the decision of the Council of Ministers on 9 December 1988 to build lavs and they were in wide UIC as the first way to a widespread change across the network in Spain. Thus, the NAFA was envisaged as a mixed route for passengers and goods was integrated into a passenger-only LAV Madrid-Sevilla UIC gauge which was completed in 1992. The concentration of investment following later in the other lavs exclusively for passenger traffic, with a philosophy very different from the PTF.Compared with the scenario painted the PTF, the current situation is bleak. To have a bit trains faster, costs have soared to infinity (each line of bird that would be built to pay for the renovation of nearly all the conventional network and yesterday saw and Development plans to spend 200 million Ave euros in 55 seconds-saving trip, 3,500,000 euros the second), services to small towns are dying, freight traffic is absent and we have gone from having only width changers on the border with France to meet the country of them.
The long distance traffic and goods rose no "74% and 59.9% until 2000, but down 4% for long distance (including the TGV) and 1% for freight.
And all this economic effort has only served to have a network of bird of which only one group of people can really benefit. The question is why?
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