would demand in these occasions costly works of infrastructure –
tunnels and viaducts-, that only would be justified in cases of big
trafics that were amortizing these works.
That way it was chosen and there continues being chosen for options
more economic that they include more pronounced slopes, tunnels and
short viaducts and small radiuses of curve. It increases the virtual
length of this line.
An example of
this major virtual length we have precisely in direct Madrid -
Burgos, that in spite of being 90 km more shortly than that of
Valladolid, his conditions of tracing and of exploitation annul in
the practice this difference.
With these
circumstances the question exists of why 30 years after his
inauguration scarcely it is used. This question is answered along
the book by a detailed study of the information relative to the
genesis of the line, the projects that preceded it, the different
stages of his construction, the characteristics of the tracing, the
fixed facilities, the historical vicissitudes for which it crossed,
the enumeration and situation of the works of factory, the
enumeration of all the trains that have given service, that of the
material and other interesting information to the reader.
This way, the
origins are projects of ends of the 19th century, some of which were
including the construction of this railroad in narrow rail, due to
the shortage of resources of the building firms, but the original
project was formulated in the Railroad plan of Urgent Construction
of the year 1926, with the dictatorship of Cousin of Bank.
Later in the
second republic one gave slightly more of importance to the adequacy
of the rest of the network that to the "direct" railroads in
construction, and in the civil war existed
stops in the works and big damages in the already constructed
facilities. The pro-Franco dictatorship favored also the
continuation of the works of this type of railroads and in addition
the works of the tunnel Atocha – Chamartín, the “pipe of the laugh
”, and the links of Madrid that with influence in the direct
one also treat each other in the book.
Once put in
march, the line demonstrated his mistakes of exposition, since they
were the design of the tracing for the locomotives of his epoch, of
steam, which was translated in an excessive hardness of the line,
increase of the tour and absence of straight important sections.
The beginning
of the line is in zones of great urban development expansion, and
unfold and electrification of a part of the distance has allowed the
implantation of an effective service of surroundings up to Three
Singings at the moment. In addition it departs from the tracing it
will be used for the high-speed train to Valladolid in his voyage by
the saw.
Several
failures of the line have been the evil exposition of the tunnel
that Somosierra had to cross, the
distant situation of the stations with regard to the centers of
population, the situation of two stations separated in Aranda de
Duero instead of common one with the Valladolid -
Ariza and the telescopic tunnels in
the accesses of Madrid that limit new projects.
Definitively, a
railroad with a long delivery room and with a few not fulfilled
illusions that for his own constitution they will provoke in the
future that they will do that the first 30 years of the railroad
might be his last 30.
