Spain has a new high speed railway (HSR) network that appears to be a huge success, according to the Guardian:
Last year’s drop in air travel, which was also helped by new high-speed lines from Madrid to Valladolid, Segovia and Malaga, marks the beginning of what experts say is a revolution in Spanish travel habits.
In a country where big cities are often more than 500km (300 miles) apart, air travel has ruled supreme for more than 10 years. A year ago aircraft carried 72% of the 4.8 million long-distance passengers who travelled by air or rail. The figure is now down to 60%.
“The numbers will be equal within two years,” said Josep Valls, a professor at the ESADE business school in Barcelona.
Two routes, from Barcelona to Malaga and Seville, opened last week. Lines are also being built to link Madrid with Valencia, Alicante, the Basque country and Galicia. The government has promised to lay 10,000km of high-speed track by 2020 to ensure that 90% of Spaniards live within 30 miles of a station. The prime minister, José Luis Rodríguez Zapatero, boasts it will be Europe’s most extensive high-speed network.
While I’m always skeptical of HSR advocates’ larger-than-life claims, the Spanish system may be in a good position to permanently claim a big share of the short-haul air passenger market. The situation works to the strengths of HSR: relatively dense population corridors, short-to-medium length journeys, and government subsidy of construction costs.
HSR cannot be run on the same tracks as regular freight trains and commuter passenger trains: the signalling, degree of curvature of track, and speed differential between the HSR and ordinary trains creates too many risks. HSR must have its own right of way, which pretty much always means that governments must get involved to condemn existing properties and expropriate them for the benefit of the railway.
That HSR is, or may become, a success in densely populated European countries does not make the case for North American HSR efforts, as I’ve posted a few times before.
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