sábado, 19 de octubre de 2019

Ferrocarril Suburbano de Carabanchel

El Ferrocarril Suburbano de Carabanchel era el nombre que recibía la línea Plaza de España-Carabanchel, línea empezada a construir por el Ayuntamiento de Madrid y terminada por el Ministerio de Obras Públicas y entregada para su explotación a la "Explotación de Ferrocarriles por el Estado, EFE" que posteriormente paso a ser "FEVE", siendo inaugurada en 1961. Estas entidades, en virtud de la Ley de los Transportes Urbanos de Madrid (1956), que establecía una gestión única de la líneas de metro de la capital, concertó con la Compañía Metropolitano de Madrid la explotación de línea, si bien todas las inversiones seguirían estando a cargo del MOP y de EFE-FEVE. En 1976, como motivo de la inauguración de la línea de Renfe Aluche-Móstoles la línea fue recortada hasta este último punto, mientras que en 1981 fue ampliada hasta Alonso Martínez. Finalmente, en virtud del Decreto de Intervención de la Compañía Metropolitano de Madrid (1978), y la posterior Ley sobre el Metro de Madrid (1979), el Ferrocarril Suburbano de Carabanchel paso a integrarse en el metro de Madrid como línea 10, dejando de ser de FEVE. De ahí que todo el material móvil fuese contratado primero por el Ministerio de Obras Públicas y posteriormente por FEVE hasta los años 80. Lago 26 de julio de 1974. Foto Werner Hardmeier

3 comentarios:

  1. Me acuerdo de que cuando lo inauguraron iba literalmente hasta los topes, no recuerdo haber visto jamás una línea tan saturada de viajeros. No sé cuántos vagones había en cada tren, pero desde luego ni mucho menos los seis actuales, más bién serían solo tres o cuatro. Aunque hay que reconocer que alivió muchísimo la comunicación con Carabanchel Bajo.

  2. Please allow me to comment in my language. I have not used Spanish for a very long time, and though I can still read it, I am not sure of writing it correctly. Mister Alcorta is right, the train was usually composed of three cars. It did not fill the complete length of the platform, there were markers on the ground indicating to passengers the approximate limits where the train would stop. I am going to offer a brief review of all the stations, their connections for commuting to other forms of transport, and the areas that they served.

    This information is given as I remember it, for I lived in the capital of Spain in those years. I request the understanding of the readers of Ferro Trans Madrid if I miss important details, or if I make some mistake. My memory tends to be powerful, but this is something that I knew MANY years ago, and I have not had further contact with it since then. Most of the information is probably correct, but I am not totally sure.

    The line 'Ferrocarril Suburbano' had different cars from the other underground lines in Madrid, and it was the only line running on the surface or elevated above ground level, for most of its length. It had no number, while most of the other lines were numbered. If I remember correctly, numbers and terminal stations were:

    -Line One: Plaza de Castilla - Portazgo
    -Line Two: Cuatro Caminos - Ventas
    -Branch Opera - Norte (this line had no number either, but I think that it was considered part of Line Two)
    -Line Three: Moncloa - Legazpi
    -Line Four: Arguelles - Diego de Leon
    -Line Five: Carabanchel Bajo - Ciudad Lineal
    -Ferrocarril Suburbano: Plaza de Espana - Carabanchel Bajo

    That was all. The extension of the network in the Madrid Metropolitano was very inferior to those of the London Underground, the New York Subway, the Paris Metropolitaine, or most other important capitals.

    The 'Ferrocarril Suburbano' had only seven stations:

    -Plaza de Espana. Deep underground, reachable from Plaza de Espana via an EXTREMELY long escalator with steps made of wood (the tragic fire at King's Cross Station in the London Underground happened many years later), with flights of stairs running parallel to the escalator. It was also reachable from Noviciado Station (Line Two) via a long tunnel for passengers, a lift, and several flights of stairs. Plaza de Espana Station connected to Line Two (Cuatro Caminos - Ventas), Line Three (Moncloa - Legazpi), and many bus lines at various stops on the surface outside the station (there were no urban bus terminals). The three accesses of Plaza de Espana were located at or near the West extremity of Avenida de Jose Antonio.

  3. -El Lago. Sub-surface station, immediately at the end of the long tunnel that crossed under the river. The photograph that illustrates this text is El Lago Station, looking West. Trains circulated on the left track, the train that appears at the right of the photograph is entering the station, and the train at the left is exiting.

    El Lago Station gave access to Feria del Campo, Piscina Municipal, Lago (with boats for rent), and at some distance via Avenida del Angel to Avenida de Portugal and Paseo de Extremadura, but it had no connection to underground lines or bus lines, except a special bus line that carried passengers to and from Puerta del Angel when Feria del Campo was active, which happened for a few weeks every four years or so, I think.

    -El Batan. Surface station. The whole segment from El Lago to El Batan was on the surface, crossing the South part of Casa de Campo. El Batan had two accesses, the South access to Barrio del Batan and Colonia Lourdes, connecting to bus lines 65 (Puerta Cerrada - Colonia Lourdes) and the return of line 33 (Opera - Zoo). The North access to Venta de Toros del Batan and Parque de Atracciones, connecting to a short bus line that carried passengers to Parque Zoologico, and at some distance a micro bus to Teleferico.

    -Campamento. Shallow underground station, the line entered a tunnel when reaching the West end of Casa de Campo, crossing under the Madrid - Lisbon Road. This station gave access to military barracks and nearby residences. It connected to urban bus lines 36 (Atocha - Campamento), 39 (Opera - Cuatro Vientos) and nocturnal N-8 (Cibeles - Cuatro Vientos), plus interurban lines to or from from Norte Station (Glorieta de Ramiro Ledesma, at end of Paseo de Onesimo Redondo), Alcorcon, Mostoles, Navalcarnero and some other towns served by Blas y Compania, Greisi, Llorente, Merceditas, and other companies. There was a line to and from Humera and Universidad de Somosaguas, but only active on lecturing days.

    -Empalme. Sub-surface station. Being very near Campamento Station, Empalme Station had been built as a connection to the narrow gauge railway to and from Goya Station (Glorieta del Puente de Segovia), which served Alcorcon, Mostoles, Rio Guadarrama, Navalcarnero and Almorox. It also connected to the return of bus line 36 (Atocha - Campamento), and it gave access to military barracks and residential areas nearby.

    -Aluche. Elevated station, the only one in the Madrid Metro network. It connected to several bus lines of Empresa Municipal de Transportes and one line of Auto Aluche. It gave access to some residential areas, including a VERY long time residence for misbehaved people: Prision de Carabanchel, biggest in Madrid.

    -Carabanchel Bajo. Shallow underground station, the line again entered a tunnel shortly after passing the Prision de Carabanchel. This station connected to Line Five (Carabanchel Bajo - Ciudad Lineal) and to many bus lines. It gave access to an active commercial and residential area, and to Hospital Militar.

    And that is all. I hope to have been useful to lovers of underground, metropolitan and suburban railways.

    P. A. Stonemann, CSS Dixieland