Thanks for the detailed reply... on this, yes services have been reduced because of covid, but when infrastructure is being improved I would expect there to be a plan in place for what is going to use it.
How much freight runs along that section?
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How much freight runs along that section?
I wouldn’t say any commuter line was closed in 1985. It was mostly branch and regional lines with very little use. Some were unfinished trunk lines. Truly commuter rail actually had a renaissance in the late 1980s.
In any case, even high speed railways in Spain have little traffic for international standards.
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We’re not talking about already operating commuter lines in the main metropolitan areas (Madrid or Barcelona), but branch lines with a lot of potential in smaller metropolitan arras that today would have a very high use as commuter lines if they hadn’t been closed. Good examples are San Isidro - Torrevieja (Alicante area) or El Puerto de Santa María - Sanlúcar de Barrameda (Cádiz area), both closed in 1985.
Besides, in the late 60’s and 70’s some narrow gauge lines were closed in coastal areas such as Málaga and Girona that now would have a very high demand due to tourism-related development.
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Tourism, and mere commuting.
Actually, I would really include both Madrid, Barcelona, as well as Seville, Malaga, Valencia, Cantabria, Bilbao, and San Sebastian.
Here's a list of closed would-now-be commuter rail lines by area (I do not include short chords).
The year is the one of closure or end of passenger service. In italics, the narrow-gauge lines.
Edit: other members on the Spanish SSC forum have thrown a helping hand, so now the data is a bit more complete. Thanks!
MADRID
-1938 - Mejorada del Campo-La Poveda-San Martín de la Vega-Ciempozuelos (did it ever have passenger service?)
-1939 - Torrejón de Ardoz-Mejorada del Campo-Orusco (and on to Tarancón)
-1953 - Madrid-La Poveda-Arganda del Rey-Morata de Tajuña-Orusco-Sacedón-Alocén
-1953? (can't find the exact date) - Morata de Tajuña-Chinchón-Colmenar de Oreja
-1966 - Navalcarnero-Villamanta-Almorox
- unfinished line - Villamanta-San Martín de Valdeiglesias
-1970 - Móstoles-Navalcarnero
-2011 - Colmenar Viejo-Soto del Real-Miraflores de la Sierra (and on to Aranda de Duero and Burgos)
-2012 - Pinto-San Martín de la Vega
BARCELONA
-1939 - Mollet Sant Fost-Mollet Santa Rosa-Caldes de Montbui
-1972 - Olvan-Guardiola de Berguedà
-1973 - Manresa Alta-Olvan
SEVILLE
-1955 - San Juan de Aznalfarache-Camas-El Ronquillo-Santa Olalla del Cala
-1959 - Camas-Aznalcóllar-Gerena (did it ever have passenger service?)
-1965 - San Francisco-Alcalá de Guadaíra-Carmona Baja
-1967 - La Trinidad-Morón de la Frontera
-1970 - Guadajoz-Carmona Alta
-1971 - Marchena-Écija (and on to Valchillón and Cordoba)
-1975 - Sevilla San Bernardo-San Francisco
CADIZ
-1965 - Jerez de la Frontera-Sanlúcar de Barrameda Pueblo-Bonanza
-1985 - El Puerto de Santa María-Rota-Sanlúcar de Barrameda Playa
-1985 - Jerez de la Frontera-Jédula (never opened for passengers)
- unfinished line - Jédula-Arcos de la Frontera (and on to Almargen)
MALAGA
-1960 - Vélez Málaga-Periana-Ventas de Zafarraya
-1965 - San Julián-Coín
-1968 - Málaga-Vélez Málaga
VALENCIA
- after 1939 (can't find the exact date) - Villanueva de Castellón-La Pobla Llarga
-1957 - Valencia Jesús-Nazaret
-1969 - Carcaixent-Tavernes de la Valldigna (closure related to the change of gauge of Tavernes de la Valldigna-Gandia)
-(1972? can't find the exact date)
-1974 - Gandia-Oliva-Dénia (provisory closure and dismantled in 1974, to be regauged to Iberian, works never started, officially closed in 1984!!!)
-1985 - Riba-roja del Túria-Vilamarxant-Llíria
-2021 (can anyone confirm this?) -Valencia Sant Isidre-Xirivella L'Alter
ALICANTE
-1970 - San Isidro Albatera Catral-Torrevieja (passengers, line closed completely only in 1985!!!)
- unfinished line - Agost-Alcoy
MURCIA
-1971 - Murcia Zaraiche-Molina del Segura-Alguazas Molina-Caravaca de la Cruz
-.unfinished line - Totana-La Pinilla-Cartagena
- unfinished line - La Pinilla-Mazarrón
BISCAY (BILBAO)
-1966 -Traslaviña-Castro Urdiales
-1969 - Matiko-Azbarren (Ariz Basauri)
-1971
-1975 - Sondika-Mungia
GUIPUZCOA (SAN SEBASTIAN)
-1956 - Irun-Elizondo
-1958 - Loiola-Astigarraga-Hernani
-1958 - Lasarte Oria-Andoain-Plazaola-Leitza (and on to Pamplona)
-1967 - Mekolalde-Bergara-San Prudencio-Mondragon-Eskoriatza (and on to Vitoria and Estella)
- (1967
-1975 - Maltzaga-Mekolalde-Bergara-Zumarraga
-1988 - Zumaia-Zumarraga
CANTABRIA (SANTANDER)
-1973 - La Cueva La Penilla - Ontaneda
-1976 - Astillero-La Cueva La Penilla
- unfinished line -Boo-Villacarriedo (and on to Santelices)
ASTURIAS (OVIEDO/GIJON)
-1999 - Oviedo Vasco-Fuso de la Reina (closure related to the change of gauge of Oviedo-Trubia)
-1999 - Trubia-Fuso de la Reina-Baiña (passengers, the line remains open)
-unfinished line - Pravia-Cangas de Narcea
MALLORCA
-1941 - Consell-Alaró
-1964 - Palma-Llucmajor-Campos-Santanyí
-1965 - Palma-Palma Port (never had passenger service. I actually am discovering its existence, it was underground!!! WTF!!! Its reopening for passengers was discussed for many years, but if was finally discarded as they built two underground car parks.
)-1967 - Santa Maria-Porreres-Felanitx
-1977 - Manacor-Artà (reopening planned, reopening works started in 2009, but then halted in 2011, turned into a cycling path in 2014
)
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Indeed. I would add the 4 narrow-gauge lines near Girona (Girona-Olot anf Girona-Sant Feliu de Guíxols - closed in 1969- and Girona-Palamós and Girona-Banyoles - closed in 1956), and near Tarragona the narrow-gauge line Reus-Salou - closed in 1975-, which could have easily become commuter lines, if they hadn’t been closed.Tourism, and mere commuting.
Actually, I would really include both Madrid, Barcelona, as well as Seville, Malaga, Valencia, Cantabria, Bilbao, and San Sebastian.
Here's a list of closed lines by area of would-now-be commuter rail lines (I do not include short chords).
The year is the one of closure or end of passenger service. In italics, the narrow-gauge lines.
MADRID
-1938 - Mejorada del Campo-La Poveda-San Martín de la Vega-Ciempozuelos (did it ever have passenger service?)
-1939 - Torrejón de Ardoz-Mejorada del Campo-Orusco (and on to Tarancón)
-1953 - Madrid-La Poveda-Arganda del Rey-Morata de Tajuña-Orusco-Sacedón
-1966 - Navalcarnero-Villamanta-Almorox
-unfinished line - Villamanta-San Martín de Valdeiglesias
-1970 - Móstoles-Navalcarnero
-2011 - Colmenar Viejo-Soto del Real-Miraflores de la Sierra (and on to Aranda de Duero and Burgos)
-2012 - Pinto-San Martín de la Vega
BARCELONA
1939 - Mollet Sant Fost-Mollet Santa Rosa-Caldes de Montbui
1973 - Manresa Alta-Olvan
SEVILLE
1955 - San Juan de Aznalfarache-Camas-El Ronquillo-Santa Olalla del Cala
1959 - Camas-Aznalcóllar-Gerena (did it ever have passenger service?)
1965 - San Francisco-Alcalá de Guadaíra-Carmona Baja
1967 - La Trinidad-Morón de la Frontera (passengers, closed completely in 1985)
1970 - Guadajoz-Carmona Alta
1971 - Marchena-Écija (and on to Valchillón and Cordoba)
1975 - Sevilla San Bernardo-San Francisco
CADIZ
1965 - Jerez de la Frontera-Sanlúcar de Barrameda Pueblo-Bonanza
1985 - El Puerto de Santa María-Rota-Sanlúcar de Barrameda Playa
1985 - Jerez de la Frontera-Jédula (never opened for passengers)
unfinished line - Jédula-Arcos de la Frontera (and on to Almargen)
MALAGA
196 -Vélez Málaga-Periana-Ventas de Zafarraya
1968 - Málaga-Vélez Málaga
1965 - San Julián-Coín
VALENCIA
after 1939 (can't find the exact date) - Villanueva de Castellón-La Pobla Llarga
1957 - Valencia Jesús-Nazaret
1969 - Carcaixent-Tavernes de la Valldigna (closure related to the change of gauge of Tavernes de la Valldigna-Gandia)
1972 - Sagunto-Puerto de Sagunto (did it ever have passenger service?)
1974 - Gandia-Oliva-Dénia (provisory closed dismantled in 1974 to be regauged to Iberian, works never started, officially closed in 1984!!!)
1985 - Riba-roja del Túria-Vilamarxant-Llíria
2021 (can anyone confirm this?) -Valencia Sant Isidre-Xirivella L'Alter
ALICANTE
1970 - San Isidro Albatera Catral-Torrevieja (passengers, line closed completely only in 1985!!!)
unfinished line - Agost-Alcoy
MURCIA
1971 - Murcia Zaraiche-Molina del Segura-Alguazas Molina-Caravaca de la Cruz
-unfinished line - Totana-La Pinilla-Cartagena
-unfinished line - La Pinilla-Mazarrón
BISCAY (BILBAO)
1966 -Traslaviña-Castro Urdiales
1969 - Matiko-Azbarren (Ariz Basauri)
(1972? can't find the exact date) - Durango-Elorrio
1975 - Sondika-Mungia
GUIPUZCOA (SAN SEBASTIAN)
1956 - Irun-Elizondo
1958 - Loiola-Astigarraga-Hernani
1958 - Lasarte Oria-Andoain-Plazaola-Leitza (and on to Pamplona)
1967 - Mekolalde-Bergara-San Prudencio-Mondragon-Eskoriatza (and on to Vitoria and Estella)
(1967? can't find the exact date) - San Prudencio-Oñati
1975 - Maltzaga-Mekolalde-Bergara-Zumarraga
1988 - Zumaia-Zumarraga
CANTABRIA (SANTANDER)
1973 - La Cueva La Penilla - Ontaneda
1976 - Astillero-La Cueva La Penilla
unfinished line -Boo-Villacarriedo (and on to Santelices)
ASTURIAS (OVIEDO/GIJON)
1999 - Oviedo Vasco-Fuso de la Reina (closure related to the change of gauge of Oviedo-Trubia)
1999 - Trubia-Fuso de la Reina-Baiña (passengers, the line remains open)
MALLORCA
1941 - Consell-Alaró
1964 - Palma-Llucmajor-Campos-Santanyí
1965 - Palma-Palma Port (never had passenger service. I actually am discovering its existence, it was underground!!! WTF!!! Its reopening for passengers was discussed for many years, but if was finally discarded as they built two underground car parks.
1967 - Santa Maria-Porreres-Felanitx
1977 - Manacor-Artà (reopening planned, reopening works started in 2009, but then halted in 2011, turned into a cycling path in 2014
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And now, case by case, starting from...
MADRID
Madrid has a surprisingly high number of closed lines for a city of its size.
Part of the tracks can be seen around La Poveda station, where there's an touristic steam railway.
Had it been maintained an upgraded to Iberian gauge, it would have become a rather useful Madrid-avoiding line, notably for freight, but also for passengers.
There are talks about reinstating the part between Torrejón and Mejorada del Campo (and it would be rather well used if they did so, even more if they extended it further east towards Loeches and Nuevo Baztán).
Needless to say, had the Franco government kept it open (and it could have), nowadays the line would probably be very busy and the greater Madrid would have expanded differently.
The alignment between Torrejón de Ardoz and Mejorada del Campo mostly remains, and about a third of it is actually open for freight (and used).
By then, the towns of Rivas-Vaciamadrid and Arganda del Rey had grown a lot, and desperately needed a commuter rail service. So, instead of Adif/Renfe or the then Feve, it was Metro de Madrid which expanded line 9 from Vicalvaro/Puerta de Arganda to Arganda del Rey, partly on a different alignment (and on Metro de Madrid gauge - 1,445mm, not standard gauge by 10mm ).
Part of the original alignment between Rivas-Vaciamadrid and La Poveda has remained, around La Poveda station, and is now used as a steam touristic short line.
The part between Vicálvaro and Madrid-Niño Jesús station (terminus located at the southeast side of the Retiro park, not very far from Sáinz de Baranda and Ibiza metro stations), was closed in 1953, and has since been built on.
Many think it was a mistake to allow the Metro to do it, and believe it should have been done by Adif/Renfe or Feve.
Among other things, because this prevents it from being extended if there ever is the need for that.
Needless to say, had the line stayed open for the whole of the section between Madrid and Sacedón (the part between Sacedón and Alocén lies now underwater because of a dam on the river Tagus), including its branch from Morata de Tajuña to Chinchón and Colmenar de Oreja, Madrid would have developed differently nowadays, and the line would now be between rather and extremely busy.
Again, Madrid would look different today.
This section in particular, as it runs through a rather scenic area (although part of the would-have-been alignment is now underwater because of another dam).
In short, it is a shambles.
The line was closed in 1970, as well as the remainder of it between Móstoles and... Madrid-Goya station (which was its terminus across the river Manzanares from the Royal Palace gardens, and not very far south from Príncipe Pío station).
So... why was Madrid-Móstoles-Navalcarnero closed, then?
Well, because there was a plan to regauge, electrify and double-track the line from metric to Iberian, because the towns of Alcorcón and Móstoles were growing a lot (and still are).
So, in the end, the line was regauged between Madrid and Móstoles... and is now the busiest end of the Cercanías line C5, the busiest Renfe line in Spain, with a train every 5min at peak hours.
The problem is... they just "forgot" about the Móstoles to Navalcarnero part until relatively recently.
It was not until the Zapatero government (post-2004, then), that, at long last, they began planning the reopening of the line between Móstoles and Navalcarnero.
But again, just like with the Arganda line, Adif/Renfe would not do it, the line would be awarded by the Madrid regional government, not to the Metro this time, but to a private company, and so it ended up being awarded to OHL, which would exploit it for benefit, related to a... rather big new development at Navalcarnero...
And so the works started. Most of it on a different alignment, by the way.
But then... the 2008 crisis came, and OHL stopped the works.
Then later said it didn't want to do it anymore.
But the Madrid regional government disagrees.
So the case is in courts.
Many believe that, sooner or later, Adif will have to take care of it and do it (as it should have from the very beginning!!!).
Do I need to even need to hint at the bitterness this causes in Navalcarnero, after 51 years of "provisory" closure?
How different would road traffic and urban development have been in southwest Madrid?
Coincidentally, a tunnel collapsed while there were some strange maintenance works happening on it, burying a draisine that was within the tunnel (but not harming anyone on it, all very coincidental, some say. Go figure).
However, the part between Colmenar Viejo and Miraflores de la Sierra is technically open, as it's supposed to be upgraded and reopened as part of an extension of Cercanías line C4.
Most of the project for that is done, but the reopening (which includes electrification) is taking forever.
A newborn branch line that was a flop, it was designed and built by the Madrid regional government, Adif didn't want it, Renfe didn't want it, and they both made everything to make it fail.
How? Easy. No direct trains to Madrid, and one train per hour.
A reopening doesn't seem very likely at all, it has even been de-electrified and its signalling is now dismantled too.
But why did they wanted so much to close it, instead of working on it to make it attractive?
And now, case by case, starting from...
MADRID
Madrid has a surprisingly high number of closed lines for a city of its size.
This was a narrow gauge line (600mm), and I'm waiting for info on whether this ever had passenger service or not.
Part of the tracks can be seen around La Poveda station, where there's an touristic steam railway.
Had it been maintained an upgraded to Iberian gauge, it would have become a rather useful Madrid-avoiding line, notably for freight, but also for passengers.
The part between Torrejón de Ardoz and Mejorada del Campo used to be part of the Mejorada-Ciempozuelos line and originally had a gauge of 600mm, but during the Spanish Civil War it was chosen by the Republican government as the beginning of a new Iberian-gauge line from Madrid to Tarancón to keep all railways under Republican control together, and for this reason was built rather hurriedly (steep gradients, narrow bends) and was in use only during the war.
There are talks about reinstating the part between Torrejón and Mejorada del Campo (and it would be rather well used if they did so, even more if they extended it further east towards Loeches and Nuevo Baztán).
Needless to say, had the Franco government kept it open (and it could have), nowadays the line would probably be very busy and the greater Madrid would have expanded differently.
The alignment between Torrejón de Ardoz and Mejorada del Campo mostly remains, and about a third of it is actually open for freight (and used).
This metric gauge line remained opened for freight between Vicalvaro station and Cornicabra (between Arganda del Rey and Morata de Tajuña) until... 1997.
By then, the towns of Rivas-Vaciamadrid and Arganda del Rey had grown a lot, and desperately needed a commuter rail service. So, instead of Adif/Renfe or the then Feve, it was Metro de Madrid which expanded line 9 from Vicalvaro/Puerta de Arganda to Arganda del Rey, partly on a different alignment (and on Metro de Madrid gauge - 1,445mm, not standard gauge by 10mm
).Part of the original alignment between Rivas-Vaciamadrid and La Poveda has remained, around La Poveda station, and is now used as a steam touristic short line.
The part between Vicálvaro and Madrid-Niño Jesús station (terminus located at the southeast side of the Retiro park, not very far from Sáinz de Baranda and Ibiza metro stations), was closed in 1953, and has since been built on.
Many think it was a mistake to allow the Metro to do it, and believe it should have been done by Adif/Renfe or Feve.
Among other things, because this prevents it from being extended if there ever is the need for that.
Needless to say, had the line stayed open for the whole of the section between Madrid and Sacedón (the part between Sacedón and Alocén lies now underwater because of a dam on the river Tagus), including its branch from Morata de Tajuña to Chinchón and Colmenar de Oreja, Madrid would have developed differently nowadays, and the line would now be between rather and extremely busy.
Another case of a closure which could have made Madrid (and part of the Toledo province) look rather different if it hadn't happened.
Same as the Navalcarnero-Almorox line, of which it should have been a branch, but it was left unfinished.
Again, Madrid would look different today.
This section in particular, as it runs through a rather scenic area (although part of the would-have-been alignment is now underwater because of another dam).
This is probably the most annoying story of rail closures in Spain, and one of the most annoying in the whole of Europe.
In short, it is a shambles.
The line was closed in 1970, as well as the remainder of it between Móstoles and... Madrid-Goya station (which was its terminus across the river Manzanares from the Royal Palace gardens, and not very far south from Príncipe Pío station).
So... why was Madrid-Móstoles-Navalcarnero closed, then?
Well, because there was a plan to regauge, electrify and double-track the line from metric to Iberian, because the towns of Alcorcón and Móstoles were growing a lot (and still are).
So, in the end, the line was regauged between Madrid and Móstoles... and is now the busiest end of the Cercanías line C5, the busiest Renfe line in Spain, with a train every 5min at peak hours.
The problem is... they just "forgot" about the Móstoles to Navalcarnero part until relatively recently.
It was not until the Zapatero government (post-2004, then), that, at long last, they began planning the reopening of the line between Móstoles and Navalcarnero.
But again, just like with the Arganda line, Adif/Renfe would not do it, the line would be awarded by the Madrid regional government, not to the Metro this time, but to a private company, and so it ended up being awarded to OHL, which would exploit it for benefit, related to a... rather big new development at Navalcarnero...
And so the works started. Most of it on a different alignment, by the way.
But then... the 2008 crisis came, and OHL stopped the works.
Then later said it didn't want to do it anymore.
But the Madrid regional government disagrees.
So the case is in courts.
Many believe that, sooner or later, Adif will have to take care of it and do it (as it should have from the very beginning!!!).
Do I need to even need to hint at the bitterness this causes in Navalcarnero, after 51 years of "provisory" closure?
How different would road traffic and urban development have been in southwest Madrid?
The line was closed in 2011 because Adif didn't want to take care of it any more, as it had basically become a redundancy after the opening of the Madrid-Valladolid HSL, and it crossed rather unpopulated areas (well, that depends on how you look at it, but that's what you say when you really want to close a line).
Coincidentally, a tunnel collapsed while there were some strange maintenance works happening on it, burying a draisine that was within the tunnel (but not harming anyone on it, all very coincidental, some say. Go figure).
However, the part between Colmenar Viejo and Miraflores de la Sierra is technically open, as it's supposed to be upgraded and reopened as part of an extension of Cercanías line C4.
Most of the project for that is done, but the reopening (which includes electrification) is taking forever.
Another shambles.
A newborn branch line that was a flop, it was designed and built by the Madrid regional government, Adif didn't want it, Renfe didn't want it, and they both made everything to make it fail.
How? Easy. No direct trains to Madrid, and one train per hour.
A reopening doesn't seem very likely at all, it has even been de-electrified and its signalling is now dismantled too.
But why did they wanted so much to close it, instead of working on it to make it attractive?
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BARCELONA
Overall, Barcelona has been very lucky to escape the large closures of other regions.
However...
The fault to its ill-designed alignment at Mollet, which made a reversal compulsory (or even two reversals depending on the case), resulting in an inconvenient travel time to/from Barcelona, which meant that direct trains were discontinued and instead a change at one of the two Mollet stations was the only option.
This meant that it wasnt't able to compete against buses.
It was closed in 1932, but reopened during the Spanish Civil War, then closed again for good.
Much of it has been built on, so it's not really an option for reopening.
That said, had it been better designed and had it allowed for direct Caldes-Barcelona trains without a reversal... things might have been different.
1972, they closed Olvan to Guardiola, because of the construction of yet another dam.
Then 1973, they closed Olvan to Manresa because this particular stretch had many sectors in which the line ran tram-like along the main road, which was becoming dangerous.
Most of the line has been engulfed by the adjacent road, so very, very little of it remains.
Except the part between Sallent and Manresa, which was kept open for freight, and still is.
It is one of the few parts where the line runs/ran separated from the road, not strictly alongside it or within it.
BARCELONA
Overall, Barcelona has been very lucky to escape the large closures of other regions.
However...
This was the first ever line, and the first Iberian-gauge line, to be closed in Spain.
The fault to its ill-designed alignment at Mollet, which made a reversal compulsory (or even two reversals depending on the case), resulting in an inconvenient travel time to/from Barcelona, which meant that direct trains were discontinued and instead a change at one of the two Mollet stations was the only option.
This meant that it wasnt't able to compete against buses.
It was closed in 1932, but reopened during the Spanish Civil War, then closed again for good.
Much of it has been built on, so it's not really an option for reopening.
That said, had it been better designed and had it allowed for direct Caldes-Barcelona trains without a reversal... things might have been different.
This were two different stages of the same line.
1972, they closed Olvan to Guardiola, because of the construction of yet another dam.
Then 1973, they closed Olvan to Manresa because this particular stretch had many sectors in which the line ran tram-like along the main road, which was becoming dangerous.
Most of the line has been engulfed by the adjacent road, so very, very little of it remains.
Except the part between Sallent and Manresa, which was kept open for freight, and still is.
It is one of the few parts where the line runs/ran separated from the road, not strictly alongside it or within it.
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SEVILLE
This is one of the worst cases in the whole of Spain.
Overall, a city the size of Seville has some serious lacks in suburban rail transport.
Part of its problems are because of closures of railway lines.
But not only.
Some of the problems are on existing railway lines.
Some of them, because railway service is very bad (not enough trains per hour, ill-designed services), others because there aren't good links to other public transport (San Jeronimo or Camas stations, even San Bernardo station itself, Santa Justa station has no metro or tramway link...).
As for the Seville closed lines...
I'm not certain whether they had passengers or not.
But they could have become commuter railway lines, had the authorities wanted to.
Particularly the latter.
But this was not to be.
Anyway, this is not the worst case.
The worst case was...
Besides, the Andalusian regional government is building a tramway line which follows a similar (and at times parallel) alignment (and which in his own right is quite another story, because its opening is taking forever as well), so a reopening looks unlikely.
There is a still existing part, though, as it was kept as an access to an industrial estate, but I think it's technically closed now, although I'm not 100% sure.
Had it stayed, it would be busy...
That said, a reopening is not physically impossible...
That said, in this particular case, a reopening isn't physically impossible.
And in fact, this branch line being quite short, it would probably be good value for money.
I think some of the urban parts have been built on.
Same as the two above. Had they not closed it, it would be busy.
SEVILLE
This is one of the worst cases in the whole of Spain.
Overall, a city the size of Seville has some serious lacks in suburban rail transport.
Part of its problems are because of closures of railway lines.
But not only.
Some of the problems are on existing railway lines.
Some of them, because railway service is very bad (not enough trains per hour, ill-designed services), others because there aren't good links to other public transport (San Jeronimo or Camas stations, even San Bernardo station itself, Santa Justa station has no metro or tramway link...).
As for the Seville closed lines...
The two narrow-gauge Seville railway lines were freight-oriented.
I'm not certain whether they had passengers or not.
But they could have become commuter railway lines, had the authorities wanted to.
Particularly the latter.
But this was not to be.
Anyway, this is not the worst case.
The worst case was...
This. This would now be a very busy line. But it was closed in stages, and it's rather difficult to reopen, because significant parts of it have been built on.
Besides, the Andalusian regional government is building a tramway line which follows a similar (and at times parallel) alignment (and which in his own right is quite another story, because its opening is taking forever as well), so a reopening looks unlikely.
There is a still existing part, though, as it was kept as an access to an industrial estate, but I think it's technically closed now, although I'm not 100% sure.
Closed for passengers in 1967, to all traffic in 1985.
Had it stayed, it would be busy...
That said, a reopening is not physically impossible...
Another case of a line that would be rather busy if it had been kept.
That said, in this particular case, a reopening isn't physically impossible.
And in fact, this branch line being quite short, it would probably be good value for money.
It's a cycling lane nowadays.
I think some of the urban parts have been built on.
Same as the two above. Had they not closed it, it would be busy.
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CADIZ
Not the worst case, but not the best either.
However, it contains one of the worst closures from 1985.
And, more recently, an infamous tram-train that never seems to be able to finally open.
As for the closures...
That said, had it not been neglected...
The Andalusian government and Renfe had planned to upgrade it and electrify it.
But Renfe then changed its mind, and went for a full closure,
Significant parts of it have been built on, although it's not physically impossible to reopen.
But... why the closure???
It would be rather busy now...
Sadly, the part between Jédula and Arcos never got opened at all, despite being the only other part of the unfinished Jerez-Almargen line to have seen rails, and I think if it had been opened, it might have survived.
It should have.
CADIZ
Not the worst case, but not the best either.
However, it contains one of the worst closures from 1985.
And, more recently, an infamous tram-train that never seems to be able to finally open.
As for the closures...
This closure was probably unavoidable. The line runs through nothing except at each end (Jerez and Sanlúcar).
That said, had it not been neglected...
This is one of the stupidest closures from the 1985 rail massacre.
The Andalusian government and Renfe had planned to upgrade it and electrify it.
But Renfe then changed its mind, and went for a full closure,
Significant parts of it have been built on, although it's not physically impossible to reopen.
But... why the closure???
It would be rather busy now...
Unfinished line. Says it all. The part between Jerez and Jédula was opened only for freight.
Sadly, the part between Jédula and Arcos never got opened at all, despite being the only other part of the unfinished Jerez-Almargen line to have seen rails, and I think if it had been opened, it might have survived.
It should have.
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MALAGA
Malaga... 😑😶 ...where does one begin?
Where rail still exists and has a minimally decent timetable, it is from well used to very busy.
The problem is that that is not the most frequent case.
Well, first, the closures.
Only three, but two of them extremely significant.
First came this one.
The section between Periana and Ventas de Zafarraya had such steep gradients that it required three rack rail sections, so no wonder it closed, as it made maintenance more expensive, as it ran through a not very populated area.
That said, had the section between Vélez Málaga and Periana survived, the area between the two would have developed rather more than it is now.
Note how it closed when tourism and urban development were beginning to be significant in the area, though, so...
HOWEVER...
Had it stayed, today would be between very busy and overcrowded and saturated.
By 1968 the eastern Costa del Sol (aka the Axarquía), was already well developed, and there was a need for railway.
The main problem this line had, was that much of it used to run right at the sea front.
And keeping a balance between a sea front full of sunbathers and a well-functioning railway line was never going to be an easy thing.
Now it's all regrets, but a reopening was never going to be easy at all.
The Andalusian regional government tried, and opened a tramway line between Torre del Mar and Vélez Málaga in 2006, but the timing was just horrendous, as that should have been the last step of a reopening between Malaga and Torre del Mar, never the first.
So the Vélez Málaga tramway line was a huge flop, and had to be closed down in 2012.
A link: Tranvía de Vélez-Málaga - Wikipedia, la enciclopedia libre
(I chose the Spanish Wikipedia page as it is more complete, feel free to hop from it to the English version, though)
However, even if a railway line is probably necessary between Malaga and Torre del Mar, it is debatable whether that should have been the main focus of the railway planning of the Andalusian government.
BECAUSE THEN, THERE'S...
Nowadays it hurts like hell, too, but much of it has been built on, and it would be really expensive to rebuild (and the way it could be rebuilt is quite a matter for debate as well).
Another link: Ferrocarriles Suburbanos de Málaga - Wikipedia, la enciclopedia libre
(this one's only in Spanish, and it probably should also be in English, so you'll need Google Translate)
One part of it survived for some time though, the one between San Julián and Malaga, as it was used by the trains of what used to be a branch line by a different company, the Malaga to Fuengirola line, which was back then a metric-gauge single-track diesel line.
And quite the opposite case to the Malaga-Vélez Málaga and Malaga-Coin lines.
A line that not only survived, but which now probably is the most saturated line in Spain, the one the most desperately in need of upgrades, and the one where upgrades are the most difficult to implement, because they'd be extremely expensive and also extremely disruptive.
Of the original Malaga to Coin line, right now probably only the area of a few metres in the immediate vicinity of San Julián station remains in service, now in Iberian gauge, electrified and still in single track, as part of the Malaga to Fuengirola line.
The remainder between San Julian and Malaga port station was closed when the Fuengirola line was gauge-changed, and diverted via the Malaga airport towards Malaga-Maria Zambrano station.
The Malaga to Fuengirola line is the (huge) elephant in the Malaga room.
Nobody knows very well what to do with it.
It should have reached Algeciras, La Linea, Estepona, Marbella, and Mijas.
It never did (even though it's not like it probably should, it really must), and now it's a big headache, because the way it was upgraded in the mid-1970's has proven to be largely insufficient, and road traffic there is hellish in high season.
Even the 2000's upgrades were merely cosmetic.
Why the 1970's upgrade was insufficient, and the 2000's upgrades were, too?
The 1970's upgrade was insufficient because it didn't foresee the amount of passengers the line would end up having.
It was an upgrade that was not future-proofed enough, engineers only thought about the existing line, not about what lies between the Fuengirola station buffers and Algeciras.
And the 2000's upgrades were insufficient because instead of closing entirely the line and basically rebuilding it completely as a full double-track line, with up to three stations with a third track as a passing loop, they just double-tracked the easy parts.
True, much of the upgrades were really expensive too, such as the rebuilding of the line around the Malaga airport, and the underground section between Los Prados and Malaga Maria Zambrano, but those were related to the aiport extension, and to the new HSL to Malaga, so kudos to Adif for doing them, but... that's far from enough.
Ouside of the section between Malaga Maria Zambrano and the Malaga Airport, only three short sections have been double-tracked.
1) Campamento Benitez to La Colina.
2) El Pinillo to the Benalmádena tunnel (excluded).
3) Torremuelle to just east of the Torreblanca station platform.
There are two parts which could be double-tracked relatively easily.
1) Malaga Airport to Campamento Benítez.
2) Benalmádena-Arroyo de la Miel to Torremuelle
I don't think that they could allow for extra trains by themselves, but at least the line would be slightly less prone to disruptions in case of any incident.
The main problem is that the line has up to five bottlenecks, all very difficult to overcome.
1) The section between Malaga Maria Zambrano station and Malaga Centro Alameda, including Malaga Centro Alameda station.
2) The Torremolinos tunnel, including Torremolinos station.
3) Montemar Alto station.
4) The Benalmádena tunnel, including Benalmádena-Arroyo de la Miel station.
5) The whole section between the end of the single track at Torreblanca and Fuengirola station, including both Torreblanca and Los Boliches stations, a couple tunnels at Torreblanca, the Los Boliches viaduct, and the channel to the Fuengirola underground station.
Difficult...
Okay, so more on that later, on another post.
Feel free to reply on this, though.
Now, the next batch of closed lines.
MALAGA
Malaga... 😑😶 ...where does one begin?
Where rail still exists and has a minimally decent timetable, it is from well used to very busy.
The problem is that that is not the most frequent case.
Well, first, the closures.
Only three, but two of them extremely significant.
First came this one.
This line was meant to reach Granada, but construction was halted for good at Ventas de Zafarraya.
The section between Periana and Ventas de Zafarraya had such steep gradients that it required three rack rail sections, so no wonder it closed, as it made maintenance more expensive, as it ran through a not very populated area.
That said, had the section between Vélez Málaga and Periana survived, the area between the two would have developed rather more than it is now.
Note how it closed when tourism and urban development were beginning to be significant in the area, though, so...
HOWEVER...
This closure was simply unforgivable.
Had it stayed, today would be between very busy and overcrowded and saturated.
By 1968 the eastern Costa del Sol (aka the Axarquía), was already well developed, and there was a need for railway.
The main problem this line had, was that much of it used to run right at the sea front.
And keeping a balance between a sea front full of sunbathers and a well-functioning railway line was never going to be an easy thing.
Now it's all regrets, but a reopening was never going to be easy at all.
The Andalusian regional government tried, and opened a tramway line between Torre del Mar and Vélez Málaga in 2006, but the timing was just horrendous, as that should have been the last step of a reopening between Malaga and Torre del Mar, never the first.
So the Vélez Málaga tramway line was a huge flop, and had to be closed down in 2012.
A link: Tranvía de Vélez-Málaga - Wikipedia, la enciclopedia libre
(I chose the Spanish Wikipedia page as it is more complete, feel free to hop from it to the English version, though)
However, even if a railway line is probably necessary between Malaga and Torre del Mar, it is debatable whether that should have been the main focus of the railway planning of the Andalusian government.
BECAUSE THEN, THERE'S...
This was the other closure.
Nowadays it hurts like hell, too, but much of it has been built on, and it would be really expensive to rebuild (and the way it could be rebuilt is quite a matter for debate as well).
Another link: Ferrocarriles Suburbanos de Málaga - Wikipedia, la enciclopedia libre
(this one's only in Spanish, and it probably should also be in English, so you'll need Google Translate)
One part of it survived for some time though, the one between San Julián and Malaga, as it was used by the trains of what used to be a branch line by a different company, the Malaga to Fuengirola line, which was back then a metric-gauge single-track diesel line.
And quite the opposite case to the Malaga-Vélez Málaga and Malaga-Coin lines.
A line that not only survived, but which now probably is the most saturated line in Spain, the one the most desperately in need of upgrades, and the one where upgrades are the most difficult to implement, because they'd be extremely expensive and also extremely disruptive.
Of the original Malaga to Coin line, right now probably only the area of a few metres in the immediate vicinity of San Julián station remains in service, now in Iberian gauge, electrified and still
in single track, as part of the Malaga to Fuengirola line.The remainder between San Julian and Malaga port station was closed when the Fuengirola line was gauge-changed, and diverted via the Malaga airport towards Malaga-Maria Zambrano station.
The Malaga to Fuengirola line is the (huge) elephant in the Malaga room.
Nobody knows very well what to do with it.
It should have reached Algeciras, La Linea, Estepona, Marbella, and Mijas.
It never did (even though it's not like it probably should, it really must), and now it's a big headache, because the way it was upgraded in the mid-1970's has proven to be largely insufficient, and road traffic there is hellish in high season.
Even the 2000's upgrades were merely cosmetic.
Why the 1970's upgrade was insufficient, and the 2000's upgrades were, too?
The 1970's upgrade was insufficient because it didn't foresee the amount of passengers the line would end up having.
It was an upgrade that was not future-proofed enough, engineers only thought about the existing line, not about what lies between the Fuengirola station buffers and Algeciras.
And the 2000's upgrades were insufficient because instead of closing entirely the line and basically rebuilding it completely as a full double-track line, with up to three stations with a third track as a passing loop, they just double-tracked the easy parts.
True, much of the upgrades were really expensive too, such as the rebuilding of the line around the Malaga airport, and the underground section between Los Prados and Malaga Maria Zambrano, but those were related to the aiport extension, and to the new HSL to Malaga, so kudos to Adif for doing them, but... that's far from enough.
Ouside of the section between Malaga Maria Zambrano and the Malaga Airport, only three short sections have been double-tracked.
1) Campamento Benitez to La Colina.
2) El Pinillo to the Benalmádena tunnel (excluded).
3) Torremuelle to just east of the Torreblanca station platform.
There are two parts which could be double-tracked relatively easily.
1) Malaga Airport to Campamento Benítez.
2) Benalmádena-Arroyo de la Miel to Torremuelle
I don't think that they could allow for extra trains by themselves, but at least the line would be slightly less prone to disruptions in case of any incident.
The main problem is that the line has up to five bottlenecks, all very difficult to overcome.
1) The section between Malaga Maria Zambrano station and Malaga Centro Alameda, including Malaga Centro Alameda station.
2) The Torremolinos tunnel, including Torremolinos station.
3) Montemar Alto station.
4) The Benalmádena tunnel, including Benalmádena-Arroyo de la Miel station.
5) The whole section between the end of the single track at Torreblanca and Fuengirola station, including both Torreblanca and Los Boliches stations, a couple tunnels at Torreblanca, the Los Boliches viaduct, and the channel to the Fuengirola underground station.
Difficult...
Okay, so more on that later, on another post.
Feel free to reply on this, though.
Now, the next batch of closed lines.
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VALENCIA
It contains some closures that were really harsh, together with some others that were actually a good thing, strange as it might seem.
One constant - regaugings and non-regaugings.
This was originally an isolated metric-gauge tramway line, but then CTFV built a line from Valencia Jesús to Villanueva de Castellón, and eventually ended up buying the tramway line and linking both lines.
It is little known, but it seems it was never electrified, so this probably ended up in the closure.
A pity. Some believe it would make sense to reopen it, as it would create a convenient interchange between the Cercanías Renfe and MetroValencia networks, and as it's quite a short stretch, this reopening wouldn't be particularly complicated or expensive.
But it had to be closed after the devastating 1957 floods, as the line was so damaged.
A new tramway line loosely follows its route, and its construction is very delayed, as it got hit by the 2008 crisis.
-1972(? can't find the exact date) - Sagunt-Port de Sagunt
Originally a metric-gauge line (part of the legendary Sierra Menera railway between Ojos Negros and Port de Sagunt), part of it was rebuilt and regauged to Iberian (and even electrified) not so long ago, as an access to the Port de Sagunt port.
EDIT: Originally built in Iberian gauge and parallel to the metric-gauge Sierra Menera railway between Sagunt and Port de Sagunt, it had passenger service for workers on the steel industry, and it was electrified (haven't worked out the voltage yet). At some point the passenger service ceased, and the line closed in 1984. Part of it was reopened and reelectrified not so long ago, but only for freight.
Some claim that it should also be reopened for commuter rail service, as Port de Sagunt is one of the largest towns in Valencia without a railway service.
It wouldn't be particularly difficult to do, the main problem would be on the main line between Sagunt and Valencia though (not a lot of room to cram many more trains in).
The following two closures are linked, as they were part of the same plan.
One was actually a good thing, the other is one of the nastiest railway line closures in Spain.
They were both part of the same original line (Carcaixent-Gandia-Dénia), which Renfe decided to partly upgrade and regauge... which led to Renfe being unable to completing it, and creating a big problem where previously there was a smaller problem.
The story goes thus...
Renfe (Adif hadn't been split from Renfe yet) decided to extend the Silla to Cullera line (which in its turn, also used to be a metric-gauge line in the beginning that sometime in the early 20th century was regauged to Iberian) towards Gandia, as a first step to reach Dénia (and probably later Benidorm then Alicante).
So that was done, and a short new Iberian-gauge section was built from scratch between Cullera and Tavernes de la Valldigna, which was connected to the regauged section between Tavernes de la Valldigna and Gandia. The regauging also included the Gandia to Platja de Gandia section of the Alcoy to Gandia metric-gauge line, which had been closed in 1969 too.
All of this is now in service, was electrified in the 1990's, and actually there's a plan to double track it between Cullera and Gandia, as the line's rather busy.
But then...
They dismantled the line.
I remember how in the early 1980's railway network maps showed Gandia to Dénia as "under construction".
But construction works never started.
And the line ended up being officially closed in 1984, and in some sections it's been built on since then.
This left the Costa Blanca without rail continuity between Valencia and Alicante, when there used to be such a connection, although it used to require a change at Carcaixent from a metric-gauge train to an Iberian-gauge train.
Now there's the plan to rebuild that line, although probably following a slightly different alignment in places.
For now, the plans include only Gandia to Oliva, as Oliva to Dénia looks a bit more complicated, as that would involve a long debate about whether the thing to do should be changing the gauge of the Dénia to Alicante line or building a new line instead.
Patience...
Had they completed the change of gauge from Gandia all the way to Dénia, be in no doubt that the line would now probably be double-tracked, and most certainly electrified.
Even more so had they dared to continue the gauge change further on towards Benidorm and Alicante.
The line was in Iberian gauge, and a bit neglected.
As there's another (metric-gauge) line from Valencia to Llíria, the Valencian regional government decided to fund the maintenance of the line only between Valencia and Riba-roja, allowing the closure of the remainder of the line towards Llíria, because only one town (Vilamarxant) would be affected, as the other two (Benaguassil and Llíria) already had stations on the other line, which is now part of MetroValencia.
So it kind of made sense to close it in its day.
The problem is... that many years later, the line from Valencia to Riba-roja was also closed between Xirivella-L'Alter station and Riba-roja, because the section between Quart de Poblet and Riba-roja was transferred to MetroValencia, regauged from Iberian to metric (with a new branch to the Valencia airport), and is now a fully functioning MetroValencia line.
So now some believe that the missing part between Riba-roja and Llíria should be reinstated, as that would create a better access from Llíria to the airport.
Who would have guessed? That said, the line's not particularly difficult to reopen.
But then again, it created a strange side-effect.
Goes as follows...
However, it would have been better to close it, as there's another Xirivella station on the Valencia to Utiel Cercanías line.
So actually, closing it would save both Renfe and Adif some money, as it is very little used.
But it seems like the Coronavirus might have done it. If so, then good.
VALENCIA
It contains some closures that were really harsh, together with some others that were actually a good thing, strange as it might seem.
One constant - regaugings and non-regaugings.
I can't find the exact date of closure.
This was originally an isolated metric-gauge tramway line, but then CTFV built a line from Valencia Jesús to Villanueva de Castellón, and eventually ended up buying the tramway line and linking both lines.
It is little known, but it seems it was never electrified, so this probably ended up in the closure.
A pity. Some believe it would make sense to reopen it, as it would create a convenient interchange between the Cercanías Renfe and MetroValencia networks, and as it's quite a short stretch, this reopening wouldn't be particularly complicated or expensive.
This was the other CTFV metric-gauge southern line.
But it had to be closed after the devastating 1957 floods, as the line was so damaged.
A new tramway line loosely follows its route, and its construction is very delayed, as it got hit by the 2008 crisis.
EDIT:
-1972(? can't find the exact date) - Sagunt-Port de Sagunt
EDIT: Originally built in Iberian gauge and parallel to the metric-gauge Sierra Menera railway between Sagunt and Port de Sagunt, it had passenger service for workers on the steel industry, and it was electrified (haven't worked out the voltage yet). At some point the passenger service ceased, and the line closed in 1984. Part of it was reopened and reelectrified not so long ago, but only for freight.
Some claim that it should also be reopened for commuter rail service, as Port de Sagunt is one of the largest towns in Valencia without a railway service.
It wouldn't be particularly difficult to do, the main problem would be on the main line between Sagunt and Valencia though (not a lot of room to cram many more trains in).
The following two closures are linked, as they were part of the same plan.
One was actually a good thing, the other is one of the nastiest railway line closures in Spain.
They were both part of the same original line (Carcaixent-Gandia-Dénia), which Renfe decided to partly upgrade and regauge... which led to Renfe being unable to completing it, and creating a big problem where previously there was a smaller problem.
The story goes thus...
Ok, so in 1969 the metric-gauge line between Carcaixent and Gandia was closed, as that was the first step of a plan to upgrade the railway access to the Costa Blanca from Valencia.
Renfe (Adif hadn't been split from Renfe yet) decided to extend the Silla to Cullera line (which in its turn, also used to be a metric-gauge line in the beginning that sometime in the early 20th century was regauged to Iberian) towards Gandia, as a first step to reach Dénia (and probably later Benidorm then Alicante).
So that was done, and a short new Iberian-gauge section was built from scratch between Cullera and Tavernes de la Valldigna, which was connected to the regauged section between Tavernes de la Valldigna and Gandia. The regauging also included the Gandia to Platja de Gandia section of the Alcoy to Gandia metric-gauge line, which had been closed in 1969 too.
All of this is now in service, was electrified in the 1990's, and actually there's a plan to double track it between Cullera and Gandia, as the line's rather busy.
But then...
In 1974, they closed Gandia to Dénia.
They dismantled the line.
I remember how in the early 1980's railway network maps showed Gandia to Dénia as "under construction".
But construction works never started.
And the line ended up being officially closed in 1984, and in some sections it's been built on since then.
This left the Costa Blanca without rail continuity between Valencia and Alicante, when there used to be such a connection, although it used to require a change at Carcaixent from a metric-gauge train to an Iberian-gauge train.
Now there's the plan to rebuild that line, although probably following a slightly different alignment in places.
For now, the plans include only Gandia to Oliva, as Oliva to Dénia looks a bit more complicated, as that would involve a long debate about whether the thing to do should be changing the gauge of the Dénia to Alicante line or building a new line instead.
Patience...
Had they completed the change of gauge from Gandia all the way to Dénia, be in no doubt that the line would now probably be double-tracked, and most certainly electrified.
Even more so had they dared to continue the gauge change further on towards Benidorm and Alicante.
This closure was a bit silly, but only in hindsight.
The line was in Iberian gauge, and a bit neglected.
As there's another (metric-gauge) line from Valencia to Llíria, the Valencian regional government decided to fund the maintenance of the line only between Valencia and Riba-roja, allowing the closure of the remainder of the line towards Llíria, because only one town (Vilamarxant) would be affected, as the other two (Benaguassil and Llíria) already had stations on the other line, which is now part of MetroValencia.
So it kind of made sense to close it in its day.
The problem is... that many years later, the line from Valencia to Riba-roja was also closed between Xirivella-L'Alter station and Riba-roja, because the section between Quart de Poblet and Riba-roja was transferred to MetroValencia, regauged from Iberian to metric (with a new branch to the Valencia airport), and is now a fully functioning MetroValencia line.
So now some believe that the missing part between Riba-roja and Llíria should be reinstated, as that would create a better access from Llíria to the airport.
Who would have guessed? That said, the line's not particularly difficult to reopen.
But then again, it created a strange side-effect.
Goes as follows...
When the Valencia to Riba-roja Renfe Iberian gauge line was transferred to MetroValencia between Quart de Poblet and Riba-roja, for some reason, Adif and Renfe decided to keep the remainder of the Iberian-gauge line between Valencia Sant Isidre and Xirivella-L'Alter stations open.
However, it would have been better to close it, as there's another Xirivella station on the Valencia to Utiel Cercanías line.
So actually, closing it would save both Renfe and Adif some money, as it is very little used.
But it seems like the Coronavirus might have done it. If so, then good.
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The next two areas, Alicante and Murcia, can easily come together.
Not that many closures of commuter rail lines, actually, although one in particular (Torrevieja) showed a particular lack of foresight.
The deep (and many) railway problems this two regions have are of another kind.
I've included the Alicante part of Gandia to Dénia in the post above, as that part leans more towards Valencia than towards Alicante (and does not lean towards Murcia at all).
ALICANTE
There are plans to reopen it, but they never seem to turn into anything solid.
When it closed for passengers back in 1970, Torrevieja had a population slightly under 10,000.
Not counting the tourists.
When it was closed for freight in 1985, Torrevieja had a population slightly under 20,000.
Not counting the tourists.
In 2001, Torrevieja had a population over 50,000.
And in 2011, Torrevieja had a population over 100,000.
In 2021 it has shrunken to 84,000 (Brexit?).
Not counting the tourists.
Anyway, it still remains one of the largest towns in Spain without a railway line.
How busy would it be now? Probably a bit.
MURCIA
The part between Espinardo and Murcia is loosely followed by the Murcia tramway, so perhaps a tramway extension could happen some time in the future.
I don't know how busy would they be now, but probably a bit, as they would have enhanced the connectivity in the area.
The next two areas, Alicante and Murcia, can easily come together.
Not that many closures of commuter rail lines, actually, although one in particular (Torrevieja) showed a particular lack of foresight.
The deep (and many) railway problems this two regions have are of another kind.
I've included the Alicante part of Gandia to Dénia in the post above, as that part leans more towards Valencia than towards Alicante (and does not lean towards Murcia at all).
ALICANTE
This is one of the most regretted closures, at least in hindsight.
There are plans to reopen it, but they never seem to turn into anything solid.
When it closed for passengers back in 1970, Torrevieja had a population slightly under 10,000.
Not counting the tourists.
When it was closed for freight in 1985, Torrevieja had a population slightly under 20,000.
Not counting the tourists.
In 2001, Torrevieja had a population over 50,000.
And in 2011, Torrevieja had a population over 100,000.
In 2021 it has shrunken to 84,000 (Brexit?).
Not counting the tourists.
Anyway, it still remains one of the largest towns in Spain without a railway line.
A line that was left unfinished, and is now a cycling lane in some sections.
How busy would it be now? Probably a bit.
MURCIA
This closure was a bit harsh back in the day, as it came right after the line had been upgraded.
The part between Espinardo and Murcia is loosely followed by the Murcia tramway, so perhaps a tramway extension could happen some time in the future.
These two unfinished lines are now partly a cycling lane
I don't know how busy would they be now, but probably a bit, as they would have enhanced the connectivity in the area.
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Now we go north, to the Basque Country.
I'll treat it as a whole, as it's not very big.
As you will see, there were many closures there (and I'm not counting tramways!).
All of them of metric-gauge lines (the Basque government sometimes referring to metric gauge as "Basque gauge").
Had they kept all of these lines, the Basque Country would now have a Swiss-like network, in terms of coverage.
Its main problems are different though.
One is lack of connections between different lines at Bilbao (and to a lesser degree, San Sebastian and Irun).
Another one, which can be extended to the rest of Northern Spain regions (Cantabria, Asturias, Galicia), was the non-existence of Iberian gauge on the main line along the coast (which in fact isn't a main line, but a continuity of different lines that were built separately, which sometimes led to bad connectivity between lines, as I said).
And another one is the complicated and mountainous Basque geography, where the straight line is sometimes insurmountable (aka between very expensive and too expensive).
BISCAY (BILBAO)
The line was closed in 1966, and I'm not certain it would be of much use nowadays, as it really didn't follow the shortest route (while the motorway does).
So unless a new line between Bilbao and Santander is built (and there's talk about that), I don't really see rail coming back to Castro Urdiales.
I think part of it was reused as part of the tunnels of the Bilbao Metro.
So I don't know how much can we talk about a "closed line" in this particular case.
It used to be electrified.
It used to be electrified.
It used to be electrified.
Had the Basque government taken hold of this line before the closure, it would most probably still be open.
GUIPUZCOA (SAN SEBASTIAN)
Closure came soon, and the line was not electrified (and I actually wonder whether it even got to have diesel trains or it was steam-powered from start to finish).
Part of it is a rather beautiful cycling lane.
Unlike the Topo main line (San Sebastian to Irun and Hendaye), it had large parts of tramway-like platform, which didn't help its survival.
However, since the closure, the town of Astigarraga is train-less, and between Loiola and Astigarraga the line was grade-separated.
It was electrified, like the Topo main line, and actually shared the rolling stock with it.
I wonder about the section between Lasarte Oria and Andoain, but it looks difficult.
Much of the remainder between Andoain and Pamplona is a cycling lane.
It wasn't electrified, but the reopened part between Lasarte and Lasarte Oria did reopen electrified.
It used to be electrified all the way from Mekolalde to Estella (in Navarre), including the Oñati branch.
The part between Mekolalde and Zumarraga was a mountain line, and I don't think it would have survived.
It used to be electrified.
So I don't think it would have survived had the Basque government controlled it.
There were plans to upgrade it, though, but the politicians decided it was cheaper not to.
Had they upgraded it, it wouldn't be empty...
It used to be electrified.
Now we go north, to the Basque Country.
I'll treat it as a whole, as it's not very big.
As you will see, there were many closures there (and I'm not counting tramways!).
All of them of metric-gauge lines (the Basque government sometimes referring to metric gauge as "Basque gauge").
Had they kept all of these lines, the Basque Country would now have a Swiss-like network, in terms of coverage.
Its main problems are different though.
One is lack of connections between different lines at Bilbao (and to a lesser degree, San Sebastian and Irun).
Another one, which can be extended to the rest of Northern Spain regions (Cantabria, Asturias, Galicia), was the non-existence of Iberian gauge on the main line along the coast (which in fact isn't a main line, but a continuity of different lines that were built separately, which sometimes led to bad connectivity between lines, as I said).
And another one is the complicated and mountainous Basque geography, where the straight line is sometimes insurmountable (aka between very expensive and too expensive).
BISCAY (BILBAO)
Castro Urdiales is in Cantabria, not in the Basque Country, however it has a lot of commuters to and from Bilbao.
The line was closed in 1966, and I'm not certain it would be of much use nowadays, as it really didn't follow the shortest route (while the motorway does).
So unless a new line between Bilbao and Santander is built (and there's talk about that), I don't really see rail coming back to Castro Urdiales.
This one was mostly an underground branch (with at least three underground stations) that closed after the collapse of a tunnel.
I think part of it was reused as part of the tunnels of the Bilbao Metro.
So I don't know how much can we talk about a "closed line" in this particular case.
It used to be electrified.
Would probably carry as many passengers as the Amorebieta to Gernika and Bermeo line if it had survived.
It used to be electrified.
It was closed because of an extension of the Bilbao airport.
It used to be electrified.
Had the Basque government taken hold of this line before the closure, it would most probably still be open.
GUIPUZCOA (SAN SEBASTIAN)
This line linked Irun Colon station (on the Topo line) to some towns in northern Navarre, an area that leans more towards Irun and San Sebastian than towards Pamplona.
Closure came soon, and the line was not electrified (and I actually wonder whether it even got to have diesel trains or it was steam-powered from start to finish).
Part of it is a rather beautiful cycling lane.
This was a branch of the Topo.
Unlike the Topo main line (San Sebastian to Irun and Hendaye), it had large parts of tramway-like platform, which didn't help its survival.
However, since the closure, the town of Astigarraga is train-less, and between Loiola and Astigarraga the line was grade-separated.
It was electrified, like the Topo main line, and actually shared the rolling stock with it.
The section between Lasarte and Lasarte Oria was reopened not so many years ago.
I wonder about the section between Lasarte Oria and Andoain, but it looks difficult.
Much of the remainder between Andoain and Pamplona is a cycling lane.
It wasn't electrified, but the reopened part between Lasarte and Lasarte Oria did reopen electrified.
The part between Mekolalde and Vitoria would probably have survived if the Basque government had managed to lay its hands on it.
It used to be electrified all the way from Mekolalde to Estella (in Navarre), including the Oñati branch.
The part between Maltzaga and Mekolalde would have probably survived had the Basque government had controlled it.
The part between Mekolalde and Zumarraga was a mountain line, and I don't think it would have survived.
It used to be electrified.
This line was closed by the Basque government after so many years of neglect.
So I don't think it would have survived had the Basque government controlled it.
There were plans to upgrade it, though, but the politicians decided it was cheaper not to.
Had they upgraded it, it wouldn't be empty...
It used to be electrified.
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The following two northern Spain regions have managed to remain lightly affected by railway closures.
Only two closures, one for each region, plus an unfinished line for each region.
CANTABRIA (SANTANDER)
Had it stayed open, it's not unlikely that it would have been electrified, and some of the services now terminating at Astillero from Santander would probably run on it.
Part of it is now a cycling lane.
ASTURIAS (OVIEDO/GIJON)
This also led to the closure for passengers of Trubia to Baiña, as that became a redundancy with the Iberian gauge Cercanías service on the main line between Gijon and Leon.
It remains open for freight and technical movements of rolling stock, though.
I don't know how much of it remains.
The following two northern Spain regions have managed to remain lightly affected by railway closures.
Only two closures, one for each region, plus an unfinished line for each region.
CANTABRIA (SANTANDER)
This metric gauge line was closed in two stages, most of it is now a cycling lane I think.
Had it stayed open, it's not unlikely that it would have been electrified, and some of the services now terminating at Astillero from Santander would probably run on it.
This would-be Iberian gauge line was part of the Santander-Mediterráneo line, which was left unfinished on its Cantabria section.
Part of it is now a cycling lane.
ASTURIAS (OVIEDO/GIJON)
The closure of Oviedo Vasco to Fuso de la Reina happened once the Oviedo to Trubia Iberian gauge line was regauged to metric, as a part of the network simplification at Oviedo, which helped concentrate all the Iberian and metric gauge lines in just one station.
This also led to the closure for passengers of Trubia to Baiña, as that became a redundancy with the Iberian gauge Cercanías service on the main line between Gijon and Leon.
It remains open for freight and technical movements of rolling stock, though.
A metric-gauge line that was left unfinished.
I don't know how much of it remains.
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MAJORCA
The Mallorca case was a bit special.
All the lines in Mallorca used to have a 914mm gauge.
They were gradually closed, except the Palma to Inca line (which was regauged from 914mm gauge to metric gauge), and the Palma to Sóller line (which remains in a 914mm gauge and is a tourist line these days).
However, the lines between Inca and Sa Pobla (in 1997) and between Inca and Manacor (in 2003) were reopened, two of the very few line reopenings that have happened in Spain (and the most significant).
However, many other lines remain closed.
More info on it would be welcome.
I'm not sure how much of it has been built on.
MAJORCA
The Mallorca case was a bit special.
All the lines in Mallorca used to have a 914mm gauge.
They were gradually closed, except the Palma to Inca line (which was regauged from 914mm gauge to metric gauge), and the Palma to Sóller line (which remains in a 914mm gauge and is a tourist line these days).
However, the lines between Inca and Sa Pobla (in 1997) and between Inca and Manacor (in 2003) were reopened, two of the very few line reopenings that have happened in Spain (and the most significant).
However, many other lines remain closed.
Just a short spur. Wouldn't make much sense to reopen it.
This would be welcome if they reopened, but significant parts of it have been built on.
Like I said, I'm just discovering its existence.-1965 - Palma-Palma Port (never had passenger service. I actually am discovering its existence, it was underground!!! WTF!!! Its reopening for passengers was discussed for many years, but if was finally discarded as they built two underground car parks.
More info on it would be welcome.
This would also be quite welcome if it reopened.
I'm not sure how much of it has been built on.
This line, which was meant to be reopened, got hit in full by the 2008 crisis and later on by a particularly nimby regional government, and now probably won't reopen. Pity.-1977 - Manacor-Artà (reopening planned, reopening works started in 2009, but then halted in 2011, turned into a cycling path in 2014
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In Zaragoza area there wasn't any closure in the 1980-90ish but a great deal of stations in the neaby
Just two examples
El Burgo de Ebro,
www.google.com
all trains stopped there. OK, just three per day but may you wanna use it, it could be useful... and trains are not full
Utebo
All trains called in a station located where now we have the commuter station one. OK, 9 per day, 6 to Castejon, 3 to Calatayud only... but it was a service.
I remember former "Utebo station???". It didn't had any platforms!!!!!
A great deal of examples are possible to point how commuter stations had a closure and there's not any commuter service in most of these lines
Just two examples
El Burgo de Ebro,
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www.google.com
all trains stopped there. OK, just three per day but may you wanna use it, it could be useful... and trains are not full
Utebo
All trains called in a station located where now we have the commuter station one. OK, 9 per day, 6 to Castejon, 3 to Calatayud only... but it was a service.
I remember former "Utebo station???". It didn't had any platforms!!!!!
A great deal of examples are possible to point how commuter stations had a closure and there's not any commuter service in most of these lines
About the four Girona narrow gauge lines:
- Girona - Banyoles is, probably, the line that nowadays could get a better ridership in a shortest term. Discounting the toll road from Barcelona to the french border, for many years the only highway on the Girona area was the one linking these two municipalities.
- The main problem with the Girona - Olot line nowadays is that it ran along small towns and the geography dictates a someewhat hard layout. So, accounting for the only enough big demand at both ends[1] and a rugged terrain that would either limit the operating speed or require some really big earthworks, this line as it was on the past is quite unlikely to be restored. However, Olot is not that far from Banyoles and inbetween there is Besalú, a town with a strong touristic appeal due to its medieval bridge. If Olot were to ever recover rail service, it would be via Banyoles instead of the ancient line.
- Girona - Palamós ran through the northern side of the Gavarres, the mountain range dividing Girona from the coastal line. Up until Flaçà it will not be restored as it would run parallel to the Barcelona - Portbou wide gauge line. The main strong point would be serving La Bisbal d'Empordà, but even so I think it would be hard for this line to gain ridership for its own, however...
- Girona - Sant Feliu is the line for which local entities have historically asked for its restoration and even several projects have been proposed so far. Southern Costa Brava have a very touristic potential, not only Sant Feliu de Guíxols but several more coastal towns northwards like Platja d'Aro or Sant Antoni de Calonge. Furthermore, this route would allow to reach Palamós from the south, which has more potential than the north route from the aforementioned line. However, a full circle between the enlarged Sant Feliu line joined with the northern Palamós makes more sense. This is the line with the most potential overall on the coastal area, as long as it's properly connected to the current railway "network" --well, having a single line crossing north-south hardly constitutes a "nework"...
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I'm not sure about the totality of that.
Like entfe001 said, in the Girona lines there would be some inconveniences.
The one which would have the better case, in my view, would be the Sant Feliu line, as most of the trackbed's preserved as a cycling lane. If they reopened it, it would be busy.
The Olot line crosses some not very populated towns (Salt excepted, but that's part of the Girona urban area so doesn't really count). But most of the trackbed's preserved as well, as a cycling lane.
Reopening the Banyoles line would be great... if the alignment hadn't completely disappeared as it was engulfed by the extension of the road. It would have to be rebuilt from scratch, and that wouldn't be easy or cheap.
Same for the Flaçà to Palamós line, most of the track is now under asphalt. However, reopening Girona to Flaçà wouldn't make sense, as that'd be a slower, single-track redundancy to the Barcelona-Portbou/Cerbère main line.
As for Reus-Salou... all of the line is under asphalt.
Would make sense to reopen only as a tram, not commuter rail.
And the tram, which you know it's being discussed for years now, is something a bit complicated to implement, due to the area being urbanistically complicated enough, in terms of what to prioritize.
No one seems to be able to completely agree on which route to follow.
Yes there were.
Tudela-Tarazona, Caminreal-Calatayud, Calatayud-Cidad Dosante, and Ariza-Valladolid.
All closed in 1985 and were partly in Zaragoza.
However, these were hardly commuter rail lines, or potential commuter rail lines, which is what I meant.
I got the point of the rest of your message though, and you're right.
But that's not just valid for Zaragoza, many other places have this problem.
Sometimes they closed stations for unknown reasons, without properly thinking whether they could be useful or not.
And sometimes certain stations should have been relocated, as they could be useful, but not so much in the location they had.
And sometimes it was the access to certain stations that was not good enough.
And sometimes it was Renfe which decided to give certain stations very bad stopping patterns for no reason at all.
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The issue I pointed was that in the 1980ish, all regional trains called in all stations. Nowadays, half of them had a closure. Sometimes because not enough population but, nevertheless, around the city, all were closed.
They could be used for a short journey and it is not possible nowadays
They could be used for a short journey and it is not possible nowadays
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I'm not sure that's accurate. I'll have to check that out.
I get your point though, and at least in part, you are right.
And one was reopened.
Yes. Although in some cases the location of the station in certain cases was not the ideal one, or the better one, for increasing the number of passengers.
Take Cuarte de Huerva or Cadrete for instance.
And then there's the issue of the Goya tunnel, which was hindered by the HSL.
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