Evening star., 1924-09-13
RAILWAY BUILDING
ERA ON IN SPAIN
Lessons of Losses During
War Prompt State to Sup
port New Construction.
BY OLIVER FOX,

By Cable to The Star and Chicago Daily News.
MADRID, Spain, September T.
Whereas a policy of railroad con-
struction in the last quarter of a
century would have transformed
Spain economically, only an insig-
nificant mileage has been added
Now, however, a new era is at hand
There are only 9.643 miles of rail-
way in the peninsula. That is about
two miles to every square mile of
territory-a very low average. More
over the system was laid out with a
view to politics rather than to eco
nomics. The capital of Spain is still
unprovided with direct communica-
tion with the sea. Valencia. the near
est seaport. only $50 miles from
Madrid as the crow flies. is 304 miles
distant by rail. The Paris express
wanders all around the ancient cities
of CASTLE before reaching it's destina-
tion-Madrid.
Three capital defects beset the
Spanish railways. First, few of the
lines are direct between the principal
points they serve; second, most of the
lines have only single tracks with
heavy gradients, and. third. the di-
versity of gauge between the main
lines and secondary railways.
Railways short OF Funds.
Spain reaped a fine industrial har-
vest from the World War. but had
her railways been better equipped the
harvest would have been far greater.
In 1919 the lines were short of roll
ing stock and in very bad repair.
Spanish factories were quite unable
to deal with the demand for equip
ment and conSortium of German
firms obtained orders for 12S new
locomotives, the first postwar pur-
chases.
Owing to the enormous increase in
working costs the companies were
short of funds. They had been allow
ed to raise their tariffs only Is per
cent in 1918. Moreover, as the ma
jority of the railway concessions
granted for 80 years, with reversion
to the State, were already more than
20 years old, the companies found diff
ficulty in raising capital which would
have to be paid off in so short d pc
riod as remained for the concessions
to run. In these circumstances the
State offered in 1920 to advance the
necessary sums to pay for rolling
stock, the capital sum to be refunded
by installments in 20 years. Many
companies accepted, and about 10000,
600 pesetas tabout $18,000,000) per
snnum have been paid by the State
under this agreement. A very oner-
Gus condition imposed on the COM
panies which accepted the "anticipo
reintegrable," as the loan is called.
was that the wages of railway serv-
ants should be greatly increased.
Seeking state Control.
The military directorate, by royal
decree issued last month. is endeavor-
ing to consolidate, on the basis of the
payment of about 50,00O,000 instead
Of of Of
State cooperation, which would thus
become the transition system until
the concessions reverted to the State.
The companies have been given three
months to choose between independ-
enCe under the present concessions,
which do not allow them to raise
their tariffs or subvention under State
control. 1t is believed that most of
the companies will accept the new
statute. for although freight receipts
have improved considerably during
the last few years on the main lines,
which are controlled by two great
comprehensive Norte and the Madrid
ZaragoZa Alicante-it is recognized
that increased revenue is necessary
if the impulse the situation calls for
is to be given to the railway system.
Four New Lines Planned.
The railway problem resembles
that of the highways. inasmuch rs it
is mainly one of upkeep and local de-
velopment and of gradually complet-
ing a system that is defective. The
directorate has plan to foster these
local lines. but does not propose to
neglect larger developments.
The principal new lines contem-
plated are the connection of Valencia
with Santander by the construction
Of the section from Ontoneda to Gala
tayud, VIC Eurgos and Soria: the Re
quena to Beeza line via Albacete
from Puertollano to Cordoba and
from BurgoS to Sagovia.
The first named is strategic line
of the greatest Importance, providing
line of communication between the
Mediterranean and Cantabrian Seas,
south of the Ebro. The second is the
most important of several interpro-
vincial communication schemes while
the third and fourth would shorten
the journey between the French from
tier and Madrid and between Madrid
and Andalusia.
Work is proceeding steadily on the
three tunnel lines through the Pyre-
nees-Jaca to Oloron. Lerida to ST. Cir
ons and Ripoli to Puigcerda. The
Canfranc tunnel on the first named
line is ready for traffic and the in
ternational station on the Spanish
side is built. Work on the French
sections of these lines was greatly
delayed by the war.
A noteworthy postwar develop
ment is the creation of the locomotive
industry in Spain. During the war
years Spain experienced great diff
Guilty in procuring locomotives. She
now possesses two large locomotive
works.
Spanish Asturian coal is of poor
quality, but the state makes it oblig-
atory for the railroad to burn it. The
future for railway traction in Spain
lies in the electric power running to
waste down the rocky courses of the
Duero and the Tagus and other rivers,
as well as in the Pyrenean and Can
tabrian highlands.
Copyright, 1924, by the Chicago Daily News
Company