Metro Madrid

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MetroMadridLogo.svg
Metro Madrid
Metro Madrid y Cercanías.png
Basic data
Country SpainSpain Spain
Transport network Consorcio Regional de Transportes de Madrid
opening October 17, 1919
Lines 13
Route length 294.0 km
Stations 302
use
Passengers 657.21 million annually (2018)
operator TFM, Metro de Madrid, MetroOeste
Gauge 1445 mm
Power system 600 V and 1500 V DC

The Metro Madrid is the subway of the Spanish capital Madrid . The 294-kilometer route network with 302 stations now opens up not only the city itself, but also numerous suburbs. After the expansion phase, which was completed in May 2007, the Madrid Metro is currently the twelfth longest subway in the world. In terms of the number of stations, it is only surpassed by Paris in Europe . Alongside the Seoul Subway , it was considered the fastest expanding subway in the world in the 2000s. The length of the route network has more than doubled since 1994 alone.

The operations are managed by Metro de Madrid SA , a subsidiary of the Consorcio Regional de Transportes de Madrid . It is a public company owned by the City of Madrid, the Autonomous Community of Madrid and the suburbs. This consortium also coordinates the bus operation of the municipal transport company Empresa Municipal de Transportes (EMT) as well as the local transport network Cercanías ( suburban trains ) of the Spanish state railway Renfe . All modes of transport in the capital region are combined to form a transport association . In 2018 the Madrid Metro carried 657.21 million passengers.

Line network

Rubén Darío station (line 5)

The network of the Madrid Metro is currently 294 kilometers long, consists of 13 lines and has 302 stations. The track width is 1445 millimeters (10 millimeters more than the international standard gauge ). It corresponds to that of the former trams and is significantly narrower than the Spanish broad gauge of 1668 millimeters used on the railways . Almost the entire network runs underground; only three sections are on the surface. These are the routes Puerta de Arganda - Arganda del Rey on line 9 and Lago - Casa de Campo on line 10 and the Aluche station on line 5.

Like the Berlin subway , the Madrid metro also consists of two different sub- networks. Lines 1 to 5 and R belong to the small profile network. The tunnels are 6.86 meters wide and 5.36 meters high, are mostly at a shallow depth and generally follow the course of the road above ground. While the tunnels are built in the shape of a horseshoe, the stations are elliptical. Due to their shallow depth and the favorable geology (stable layers of clay and sand), the small profile lines were mostly built using open tunnel construction; a construction pit was dug and then covered with a lid. In more difficult conditions, the "Belgian method" was used, which was further developed over time into the "Madrid method" (explanations of the various construction methods under tunnel construction ). The small-profile station, located deepest under the earth's surface, is La Latina on line 5 at 28 meters .

Lines 6 to 12 belong to the large-profile network. If the tunnels are close to the surface, these were also built using the open construction method; in this case they are 7.74 meters wide and 6.87 meters high. At depths of less than 20 meters, more modern construction methods were used, such as the New Austrian Tunneling Method or, since the early 1990s, tunnel boring machines . These sections have tubbing on an inner diameter of 8.07 meters. The deepest large profile station is 49 meters on line 6 at Cuatro Caminos .

The minimum curve radius on both sub-networks is 90 meters and the maximum incline is 5 percent. The superstructure consists of Vignole rails (weight 54 kg / m) with wooden sleepers on a ballast bed. In the stations and in tight curves, the rails are embedded directly in the concrete of the tunnel floor or mounted on concrete consoles.

line Terminals opening Route
length 		profile Driving
voltage 		Number of
stations 		Platform
length 		Passenger volume

per line (2018)

Madrid-MetroLinea1.svg Pinar de Chamartín ↔ Valdecarros 1919 23.9 km small 600 V = 33 90 m 095,549,987
Madrid-MetroLinea2.svg Las Rosas ↔ Cuatro Caminos 1924 14.0 km small 1500 V = 20th 60 m / 90 m 043.969.307
Madrid-MetroLinea3.svg Villaverde Alto ↔ Moncloa 1936 16.4 km small 1500 V = 18th 108 m 066,538,578
Madrid-MetroLinea4.svg Argüelles ↔ Pinar de Chamartín 1944 16.0 km small 600 V = 23 60 m 043,442,442
Madrid-MetroLinea5.svg Alameda de Osuna ↔ Casa de Campo 1968 23.2 km small 600 V = 32 90 m 069,848,412
Madrid-MetroLinea6.svg Circular (ring line) 1979 23.5 km big 600 V = 28 115 m 107,544,619
Madrid-MetroLinea7.svg Pitis ↔ Hospital del Henares 1974 32.9 km big 1500 V = 30th 115 m / 90 m 044,252,587
Madrid-MetroLinea8.svg Nuevos Ministerios ↔ Aeropuerto T4 1998 16.5 km big 1500 V = 8th 115 m 018,928,919
Madrid-MetroLinea9.svg Paco de Lucia ↔ Arganda del Rey 1980 39.5 km big 600 V = 29 115 m 043,415,474
Madrid-MetroLinea10.svg Hospital Infanta Sofía ↔ Puerta del Sur 1961 36.5 km big 1500 V = 31 115 m / 90 m 075.130.369
Madrid-MetroLinea11.svg Plaza Elíptica ↔ La Fortuna 1998 08.5 km big 1500 V = 7th 115 m 005,421,189
Madrid-MetroLinea12.svg MetroSur (ring line) 2003 41.0 km big 1500 V = 28 115 m 032.109.243
Madrid-MetroRamal.svg Ópera ↔ Príncipe Pío 1925 01.1 km small 1500 V = 2 60 m 006,370,436

business

Valdezarza station (line 7); Because the route is largely underground, operations are hardly affected by snowfall.

The Madrid metro runs from 6:00 a.m. to 1:30 a.m. every day. The headway time varies from line to line. It is usually 2 to 4 minutes during rush hour , 4 to 7½ minutes during the day and 15 minutes from midnight.

There are six workshops with parking facilities. These are located at the stations Cuatro Caminos , Cuatro Vientos , Herrera Oria , Fuencarral , Loranca and Ventas . The main workshop, which is used for both small-profile and large-profile trains, is located on a 30-hectare site in the east of the city near the Wanda Metropolitano stadium between the Canillejas and Las Musas stations of lines 5 and 7, and is across from them Access tracks connected.

The power is supplied to all lines by means of overhead lines and pantographs (600 volts direct current on lines 1, 4, 5, 6 and 9, from 1999 on the other lines gradually switched to 1500 volts, starting on lines 10 and 12). Power is supplied via 83  substations , which are distributed over the entire route network and centrally controlled from the Quevedo station . The central operations control center, from which all trains are monitored, is located in the Alto del Arenal station (until July 2000 in the Pacífico station ).

Three lines have operational peculiarities:

  • Line R (for Ramal , German "branch") is only 1.1 kilometers long. Two trains with four cars each shuttle back and forth between the Ópera and Príncipe Pío stations . The route is double-track, but there is only one platform in each of the two stations.
  • The metro line with the number 9 runs over a length of 18 kilometers on the surface. It uses a former freight railway line between Puerta de Arganda and Arganda del Rey and initially only had three intermediate stations on this section. In order to take account of the rapidly increasing population of Rivas-Vaciamadrid , another station named Rivas-Futura was added on July 11, 2008 . There are also plans for another station in the city area. Due to the lower number of passengers, there is an operational separation of the route in Puerta de Arganda . Outside of Madrid there are only trains with three cars and a longer interval. Passengers who want to continue to the city center have to temporarily change at the city limits until the greater demand justifies continuous operation. The overland route is owned by Transportes Ferroviarios de Madrid , in which the metro company and several construction groups are involved; it will become the property of the Autonomous Community of Madrid when the concession expires in 2028.
  • Line 12 - also called MetroSur ("Südmetro") - runs completely outside the urban area of ​​Madrid and connects the suburbs of Alcorcón , Fuenlabrada , Getafe , Leganés and Móstoles as a ring route . It is only connected to the rest of the metro network via line 10, but there are six stations where you can change to four different lines of the Cercanías suburban railway . Although the route runs partly through open terrain, it is completely in the tunnel. This should not impair the urban development to be expected in the future.

There is left-hand traffic on all lines . The maximum speed is 80 km / h, on the open section of line 9 even 110 km / h.

Stations

Spanish solution - the middle platform is for those getting off, the outer one for those getting on.
Mural in Retiro station designed by Antonio Mingote (line 2)

The length of the stations varies from route to route. Those of the small profile lines 1, 3 and 5 are 90 meters long, those of the lines 2, 4 and R 60 meters. By September 2006, the stations on Line 3 were extended from 60 to 90 meters to increase capacity. The stations of the large profile lines 6 to 12 have a uniform length of 115 meters. Several double-track stations have a central platform and two side platforms; this means that boarding and alighting can be done separately ( Spanish solution ).

You can change to other metro lines in 39 of the 210 stations, and in 19 to the Cercanías trains . The transfer relationships are not ideally designed everywhere; The platforms are often only accessible via long connecting tunnels (in Nuevos Ministerios, for example, up to 250 meters) or via several escalators . Casa de Campo and Príncipe Pío are the only stations where you can change trains on the same platform.

The Plan de Accesibilidad program provides for the installation of 80 additional elevators by 2020 , which would make 73% of the stations accessible. The Madrid metro already has around 530 elevators and, at 1705, it has the most escalators in the world.

The floors of the platforms and the walls of the older stations are mostly tiled . During renovation work in 2006/2007, the old tiles were not removed and replaced. Instead, the walls in many stations were first lined with a plastic material and colored metal cladding was put on top. This fundamentally changed the appearance of many stations.

In the newer stations, the walls are also clad with slabs of marble or granite . Numerous stations have various artistic design elements such as murals or statues, which mostly relate to the surrounding area. Almost all stations have a mezzanine floor with ticket machines, information counters, turnstile barriers and shops.

Trains

A series 8000 train in Colombia station (line 8)

Almost all trains on the small-profile lines are made up of cars from the 2000 series, which are 2.3 meters wide and were built by the Spanish wagon construction company CAF . While the Series 2000-A was delivered from 1984 to 1993, the Series 2000-B was only delivered in 1998. Since the end of 2005, the 2000 series cars have been supplemented by those from the 3000 series.

The type 2000-A trains run on line 1, the 2000-B on line 5 and the 3000 on the remaining small-profile lines (2, 3, 4 and R) as well as on line 11, which is a large-profile line, but Due to the low number of passengers, the higher capacity of the large-profile trains is not required.

From June 1998 to May 2002 the small-profile trains were also used on the large-profile line 8, because at that time this was not yet connected to the rest of the large-profile network. Line 10 was also a special case: On the former "Suburbano", 2.35-meter-wide trains of the 300 series ran. When the "Suburbano" was connected to the then northern section of line 8 to form line 10 in 1998, 2000-series cars were initially added Commitment. In 2000 and 2001, the tunnel section between Plaza de España and Alonso Martínez was converted for the use of large-profile vehicles.

Line 4 small profile train in the Mar de Cristal station

Four different series, all 2.8 meters wide, are used on the large profile network. The oldest trains in the 5000 series date from 1974; Three other series followed by 1993, each differing in the design of the front end and the interior. These are mostly on line 9, occasionally also on line 6.

The 6000 series was built in 1998/1999 by a consortium consisting of CAF, GEC-Alsthom , Adtranz and Siemens . In 2002, individual trains were given non-powered intermediate cars. You only come across vehicles of this type on line 9.

From 2002 trains of the series 8000 and 7000 were delivered. The former come from CAF, Alstom and Siemens, the latter from AnsaldoBreda . The most striking feature of these trains is that they can be walked from one end to the other. In the 8000 series vehicles on airport route 8 there are fewer seats, but there are luggage racks. The series 8000 and 8400 can be found on lines 6, 8 and 12, the series 7000 and 9000 on lines 7 and 10, and occasionally also on lines 6 and 9.

The Madrid Metro currently (August 2019) has around 2,400 cars.

history

The history of the Madrid Metro can be broken down into four different construction phases. During the first phase, which lasted from 1919 to 1951, the small profile lines were built. The second phase between 1951 and 1978 includes the construction of the first above-ground routes and the first large profile lines. The third phase from 1978 to 1994 was marked by the nationalization of the company and the establishment of the transport association. During the fourth phase, which began in 1994 and lasted until the global financial crisis of 2008/2009 , the metro doubled its route network; an expansion unmatched in Europe.

Projects

On May 31, 1871, Madrid's first horse-drawn tram started operating. The first steam tram followed eight years later . In the city center, especially around the Puerta del Sol traffic junction , there was such a heavy traffic of trams and horse-drawn carts that a first proposal for the construction of a subway was presented as early as 1892. Pedro García Faria planned a network of five lines on which freight traffic should also be handled. Although Faria was granted a concession, the lines were never built.

The rapidly expanding horse-drawn tram network was fully electrified between 1898 and 1906, the last steam tram lasted until 1931. In 1913 - at that time the city had around 600,000 inhabitants - the engineers Miguel Otamendi, Carlos Mendoza and Antonio González Echarte presented a new subway Project. This envisaged the construction of four lines with a total length of 14 kilometers; the route corresponds exactly to that of today's lines 1 to 4. Otamendi submitted a license application in 1915, which was approved on September 19, 1916.

Otamendi and his partners initially struggled to find the funds they needed, despite the support of the Banco Vizcaya . King Alfonso XIII , who had shown a great personal interest in the project, came to the rescue and contributed a million pesetas . With a capital of 10 million pesetas, the private subway company was founded on January 24, 1917 and was named "Compañia Metropolitano Alfonso XIII". Construction began on July 17th of the same year. Because of the First World War , which shook the rest of Europe, the provision of building materials was significantly delayed. Also, no Spanish or European company was able to supply electric motors for the railcars . These therefore had to be bought from the Paris Métro .

The first routes

On October 17, 1919, Alfons XIII opened. officially the first section of Line 1 . This was four kilometers long and led from Sol to Cuatro Caminos on the outskirts of the city at that time, where the depot was also located. Scheduled operations began exactly two weeks later. The new means of transport proved to be a great success right from the start. The first extension to Atocha station followed just two years later . The first escalators were also installed in 1921, but at the beginning there was still a charge to use them.

The first section of Line 2 between Sol and the Ventas bullring opened on June 14, 1924. On December 27, 1925, the just 1.1 kilometers long pendulum line R ("Ramal") followed between Ópera and the North Station ( Estación del Norte , today Príncipe Pío ). The station is deep in the Manzanares Valley and the tram cars made very slow progress on the steep road, which is why the R line enabled considerable time savings despite its shortness.

After the king left the country in 1931 and the Second Spanish Republic was proclaimed, the company had to change its name to Compañia Metropolitano de Madrid . In the same year it also set up the first ticket machines . On September 17, 1932, the Goya - Diego de León line went into operation. This is the first section of line 4 , which was operated as a branch of line 2 until 1958 and was only then connected to the other sections built later.

Route network in 1951

A few weeks after the beginning of the Spanish Civil War , the first section of Line 3 between Sol and Embajadores was opened on August 9, 1936 . But only five days later, traffic on the R pendulum had to be stopped; the north station had been cut off from its hinterland so that there were hardly any passengers. Francisco Franco's troops besieged Madrid for the next three years , but the operation of the metro continued almost smoothly. The metro trains also transported coffins and corpses to the eastern cemeteries during the siege. The short branch line between Goya and Diego de León was temporarily closed and used as an arsenal . A violent explosion occurred there on January 10, 1938, claiming an unknown number of lives.

After the conquest of Madrid on March 28, 1939 by nationalist troops, the communists and socialists employed by the Metro were immediately dismissed and replaced by loyal employees. Individual stations were given new names by order of the Falange regime. As early as July 1941, an expansion of the metro network was opened to traffic. In 1948 the gradual shutdown of the 140 km long tram network and its replacement by new metro and bus lines began; this process was completed in 1972. With the completion of the southern part of line 3 on March 1, 1951, the route network reached a length of 27.6 kilometers.

"Suburbanos" and large profile lines

Lago, one of the few above-ground stations on the Madrid Metro (line 10)

In December 1951, the Ministry of Public Works published a General Transport Plan for Madrid. In addition to 50 kilometers of new metro lines, the construction of above-ground lines was planned for the first time, with a total length of 60 kilometers. The new "suburbanos" (German "suburban lines") should be operated with metro-like vehicles, but have a significantly greater distance between stations (up to 2 kilometers instead of an average of 500 meters) and largely operate on the surface.

Despite the economic boom and rapid population growth - during the 1950s the population rose from 1.7 to 2.6 million - it took more than nine years before the metro network could be expanded again. The first and last “Suburbano” (line S, today's line 10 ) from Plaza de España via Batán to Carabanchel was opened on February 4, 1961. Since the state had taken over the construction costs for the first time, this line was owned by the state company Ferrocarril Suburbano de Carabanchel ("Carabanchel suburban railway") until 1979 ; The management, however, was with the Metro from the start. The platforms were not 60 meters, as was previously the case, but 90 meters long so that longer trains could be used.

Route network in 1977

By 1966, the platforms on Line 1 were also extended from 60 to 90 meters. On May 21 of that year, the Chamberí station had to be closed because this expansion measure meant that it was only 230 meters away from the Iglesia station. To date, this is the only closure that has ever occurred on the entire Madrid Metro network. Most of the plans published in 1951 could not be implemented; this was particularly true of the "Suburbanos". The expansion plan drawn up by the city administration in 1961 also remained largely without consequences. One of the few exceptions is line 5 , the first section of which between Callao and Carabanchel was opened on June 5, 1968. Line 5 is the last line built in the small profile.

In 1967 the government approved an expansion plan that was revised in 1971 and updated in 1974. He envisaged the construction of new lines, which largely correspond to the lines of today's lines 6, 7, 8, 9 and (partially) 10. In order to rule out future capacity bottlenecks from the outset, the routes were created with a larger profile. The standard length of the stations was set at 115 meters and escalators were henceforth part of the basic equipment. On July 17, 1974, the opening of the first section of line 7 between Pueblo Nuevo and Las Musas , the first route in large profile.

nationalization

Four lines cross under the Avenida de América (here line 6).

The early 1970s proved economically difficult for the private metro company. In 1974 it made a loss for the first time. With the death of Francisco Franco on November 20, 1975, a new era began in Spain. The company meanwhile fought more and more for its economic survival. Fares rose, the deficit grew, the infrastructure began to deteriorate, vandalism and pickpockets increased. Despite the opening of new routes financed by the state, this led to an increased drop in passenger numbers.

Finally, on June 7, 1978, the government placed the metro under the direct control of the Ministry of Transport and entrusted its management to an "Intervention Council". The route network was 64.3 kilometers long at that time. On November 9, 1979, the metro company was nationalized and became the property of the City of Madrid and the Province of Madrid . The nationalization meant that considerably more money was now being used to improve the infrastructure and security measures, which had a positive effect on passenger numbers.

The Cuatro Caminos - Pacífico route , the first section of line 6 , opened on October 11, 1979. On January 31, 1980, the trains ran for the first time on the new line 9 , between Sainz de Baranda and Pavones . Finally, on June 10, 1982, the first section of line 8 (now the northern part of line 10) between Nuevos Ministerios and Fuencarral followed ; this route runs past the Santiago Bernabéu Stadium and was opened three days before the start of the 1982 World Cup .

With the route Plaza Castilla - Herrera Oria on line 9, the route network of the Madrid Metro reached a length of 100 kilometers on June 3, 1983. This section was initially isolated from the rest of Line 9 and was operated as Line 9B until the gap was closed in 1986. On December 16, 1985 the public company Consorcio Regional de Transportes de Madrid was founded , which combined all means of mass transport in the capital region in a transport association . On December 31, 1986, the city and region of Madrid transferred all shares to the new consortium, of which Metro has been a subsidiary ever since. In 1989, seventy years after the opening of the first line, the metro company was given a new name and has been called Metro de Madrid SA since then. By April 1994, the route network grew to a length of 114.4 kilometers.

Expansion in the 1990s

Route network in 1994

In 1993 the Consorcio Regional de Transportes presented a new expansion plan that put all previous plans in the shade. The goal was that every resident of the city should live a maximum of 600 meters from the nearest metro station (at this point it was around 70%). In addition, the Cercanías S-Bahn should be better connected to the metro network wherever possible. In 1995, the Partido Popular made the metro the main campaign topic before the regional parliamentary elections and won an absolute majority with the promise to expand the route network faster than before under the PSOE government .

In order to keep costs as low as possible, a new type of financing model was used. All financing activities were outsourced to Arpegio . Since Arpegio is wholly owned by the regional government, it had extensive land reserves that the banks used as collateral. As soon as an area was opened up by the metro, the land prices rose rapidly and the extensions could be refinanced to a large extent. The work was led by civil engineers who were also directly subordinate to the regional government. In this way, the otherwise usual high costs for external project management and business consultants could be saved.

On a train on line 8

The expansion of the Madrid metro was by far the largest civil engineering project in Europe in the second half of the 1990s and was only exceeded by the expansion program for the Seoul subway . The costs were relatively low and only amounted to 31 million euros per kilometer (not including newly purchased vehicles). For comparison: the extension of the Jubilee Line of the London Underground built during the same period cost more than ten times as much per kilometer. Up to six tunnel boring machines were in use at the same time in the urban area of ​​Madrid . A copy from Mitsubishi achieved a new world record with 792 meters of advance in a single month.

In May 1995, the Ciudad Universitaria - Laguna section closed the last gap in line 6, which has since run as a ring line around the entire city center and is the most popular metro line with over 500,000 passengers daily. At the Príncipe Pío train station, the subway station, which until then had only been served by the shuttle line R, was expanded into an important traffic junction, where three metro lines and two Cercanías lines have since crossed. For this purpose, the tunnel section of line S had to be swiveled. On January 22, 1998, line S was extended to Nuevos Ministerios and merged with the northern part of what was then line 8 to form the new line 10.

On June 14, 1998, King Juan Carlos I opened the route to Madrid-Barajas Airport , which was given route number 8, which has now become vacant. On November 16 of the same year, operations began on the first section of line 11 . On April 7, 1999, the Madrid metro crossed the city limits for the first time with the overground extension of line 9 to Arganda del Rey . In the years 1998/1999, line 7 was also expanded in four stages to two and a half times its previous length, thereby converting it from a rather isolated, comparatively little-demanded radial line to the most important east-west connection.

Expansion at the beginning of the 21st century

With the extension of line 10 to Colonia Jardín on October 22, 2002, line 5 took over the section Casa de Campo - Aluche of the former "Suburbano". The conclusion and at the same time the highlight of the entire expansion program was on April 11, 2003. On that day, no less than 47 kilometers of new metro lines went into operation, more than ever before in all of Europe. This involved, on the one hand, the extension of line 10 to Puerta del Sur in the city of Alcorcón and , on the other hand, the entire line 12 (MetroSur) , which has since connected Alcorcón with Móstoles , Fuenlabrada , Getafe and Leganés .

Alonso Martínez Station (Line 4)
Open section at the Eugenia de Montijo station (line 5)

After the completion of MetroSur in 2003, the City of Madrid and the Autonomous Community of Madrid decided on a further extensive expansion program ("Plan de Ampliación de Metro 2003-2007") with a total of 55 kilometers in length. In addition to route extensions, the program also included the construction of new stations on existing routes, the modernization of rolling stock and the reconstruction of existing stations for the disabled.

All existing platforms on Line 3 were extended in stages from 60 to 90 meters by September 2006. The north-western terminus Moncloa of line 3 was demolished and completely rebuilt: It is now parallel to line 6 and no longer at an angle. This means that the line can be extended in the future.

From autumn 2006, the Madrid Metro started operating the individual elements of the expansion program step by step. The prelude was the extension of line 5 to Alameda de Osuna on November 24th, followed by the extension of line 11 to La Peseta on December 18th. Next, three stations were opened on existing routes: On December 18, Aviación Española (line 10), on January 15, 2007 Pinar del Rey (line 8) and on January 26, Arganzuela-Planetario (line 6).

Further routes were added in quick succession: on February 16, 2007, line 2 was extended to La Elipa , and on March 30, line 1 was extended to Chamartín station . The station is being expanded significantly. Two different lines (1 and 4) have been running to the common terminus Pinar de Chamartín since April 11th . Ten days later, Line 3 was extended by almost nine kilometers from Legazpi to Villaverde Alto , and on May 3, the two-kilometer extension of Line 8 to the new Terminal 4 at Barajas Airport finally opened.

Line 10 has been extended from Fuencarral by 15.7 kilometers to the northern suburb of San Sebastián de los Reyes since April 26th (current terminus Hospital Infanta Sofía ). Until further notice, shorter trains will run at longer intervals on this section. Tres Olivos at the city limits serves as a temporary transfer station to line 10b until the expected higher number of passengers justifies continuous operation.

Line 7 was extended by 12.2 kilometers on May 5, 2007. It runs via Las Musas to the eastern suburb of San Fernando de Henares (terminus Hospital del Henares ). Because the area east of the city limits is not yet fully developed and therefore even lower demand is to be expected, only 3-car trains with a larger interval will run on this section for the time being. In Estadio Olímpico, passengers have to change to the so-called line 7b until the expected higher number of passengers justifies continuous operation.

Line 1 was extended on May 16, 2007 in the south by 3.1 kilometers from Congosto to Valdecarros . Line 11 received another station in October 2010, La Fortuna . This lengthened the short line by 1.3 kilometers.

The extension of line 2 from La Elipa to Las Rosas went into operation on March 16, 2011. It covers a length of 4.6 kilometers and the new intermediate stations La Almudena , Alsacia and Avenida de Guadalajara .

Exhibitions

Various subway stations show contemporary art . The Expometro rooms within the Retiro station show exhibitions of photography, sculpture and painting, such as The Dream of Madrid (1986) by Pablo Sycet, Rafael Arellano, Tono Carbajo, Christian Domec and Julio Juste or Passengers by Daniel Garbade (2000) . The exhibition “100 Years of the Metro” (2019) at the Chanmartín station attracted more than 27,000 visitors. Murals by Antonio Mingote hang on the platforms at Retiro station . The Goya station on line 2 shows works by Francisco de Goya .

Expansion and planning

Illustration from 2009 with extensions originally planned until 2024

Many originally planned expansion plans were thwarted by the effects of the 2008/2009 financial crisis , as a result of which only a few individual stations were initially opened (e.g. Paco de Lucia as the new northern end point of line 9 in 2015). In recent years, efforts have focused primarily on improving and renewing the existing infrastructure, with regard to the Plan de Accesibilidad mentioned above and the establishment of seamless mobile phone coverage by 2020. Since both the number of annual trips and the population of the Comunidad de Madrid in have seen a significant increase in recent years, there is broad consensus on the need for further expansion at the political level. In addition to the development of undersupplied areas, one main focus is the relief of line 6, which is the only central ring line in a mostly radial system that operates close to the limit of its capacity.

For this purpose, line 11 will be extended by 6.3 kilometers from its previous terminus at Plaza Elíptica to Conde de Casal , with these two stations being part of line 6. Expansion will start in 2020, with plans also for a new bus terminal in Conde de Casal . The extension will provide connections to lines 1 and 3 as well as Madrid-Atocha train station , which is currently only accessible via line 1. In addition, a new station is being built in the Madrid Río district, which has so far been poorly connected to public transport . The final stop of line 11 is to be Avenida de la Ilustración on line 7, which would be approached in the form of a semicircle from the east, but it is uncertain whether and when these plans will be implemented

In connection with the urban development project Madrid Nuevo Norte (New North, originally known as Operación Chamartín ), the construction of a new line with three stations from Chamartín train station is planned.

Metro Ligero

Trial run of the tram in February 2007

As a supplement and feeder to the underground, three light rail lines were built in less densely populated parts of the city in the summer of 2007 , which are grouped under the name Metro Ligero Madrid (German: "Madrid light metro "). The routes with a total length of 27.8 kilometers run partly in tunnels, partly flush with the street. After a break of 35 years, there is again a tram-like mode of transport in Madrid. The following routes are in operation:

  • Madrid MetroLigero1.svgLine ML-1 : Pinar de Chamartín - Las Tablas (5.4 km and 9 stations, including 5 in the tunnel)
  • Madrid MetroLigero2.svgLine ML-2 : Colonia Jardín - Aravaca (8.7 km and 13 stations, including 3 in the tunnel)
  • Madrid MetroLigero3.svgLine ML-3 : Colonia Jardín - Boadilla del Monte (13.7 km and 14 stations, including 2 in the tunnel)

literature

  • Robert Schwandl: Metros in Spain - The Underground Railways of Madrid, Barcelona, ​​Valencia and Bilbao. Capital Transport, London 2001, ISBN 1-85414-242-9 .
  • WJ Hinkel, K. Driver, G. Valenta, H. Liebsch: yesterday-today-tomorrow - subways from 1863 to 2010. Schmid-Verlag, Vienna 2004, ISBN 3-900607-44-3 (chapter "Madrid")
  • Daniel Riechers: Metros in Europe. Transpress-Verlag, Stuttgart 1996, ISBN 3-344-71049-4 (chapter "Madrid")
  • T. Meyer-Eppler: One round in 58 minutes - rapid expansion of the Madrid metro. In: Straßenbahn-Magazin , Issue 8/2003, GeraNova, Munich 2003, pp. 40–45, ISSN  0340-7071

Web links

Commons : Metro Madrid  - Album with pictures, videos and audio files

Individual evidence

  1. ↑ a b c Metro de Madrid en cifras. In: metromadrid. Metro de Madrid, August 1, 2019, accessed July 30, 2019 (Spanish).
  2. ↑ Informe Corporativo Metro de Madrid 2018. (PDF) In: metromadrid. Metro de Madrid, January 1, 2019, accessed July 30, 2019 (Spanish).
  3. ↑ The Ligero Metro , which runs partially underground, is not included in these figures as it is a light rail.
  4. ↑ Corporate Report 2018. Metro de Madrid, p. 31 , accessed on March 23, 2020 (Spanish).
  5. ↑ Celia González: Rivas 'resucita' el proyecto de la cuarta estación de Metro y el cubrimiento de las vías y pide un “compromiso” a la Comunidad. In: Diario de Rivas. April 30, 2019, Retrieved July 30, 2019 (Spanish).
  6. ↑ Accesibilidad. Retrieved July 30, 2019 (Spanish).
  7. ↑ Ediciones El País: Muestras de video y pintura en la Expometro de Retiro . In: El País . April 25, 1986, ISSN  1134-6582 ( elpais.com [accessed July 18, 2019]).
  8. ↑ Europa Press: Cerca de 27,000 personas visitan los trenes clásicos y la exposición '100 años de Metro'. June 9, 2019, accessed July 18, 2019 .
  9. ^ Lourdes María Morales Farfán: Metro desconocido: el arte como museo subterráneo. Retrieved July 18, 2019 .
  10. ↑ El Metro tendrá cobertura 4G en toda la red en 2020. March 10, 2019, accessed on July 30, 2019 (Spanish).
  11. ↑ Madrid - Población 2018. Accessed July 30, 2019 (Spanish).
  12. ↑ BOLETÍN OFICIAL DE LA COMUNIDAD DE MADRID. (PDF) Comunidad de Madrid, May 31, 2019, accessed on July 30, 2019 (Spanish).
  13. ↑ Miguel Ángel Medina: La ampliación más necesaria del metro de Madrid llega tarde . In: El País . July 20, 2019, ISSN  1134-6582 ( elpais.com [accessed July 30, 2019]).
  14. ↑ La Comunidad ampliará la línea 11 de Metro para mejorar la movilidad de más de 800,000 madrileños. Retrieved July 30, 2019 (Spanish).
  15. ^ Página personal de José Carlos Canalda. Artículos de infraestructuras. Retrieved July 30, 2019 .
  16. ^ Transporte publico. Retrieved July 30, 2019 .
This article was added to the list of excellent articles on April 30, 2006 in this version .