The Spains Railway Network

Published Date: 02 Nov 2017

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\title{Railway Resurrection: an analysis of the rise and fall of train travel and what can design do about it}

\author{Francisco Dans}

\date{January 2013}

\maketitle

\begin{abstract}

I grew up in a country where rail transport is seen as just a commodity. Spain's railway network is laid out in a spiderweb-like shape, connecting the main cities close to the coast to the capital, Madrid. There is a small community of railway enthusiasts, but I've always felt like my country had a culture of ``new is always better'' that impided the conservation of witnesses of history such as the train system. When I arrived to Britain almost four years ago, the rail enthusiast in me met this huge national obsession with trains and railways. A big network that however, had seen better times than the current. Britain is already a country with a massively dense railroad network, but if we sum to that the hundreds of miles of abandoned track, we get an enormous mess of rail infrastructure with an inmense potential for intervention.

A good way of starting would be defining exactly what it is that will be tackled in this project, as well as precisely what it is not about. It is not the intention of the project to unleash a new railway mania nor to turn people into rail enthusiasts overnight. And I understand the diverse range of reasons that caused the demise of lines and services. I acknowledge the massive costs and personnel required to operate a single service. But with that in mind the goal of this project will be to get that enormous infrastructure and turn it into some usable way of transportation. To basically prove that it is possible to use the abandoned bits wih a low budget and put them back from the dead.

This context report will try to shed some light on the directions to which my project is heading. It will describe the historic circumstances that have left Britain with such a big mass of abandoned infrastructure. We'll see such infrastructure as heritage with design potential. We'll see what others have already done to address the issue of abandoned track and stations.

\end{abstract}

\subsection*{A definition of the problem and motivations}

Before making the slightest decision about the topic of my project, at the beginning of the year there was an idea I had in mind to which I would force myself to be loyal. This degree project would be about something in which I'm deeply interested. Otherwise there was no point in doing it. After spending the whole summer making maps and writing code to make applications, my first thought was to stay within my comfort zone and limit myself to a project purely based in maps. I later realised that it is hard to make a project solely on maps if one doesn't pick up something else to be based on. Here also came the first mistake: thinking directly on the outcome rather than the pillars over which the project would support itself.

It was really important to me as well to develop a project from a postdisciplinary designer's point of view. The idea of turning this brief into a ``map design'' project was directly against this intention. From \citet{coc06}: ``Design needs to address both individual and collective worth, borrowing what it wants as it wants from existing intellectual traditions.''. My goal, after all, was not to become a good map designer, or any king of designer in specific, but to become a good designer, in the sense of being a person able to

Therefore it was neccessary to choose a topic around which the brief would revolve, and that topic was the idea of travel.

\subsection*{Method employed}

To immerse myself fully in the world of railways I decided to tackle the project from an experimental point of view, that is, to live as many experiences related to trains, the people working and surrounding them, the fanatics on the subject, its physical infrastructure, its history, as possible. Since part of my aims of the brief I had written was to raise awareness of the immense rail heritage we have in the country, I wanted to be able to report on every single face this field could give me. As a person with a prominent background in maps, cartography and data visualisation, I made my goal to carefully report any data I'd stumble upon, as well as trying to produce cartographic content. The way I envisioned the project there would be two very differentiated sides of it: one would be theoretical and historic, giving priority to the reportage of elements that chained the current state of the railway world. The other side deals with me getting a good and comprehensive feel of what means to travel (both as a mere way of transportation, and as a form os leisure, leaning more towards the latter than the former), how does it feeel to be a rail enthusiast, and the ways an outsider would be appealed by the prospect of entering this world.

\subsubsection*{Kew Bridge}

One of the steps I took in order to do this was join the Kew Bridge Steam Musem as a railway volunteer, in West London. As a volunteer, not only I get to collaborate in the maintenance of a heritage steam railway and communicate with the people involved in it, but also I get the chance of enrolling as a trainee locomotive driver, which I thought was a great opportunity to immerse myself in the rail enthusiasm world. And, coincidentally one of my lifelong dreams has always been to drive a train. From November on I spent all day every Sunday in Kew Bridge accmpanying one the of the official drivers, a bearded man with a hat called Peter Mahoney, who would guide us in the process of replacing rodaments in the traction cylinder, cleaning the interior of the smokebox, the firebox and the watertank, as well as adjusting the levers of the switchboard over the footplate. Despite all of us being in a volunteering position, the discipline was tight and I was told exactly how to use a spanner to remove certain types of nuts. This Wren narrow-gauge steam locomotive we were handling is a very old model, and in order for it to last many more years its maintenance must be rigurous and periodic, each week taking care of a different aspect.

The experience of participating in the museum taught me something really relevant to my very first pretension of taking abandoned infrastructure and ``do something transport-related with them''. This heritage railway measures no more than two hundred metres in total longitude. However, a whole roster of drivers had to be briefed and trained to handle the loco. The rail track had to be cleaned weekly and in winter, make sure that any frost was completely cleared off before it was started.

\subsubsection*{Rail enthusiasm}

If one of the main pillars of the project was to be rail enthusiasm, I wanted to make sure that I get covered the on-track aspect of it. So I headed to the busiest station in the UK, Clapham Junction, in South London, to see if I could find some rail enthusiasts, often called by outsiders ``trainspotters''. I quickly found out that this latter name is not well liked by these individuals.

\begin{quote}

\emph{I don't like the word trainspotter much... I'm more in favor of the word enthusiast. The trainspotter evolved. When I first started, when I was in Liverpool, quite a long time ago, we used to get dickheads, basically, coming down the platform, shouting their heads off, messing about, and in the end, they were giving people a bad name. I think the enthusiast term came after that. Because there's a lot of trouble, isn't there, with people going onto the tracks to take photographs and all that... it just gives a bad name.}---\citet{dan12}

\end{quote}

I was also excited about spotting trains myself as well and live the experience of an enthusiast. So I brought with me my Rail Guide 2012, my camera and a notebook, with the hopes that I would be able to spot some nice rolling stock. But I quickly found out from David, my interviewee, that more than finding rare trains, being there on the platform is about spotting whole series of services. A good day in the world of trainspotters is when you've finally completed that series of 43 Southern trains you've been working for. I asked David about what's the excitement he finds on this. He said it's something similar to what stamp collector feel when they get to have ``all the kinds of stamps made in a year'' (sic)\citep{dan12}, with the difference that he gets to go to the platforms of busy stations, and interact with fellow enthusiasts, passenger curious about his peculiar hobby, and even drivers and members of the staff.

During my time in the platforms I had the chance to spot a very rare LNER Class A4 4464 Bittern, an impressive steam locomotive built in 1947, which now belongs to millionaire Jeremy Hosking, famous for his collection of locomotives of his very own. Until that moment I had no idea that a private individual could actually own a locomotive and travel around the country with it. This really gave me an idea of how strong the world of rail enthusiasm is in Britain. At this moment is when I started reading about the reasons why that's the case, and, in summary, what caused this country to have such a dense rail network and a heavy train culture.

\subsection*{The Railway Mania}

\begin{quote}

\emph{Not all British families would interest crooked railway financiers, of course. The Mania infected people from a wide range of social settings, but bore particularly hard on families burdened with large lumps of disposable income and wealth, from which gullible fathers could be separated. A second Leech cartoon has an alarmed Victoria pressing her distraught consort. ``Tell me, oh tell me, dearest Albert'', she pleads, ``have you any Railway shares?''.}

---\citet{car02}

\end{quote}

In the 1840s a good part of the families in Britain began investing in railway construction and service operators, as in that particular time the train was seen as growing and extremely profitable business. We must take into account the fact that until the completion of the world's first public steam railway in 1825, all rail rolling stock was pulled not by an engine, but horses. The introduction of the steam engine on this couple of decades was shown to the public as something miraculous that could take great amounts of people through distances in hours that a decade earlier would take days to complete. This explains why in the fourties there was a speculation bubble similar to what had happened with tulips in Holland two hundred years earlier. As hundreds of parliamentary acts were approved regarding licensing and construction of infrastructure, investment grew exponentially and consequentially stock prices for railway companies doubled, and newly established companies grew even more \citep{odl10}.

``Rising interest rates has a tendency to pop economic bubble'' \citep{col12}. This is exactly what happened when in 1845 the Bank of England reinforced its monetary policy. ``The combination of higher interest rates and growing investor realization that many railroads were not as profitable or even as viable as stock promoters made them appear to be'' \citep{col12}. From 1846 to 1850 stock prices plummeted, and the fact that rail companies had started to reclaim the promotional money lent to stock investors, contributed greatly to this decline \citep{cam10}.

There is, however, a uniqueness to the British Railway Mania. While usually bubbles are created just speculating on goods that are wildly overvalued, destroying the market afterwards, this particular one was the main reason why Britain has nowadays one of the most densely connected railway systems in the world. Only between 1844 and 1846 more than 6,000 miles of track were laid (nowadays the active total track length is of around 11,000 miles) \citep{bar65}. ``Many of the routes that failed after the railroad bubble popped eventually became viable and profitable after they were purchased by large well-managed railroad companies'' \citep{col12}. As a guidance, before the First World War, when the railway density achieved its peak, there were 23,440 miles of railway constructed.

This is the reason why some would defend the Railway Mania was a good thing to happen to British economy (maybe even the world economy, as an imitation effect took place in the rest of Europe). But it certainly left us with around 1,560 miles of abandoned track for us to swallow \citep{ken65}. This is not to say that the railroads were left right after the crash. Rather most of them were kept alive by more settled companies once the new companies were absorbed by them. Few of them got disused by demand factors, but the critical event that caused the abandonment of thousands of miles of track was the systematic cuts and closures advised by Richard Beeching in the 1960s with his report The Reshaping of British Railways.

\begin{quote}

\emph{The changes proposed, and their phasing, are certainly not too drastic if regarded as a means of correcting the present departure of the railways from their proper role in the transport system as a whole. It is recognised, however, that changes of the magnitude of those proposed will inevitably give rise to many difficulties affecting railway staff, the travelling public, and industry. The Railways Board will do all that it can to ameliorate these difficulties, consistent with its responsibility for making railways an efficient and economic component in the transport system, but the Board knows that it will not be able to solve all problems unaided.} ---\citet{bri63}

\end{quote}

Between 1950 and 1970 about 7,000 miles of track were closed under the direction of Beeching, with the goal of cutting down the catastrophic losses the railway system was suffering. Unlike at the time of the Railway Mania, where each railway company assumed their own operating costs as private entities, in 1948 the whole body of train companies in the country were nationalised and created British Railways. This meant the British state was responsible for the management of the lines and services, as well as absorbing all the costs. At the very beginning the modernisation of the service that came with the nationalisation, as well as a cut in the fares caused a high increment in the usage of the network, but by 1955 the railways became highly unprofitable, to the point of losing more than ??300,000 per day \citep{whi86}. Beeching's axe promised to keep only those lines whose operation was sustainable and profitable, and replacing the inefficient services with buses \citep{bri63}, then perceived as a more economic and less infrastructure-dependant medium than trains.

So this leaves us with a mass of railway track unused and overrun by vegetation. There are a number of ways authorities, states and organisations have been dealing with these dead spaces, mainly from the end of the twentieth century onwards. There is a question on whether institutions should dismantle the previous purpose of the site as an infrastructure dedicated to transport to create something new, or recycle said infrastructure and rethink it so that it keeps it's utility for transportation. We'll take a look now at some of the examples that already exist both inside and outside Britain.

\subsection*{Greenways and more}

Despite the density of Spanish railroad being significantly smaller than its British counterpart, no great efforts have been shown by national authorities to establish a network of Greenways in the United Kingdom. Turner (1995) defines a Greenway simply as ``a route which is good from an environmental point of view'', but according to himself, it is a concept that has not been firmly grasped by the British authorities, quite possibly due to the prevalence, for planners, of the Green Belt as a way to add breath to the city. There exists at the moment a series of local authorities and organisations (such as Transport for London, British Waterworks or several councils) which are steadily implementing the concept, and it is indeed being embraced by the public (according to a survey made by Turner in 2006), but its progress right now is far from something centralised and regulated like in the case of Spain's V??as Verdes, or Belgium's RAVeL (Sarmento, 2002).

More to the point of designing, there have been lately a couple of initiatives to recover, or at least utilise in some way, old railway infrastructure. One such example is the park in New York City known as The High Line. The High Line used to be an elevated freight railway that provided service to production companies in Manhattan, when the industrial manufacturer sector still had some relevance. Its last train was operated in 1980 and until 2006 it remained abandoned, however still present in the core of the island. After obtaining permission from the Council, the Friends of the High Line started the construction of a park that would occupy the elevated railroads that used to make the line, whilst conserving the look for which it had been renowned in the last two decades: an overgrown disused railway. The first part of the park was opened in June 2009 (Friends of the High Line, 2011).

This project has not only re-utilised abandoned railway infrastructure with which no one was going to do anything. ``The High Line park, built on an elevated railway trestle in Manhattan, has become both a symbol and a catalyst for an explosion of growth in the meatpacking district and the Chelsea neighborhood'' (Shevory, 2011). It hsa been proven that the restoration of infrastructure like this has multiple benefits such as the improvement of greyed-out neighbourhoods.New York City Mayor Michael \citet{may12} described the High Line as ``an important generator of economic growth for our city'').

A similar initiative, right now in its early stages is the below-ground counterpart of the High Line, dubbed The Low Line. After it was granted permissions, and initial funding was secured, the initiative will start the construction of the worlds first underground park. It will be located in the Old Williamsburg Bridge Trolley Terminal, an abandoned Streetcar Station that was left unused when the New York streetcar network stopped working in 1948 \citep{oro12}. In order to recreate the miracle of life underground, optic fibre systems will conduct sunlight to the tunnels in order for trees to grow. This is a similar concept as Tokyo's underground farms (Alter, 2007).

But my question is: is this really the ideal solution to the thousands of miles (tens of thousands all over the planet) of unused railroads planted all over the UK? There is so much track that could be substituted by parks, and even with so we see that institutions tend to resist themselves to the Greenway movement. Plus, isn't it a pity that perfectly functional iron rail would be left without any other function than decorating?

\subsection*{The Rail Bike}

During the first term we had a couple of days in the studio dedicated to quick prototyping. In this session, called cardboard and gaffa tape, we were required to make quickly (with cardboard and gaffa tape) a sample of something even remotely related to our research interest. The making of an engineering inspection light with the logo of National Rail prompted me later to envision some kind of mode of transport that would be driven over abandoned railroads. This was how the idea for a rail tricycle, or a rail bike, came to my mind.

There are already many examples of rail bikes online, but I didn't think of mine as a final outcome for my project, but rather as a way of exploring the railroads that are no longer used and hopefully get first hand experience. Also it would be a fun project.

For this experiment to be successful there had to be some kind of reference to know where the abandoned railways are in the country. So I contacted Network Rail, the nationwide operators of railway infrastructure in Britain, to see if I could get some kind of dataset with the positions of abandoned track. It is interesting for me to see up to what extent is the idea of a bicycle traveling on railways realistic, in the sense of being able to se it as a way of slow-travel'.

I expect to complete the building of the first prototype by the end of January, when I will take it to the closest disused track and test it. The objective is that it's modular so that it can be used both as regular bicycle and rail bike, as well as easily assembled. There is an obvious point to be made with this part of the project: I want to prove that something can be done with this railroads other than building parks in their place and let them to age and rust. That it isn't needed to come up with a budget of millions of pounds to use it for travel and transport. And the main goal of this project is to take it further and explore the options for this low cost, no maintenance kind of travel.

\subsection*{Northern Heights and friends: Lost stations in London}

\begin{quote}

\emph{The architects from back then have left clues all over the place that they were really serious about building this extension. Clue number one: today in Edgware the trains terminate here. But the tunnel, seemingly for no reason at all, keeps going. Clue number two: on Google Earth we can see exactly where the line would have gone. There is a trail of dead end streets and modern houses that don't quite fit in with their 1930s surroundings. That's because a gap was left on purpose for the line to go, but decades later, when the railway never came, they squeezed these buildings instead. Clue number three, the imginary line would have come here over the road, on a bridge that they started building, then the line carries on down there, to the best clue of all. Clue number four: the car boot sale behind the roundabout at Canons Corner. This was supposed to become Brockley Hill Station!}---\citet{unf09}

\end{quote}

In my project I am concerned not only with what it is already abandoned, but with those projects and constructions that never saw the light. In an excursion to North London I went to the former site of a project by London Underground dubbed by the media as The Northern Heights. In the thirties London was experiencing a massive growth, and the demand for real estate was really high. As with the Metropolitan line, the transport authority wanted to promote living in the countryside immediately next to London's boundaries, and extending the network was necessary for that matter.

\begin{center}

\noindent{\includegraphics[scale=0.7]{Northern_heights}}

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There is a reason why Mill Hill East station is placed in such a strange place, coming out from the High Barnet branch in the Northern Line. This is exactly the place where the extension would begin in order to connect the two branches and extend the westernmost terminus (Edgware) to Bushey Heath, Hertfordshire. The problem emerged by the end of that decade by several factors. The first one was the start of the Second World War and the consequent suspension of works on the extension. It was not resumed afterwards. The second factor was the fear by town planners that cities in Britain would merge due to its unstoppable growth and start creating severe urban problems such as congestion, pollution, jurisdiction issues, etc. This, after the war had as consequence the establishment of (briefly discussed before) Green Belts, meaning large pieces of land in which constructing would be forbidden in order to keep cities from conurbating. The Green Belt around London directly affected the areas to which the Northern Line was going to be extended. The third and definitive factor has been discussed previously as well. Dr Richard Beeching's report deemed, as with many others, that now that the Green Belt had been established there would be no urban development in Bushey, Elstree, Brockley Hill nor Mill Hill, so the extension was of no use to London. This set of circumstances killed the Northern Heights Project, and the only remainings we have of it is the station wiht the lowest traffic in the network (Mill Hill East), and a walking trail with still some mementos from the construction of the railroad, such as a few viaducts, signaling cable hangers, and bridges \citep{bea02}.

\subsection*{Looking for what is lost}

\begin{quote}

\emph{If we ask the question how many abandoned buildings are there in London, the strictly correct, absolutely literal answer must be, of course, none. In a city where property values and the cost of land continue to manifest no fear of heights, no individual or other body owning a piece of it can afford to follow a policy of complete abandonment. And yet the evidence to the contrary is all around us. Take a walk down any inner --or outer-- London street in an area where either commerce or industry has squeezed out residential land use and there behind the garish plastic and the razor wire is the truth of the matter: we are living in a ghost town.}

---\citet{roy04}

\end{quote}

At this moment I have no certainty about what will the outcome for this project consist on. Seems to me that the core theme, the element that gives some sort of cohesion to the elements of my research, is the existence of seemingly dead human spaces. Due to my interests, the range of these is limited to places that were used in the past as media to carry persons, and goods, from one place to another. As we discussed above, economical, social, political circumstances change and, as with everything else, stations that once were used by thousands of people suddenly see themselves left abandoned due to the lack of demand. I find many stations of the London Underground excellent examples of this kind of spaces. Central Line's British Museum station was located in the junction between High Holborn and New Oxford Street. Holborn station was just a couple hundred metres away from it serving the Piccadilly line (then the Great Northern, Piccadilly and Brompton Railway), and when Holborn was extended to have platforms covering the Central Line in 1933, British Museum station was closed. The station building was used for several purposes since then, like a military administrative office in the sixties. After a period of abandonment, in 1989 the station building was demolished and the platforms dismantled, but the tunnels within the low levels of the station remain there, and are still used by Tubelines (one of the network's railway operators) to store railroad materials such as sleepers or gravel. These tunnels are still visible from the Central line trains. I find it really thrilling to have these sort of places in London where nobody can access (the deep level of British Museum station are inaccessible from the surface, only railway workers can access them from the neighbouring stations, Tottenham Court Road and Holborn)\citep{ros99}. I won't get too poetical about it, but in an age in which almost all authorities are starting to make an effort to restore old pieces of heritage, it is sad seeing how enclaves like this particular one, rather mysterious places in my opinion, have no part in our lives further than being used as storage for construction workers. It's that so that I feel really tempted to change completely my research direction and dedicate myself to design undeground gardens for these stations.

As a starting point I began a project that I had been really excited about for a long time but that, for one reason or the other, I had not come to execute it. My passion for this kind of abandoned structures led me to start the design of a map that would include all the stations in the London Underground network that at some point of its history stopped functioning. Even the ones that were planned but never built would be included here. After a couple of weeks of compilation and research, I produced this new tube map, which I called \emph{The Map of the Underground that was and could have been}

\noindent{\includegraphics[keepaspectratio=true,width=\textwidth]{mapWasSmall}}

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