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Madrid, Zaragoza and Alicante railway

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Madrid, Zaragoza and Alicante railway
Compañía de los Ferrocarriles de Madrid a Zaragoza y Alicante
AbbreviationMZA
Predecessor
SuccessorRENFE
FormationDecember 31, 1856[1]
FounderJosé de Salamanca Mayol; Society Rothschild.
DissolvedJuly 1, 1941
TypeS.A.
HeadquartersMadrid,[1]  Spain
ProductsPassenger and Freight Rail Transport
ServicesTransport, Rail transport
Budget
456000000 reales in 1856[1]
Staff12000[2]

The Madrid, Zaragoza and Alicante railway (MZA) - also known in Spanish as Compañía de los ferrocarriles de Madrid a Zaragoza y a Alicante - was a Spanish railway company founded in 1856 that became one of the most important companies in the railway sector, along with its great rival, the Compañía de los Caminos de Hierro del Norte de España (known simply as "Norte".)

The rivalry between MZA and Norte stemmed from competing financial families at the time, namely the Rothschilds and Pereires. MZA rapidly expanded its railway concessions to encompass key routes in Extremadura, New Castile, Andalusia, and Levante, thereby gaining control of a significant market. MZA also constructed Atocha Station in Madrid, del Carmen Station in Murcia, Campo Sepulcro (later El Portillo Station) in Zaragoza, and Plaza de Armas Station in Seville, which is also recognized as Cordoba Station and presently transformed into a shopping center.

At the turn of the 20th century, MZA reached its operational peak, but soon after, the company was hit by crisis. The Spanish Civil War marked the end for MZA, as the company was condemned when the Spanish State nationalized all broad gauge railways in 1941. As a result, MZA ceased to exist.

Basic chronology

  • On December 31, 1856, the Compañía de los Ferrocarriles de Madrid a Zaragoza y Alicante was founded by José de Salamanca Mayol, the representatives of the Rothschilds in Spain, etc.
  • On May 16, 1863, the Madrid to Zaragoza Railway, which started in 1858, was finished, concluding the construction of rail lines during that era.
  • On April 25, 1865, the Albacete to Murcia and Cartagena railway line was inaugurated, marking the second railway line in the Spanish Levant.
  • On October 5, 1875, the Cordoba-Seville Railway was acquired, allowing for domination of the Guadalquivir valley and control over one of Spain's most important lines. This acquisition fulfilled one of the company's aspirations since the 1860s.
  • On April 8, 1880, the Madrid-Ciudad Real-Badajoz Railway annexation introduced a new railway track to Ciudad Real and provided a connection to Extremadura and a route to Portugal.
  • On January 16, 1885, the Mérida-Seville Railway was opened, signaling the conclusion of the expansion in the Extremadura region and connecting it with the Andalusian lines that had already been under control for some time.
  • On December 8, 1892, the renovation of Atocha Station was completed, making it the main station of MZA and one of the most important in the country.
  • On January 1, 1898, the merger of MZA and TBF became effective, as per the agreement signed several years earlier. The Madrid-Zaragoza-Alicante Company expanded its network in Catalonia and acquired significant railway traffic. The company's growth period ended with this merger.
  • In 1925, the Catalan Network was definitively integrated into the MZA structure.
  • In 1929, MZA inaugurated the Barcelona Terminus Station, its last major project before experiencing decline.
  • On August 3, 1936, the Republican government nationalized the railway network it controlled during the Spanish Civil War. Consequently, the MZA was absorbed by the Red Nacional de Ferrocarriles in the area loyal to the Second Republic. Directors and managers who escaped to the rebel zone attempted to regain their previous power, but the military ultimately managed all aspects of the railway. Much of MZA's material and infrastructure were severely damaged and destroyed during the war.
  • On July 1, 1941, the MZA Company ceased to exist, and its entire network, facilities, and rolling stock were incorporated into the newly established RENFE.

Background

In red, the MZA network, circa 1921.
MZA 668 engine from 1920. Image from the Railway Historical Archive.

The company's origins can be traced back to the Madrid-Alicante railway concession, which originally belonged to the Compañía de Camino de Hierro de María Cristina, a company in which the Crown was involved, although at the time it was only an idea. Construction of this railway was in three stages, beginning with the inauguration of the Madrid-Aranjuez line in 1851 and its subsequent extension to Almansa and later to Alicante. José de Salamanca Mayol, who would become a prominent Spanish businessman in the 19th century, was involved in this construction project. With control over the completed line in 1856, the Marquis of Salamanca connected with wealthy French businessmen already invested in the railway industry in Spain.[3]

The Rothschilds and others foresaw the creation of the Sociedad Española Mercantil e Industrial, which had Daniel Weisweiller and Ignacio Bauer as representatives, both of whom would play key roles in the future company. On the opposite side were the Duke of Morny and several French administrators of the Chemin de Fer du Grand Central. In the mid-1850s, Spain had few railway lines, despite significant projects in the previous decade aimed at linking all provincial capitals in the country. In 1845, the Spanish ambassador in London recommended and certain banks supported the proposition of a railway line connecting Madrid, Zaragoza, Pamplona, and Barcelona. A businessman took the initial measures for the State to grant it.[4]

The ambitious Madrid-Zaragoza link project was abandoned prematurely due to various reasons. Despite this setback, the project did not fade away. The State declared the line of general interest and made its construction a priority starting from 1851. In 1855, more favorable conditions were offered under the law to encourage potential concessionaires. On February 24, 1856, the Madrid-Zaragoza railway concession was auctioned to the mentioned companies. The concession marked the potential start of a major route from Madrid to the border through the Pyrenees. The Madrid-Zaragoza line and numerous concessions in France enabled the creation of a vast international network. José de Salamanca, owner of Madrid-Aranjuez Railway, recognized a promising business opportunity and contacted the Rothschilds to propose merging their partially-operational Mediterranean line with a joint concession.[3] However, José Campo was also interested in the business.[5] The concession for the line was awarded on February 24, 1856, with five proposals on the table:

The award was won by the latter group, which in its proposal asked for fewer subsidies from the State. In fact, it gained an advantage after the Rothschilds' agreement with the Marquis of Salamanca. The new company was formed by the Duke of Morny, owner of the Chemin de Fer du Grand Central; Weisweller and Baüer, representatives of the Rotschilds; and José de Salamanca, who contributed the Alicante line. The understanding that resulted between some of the bidders led to the birth of the new company in just a few months.[6]

Establishment

When the Madrid-Zaragoza railway was auctioned, it also sparked the idea of forming a new railway company to combine that line with the Madrid-Alicante line, which was under the ownership of the Marquis of Salamanca. Several names were proposed, including Compañía de los Ferrocarriles de los Pyrenees a Zaragoza y el Mediterráneo. However, the final choice was "Compañía de los Ferrocarriles de Madrid a Zaragoza y a Alicante" (Madrid, Zaragoza and Alicante railway, MZA), which was officially established on December 31, 1856, with a capital of 456 million reales divided into 240,000 shares.[1]

The company's Board of Directors assembled on January 16, 1857. During this meeting, Alejandro Mon was elected president, and José de Salamanca became the vice-president. A central management committee was also formed in Paris. At that point, the company had established the Atocha station in Madrid, and the Madrid to Almansa line was operational, while the section to Alicante was under construction.[1]

Start of operations

Soon after its establishment, the company focused entirely on constructing the railway to Zaragoza. However, the preliminary project originally proposed building a Madrid station near Puerta de Recoletos (nowadays Plaza de Colón). Despite this, the company lacked interest in constructing a new station in Madrid. Consequently, the construction of the Aragon line commenced from Atocha station, and it proceeded without significant difficulties. In 1859, the railway had already reached Guadalajara, prompting MZA to establish a stagecoach service between the city and Zaragoza. By 1861, with further construction underway, MZA entered into an agreement with Compañía del Ferrocarril de Zaragoza a Pamplona to operate a Madrid-Paris service via Tudela, Pamplona, and Bayonne, designed to compete directly with Compañía de los Caminos de Hierro del Norte de España, and lasting 54 hours.[7]

From the outset, MZA's leaders aimed to construct new branches to La Mancha, Extremadura, and even Andalusia. The Government developed a construction program and tendered some line contracts in support of this objective. On March 30, 1859, a law was passed to establish a new Andalusian line that would run from Manzanares to Malaga and Granada. The MZA secured a concession for the first two sections of this line on October 20, 1860. The auction at Alcazar de San Juan was scheduled for April 8, 1859. For unclear reasons, Bauer and Jose de Salamanca decided to employ the services of a front man - the wealthy local landowner, Marquis of Villamediana - who successfully obtained the concession against banker Guilhou. Finally, as agreed, the MZA received the concession on April 20. To conclude, on November 8, 1859, José de Salamanca was granted permission to construct a railway between Albacete and Cartagena. The transfer of this project to the MZA was authorized on April 30, 1860, by Royal Decree. Even though the track reached Guadalajara in the spring of 1859, it had to be transferred to a stagecoach service in Alhama de Aragon for a substantial period. The missing link was finally completed in May 1863. The initial years of operation were troublesome, and the initial French directors of the company were determined to enhance performance and turn a profit.[8]

Expansion of network in La Mancha and Andalusia

From the outset of the company, there were plans to expand the network to the southern regions in preparation for acquiring key routes to Andalusia and its ports, as well as through La Mancha. In December 1858, shortly after its establishment, the company made its initial acquisition, the Compañía del Ferrocarril de Castillejo a Toledo, owned by the Marquis of Salamanca. However, this annexation only entailed acquiring a small branch line to the historic city of Toledo. The La Mancha and Extremadura lines will follow soon, as well as those of Andalusia, which could commence in the great Madrid-Alicante line, the major Mediterranean line that runs through much of the lands of La Mancha.[9]

Starting from Alcázar de San Juan station as a base, the railway line to Ciudad Real was established. The auction for the railway was announced on April 8, 1859. Initially, the Company planned to participate in the auction but later decided to do so indirectly through its advisors Salamanca and Baüer, who in turn negotiated an agreement with the Marquis of Villamediana. He presented himself at the auction and won by reducing his bid for the State subsidy from 18 to 15 million dollars. The concession was granted to Antonio de Lara, Marquis of Villamediana, who then ceded it to MZA on April 20. Construction began immediately.[6]

Construction on the line progressed smoothly due to the absence of challenging geographic features. The stretches from Alcázar to Manzanares were completed in June 1860, followed by Daimiel on October 1 of that year. Finally, Ciudad Real was reached on March 14, 1861, even as work on the Zaragoza line was yet to be completed.[6]

With the railway passing through Manzanares, the company decided to use it as the starting point for a derivation towards Andalusia. This wasn't the first time the idea of connecting Madrid to the Andalusian region had been discussed, far from it. There was already a precedent in 1856 when the Grand Central received a concession to start from Madrid-Almansa and enter the province of Jaen, then continue to Cordoba through the valley of Guadalquivir. This project ultimately failed, leading to the MZA launching a new project that received approval through a new Royal Order on March 30, 1859. This new project divided the railway route into four sections:

  1. Manzanares to Andujar
  2. Andujar to Cordoba
  3. Cordoba to Malaga
  4. Campillos (Malaga) to Granada

However, the MZA was only interested in the first two sections, and was concerned that an independent auction would lose it Section II, which was easier to build. With the aid of the government, it consolidated sections I and II, and scheduled an auction on October 20, 1860, which the influential company confidently won. Sections III and IV would be retained by Jorge Loring y Oyarzábal and become a part of Compañía del Ferrocarril de Córdoba a Málaga. MZA was extremely confident in winning the auction as work started between Manzanares and Torrenueva merely days later.[8]

Modernist Cartagena station of the Madrid-Cartagena line was inaugurated in 1862.

Cartagena's position on the Mediterranean and its military arsenal made it significant to both the railway and MZA. Several alternatives were studied for the construction of a branch line to Murcia and Cartagena from the Madrid-Alicante line since 1852. Eventually, the concession for the railway which would pass through Albacete was put up for auction by the government in 1860. José de Salamanca won the concession, as he had on previous occasions, and subsequently transferred it to MZA. Despite controversies around the connection point of the branch line that would ultimately lead to Cartagena, Albacete was able to succeed and by 1863, several sections had already been inaugurated, including the Murcia-Cartagena section. Although the railway service was already operating in the southern section of the line, discussions cleared the way for fast-paced work to be completed in the northern section. The entire 240-kilometer line was officially completed on April 27, 1865. The junction point, which had been subject to much controversy, was ultimately located at Chinchilla, near Albacete.[10]

Zaragoza railway completion

Image of the Campo Sepulcro station (Zaragoza-Portillo station), the MZA station in the Aragonese capital, at the beginning of the 20th century.

By 1859, the railway had extended up to Guadalajara. Subsequently, a combined service of stagecoaches linked with the Aragonese capital. Construction work continued in the ensuing years despite facing some economic and geographical challenges, until finally reaching Aragonese lands. The railway had already made its way to Alhama de Aragon by the start of 1863. Soon afterwards, it reached Zaragoza, leading to the official inauguration of the railway line on May 16, 1865. Although the line only extended to Zaragoza at present, the city was already benefiting from the traffic that passed through Lleida from Barcelona. Nonetheless, MZA did not yet have a railway that directly connected it with the city of Barcelona.[11]

Operations (1865-1875)

These years were marked by crisis rather than good results. This period coincided with the economic downturn at the end of Isabella II's reign, as well as her widespread disapproval among many sectors of Spanish society. The Glorious Revolution erupted in 1868, leading to the Six-year Democracy. Following the rebels' success in Alcolea, the queen was forced into exile, and a temporary government was established. The next five years experienced the rule of Amadeo I, the declaration of the First Republic, the onset of the cantonal rebellion, and persistent political instability. In 1875, the Bourbons regained the monarchy under Alfonso XII. This tumultuous political climate affected the company's financial records and future. In 1865, the company experienced severe financial difficulties. These struggles were compounded by a fierce dispute with the Compañía del Norte. However, the greatest threat to the company's survival came in 1868 with an economic crisis. Despite these challenges, Cipriano Segundo Montesino, the first Spaniard to hold this position, assumed management of the company in the following year. Through his leadership, he successfully revived and ultimately saved the company by addressing the root of the problem.[12]

After one year in office, he made some changes to train operations and reduced expenses while increasing operating profits. He also reached an agreement with Norte for traffic distribution and other matters. In 1871, he replaced the old iron rails with steel rails resulting in dividends for shareholders in 1873. The MZA had a network spanning 1428 km and was poised for expansion, not through new construction, but by acquiring and incorporating existing lines facing economic hardship.[13]

Railway expansion after 1875

The revolution of 1868 and the financial crisis that the company endured caused the directors to refrain from requesting new concessions. By 1875, after the most significant challenges had been overcome, the MZA could enter a new phase of expansion, resulting in the addition of roughly 1,189 km of existing lines to the MZA network.

The initial rescue had strong political implications and served as a means of reconciliation with Norte. The latter agreed to give up its Andalusian firm, and in return, the MZA did not hinder the recovery of the ZPB. The merger ultimately involved Compañía de los Ferrocarriles de Zaragoza a Pamplona y Barcelona by Norte. The Cordoba-Seville Railway Company was in dire straits for the future, prompting it to seek a merger by engaging in talks with other railway companies. In contrast to its terrible relations with the Seville-Jerez-Cadiz Railway Company, the small company had established good relations with MZA. Thus, on October 5, 1875, MZA acquired Compañía del Ferrocarril de Córdoba a Sevilla and its 132 kilometers of operational lines, along with the line from La Reunión mines to Villanueva del Río y Minas. This allowed Madrid to Zaragoza and Alicante Company to connect this railway with its own, which reached Cordoba and enabled access to the Andalusian region's capital.[14]

The Huelva station where the MZA tracks ended in the south of Spain.

The MZA acquired the Compañía de los Ferrocarriles de Sevilla a Huelva in 1877, following negotiations that began in 1876. This expansion included 111 km of partly completed lines that faced significant difficulties and would not be finished until 1880. The acquisition also included the use of the Huelva station, which was commissioned in 1880 and remained operational with RENFE until 2018. The MZA executives, who owned railways and had a foothold in various Mediterranean ports, believed that establishing a port on the Atlantic would boost their network traffic by expanding operations to additional countries. Unfortunately, this aspiration would remain unfulfilled.[15]

The Ciudad Real to Badajoz line was opened on November 22, 1866, under the ownership of the Compañía de los Caminos de Hierro de Ciudad Real a Badajoz. Subsequently, the company expanded its network by adding a new branch to Madrid, which was finished by 1879. Nevertheless, the company had shifted towards a business model that impeded its long-term survival. Since the beginning of 1879, both companies have been entering into agreements, including one for the distribution of traffic. Eventually, this led to the annexation by MZA. On April 8, 1880, the absorption of the Compañía de los Caminos de Hierro de Ciudad Real a Badajoz increased the network by an additional 510 km and most importantly, provided an exit to Portugal.[16]

Delicias station, formerly known as the Compañía de Ciudad Real-Badajoz station and located in the capital, was not acquired by MZA due to their ownership of the much larger Atocha station. Instead, they sold Delicias to the recently established Compañía de los Ferrocarriles de Madrid a Cáceres y Portugal, who ultimately acquired it.[16] The merger policy was finalized with the rescue of the Compañía del Ferrocarril de Mérida a Sevilla in 1880, although it was granted with the concession since the line works had not begun yet. By 1881, both ends of the line were completed and operational. Finally, on January 16, 1885, the entire line between Mérida and Seville opened to the public. The joining of the Ciudad Real-Badajoz and Cordoba-Seville-Huelva lines marked the completion of MZA's southern annexation phase, making this annexation pivotal.[17]

Operations (1875-1895)

Alcudia bridge disaster (April 27, 1884), with 59 deaths and 56 injured: the largest railway disaster in Spain to date.

In addition to the annexations and the expansion of the railways, the MZA carried out a policy adapted to the situation of the country. During this period, known as the Restoration, there was a significant economic upturn, with strong commercial activity and, above all, strong industrial expansion. This situation required the railways to adapt the existing rolling stock of the companies and to improve the network and facilities.[18] In 1876, the company purchased 400 new wagons, which eventually increased to 1000 units. In the same period, MZA underwent modernization which included the commissioning of the first express between Madrid and Seville in 1878. The following year, another express began operating between Madrid, Lleida, and Barcelona. Wagons-Lits equipment was put into service on the Andalusia express on April 16, 1883, and a successful braking system test was conducted on the same express on May 8, 1886.[18]

The railway construction from Aranjuez to Cuenca began in 1884. The line had already been designated for construction by state concession prior to 1880 and was acquired by MZA from the previous construction company. With MZA, the construction was fast and the circulation of trains was ready on September 5, 1885. The line's operation was subpar because it ended in Cuenca rather than continuing to Utiel, which already had a railway, and directly on to Valencia. Despite requests from provincial figures, MZA disregarded them and continued in this manner until well into the 20th century.[19] MZA also planned to construct another rail link with the North, which would begin at Ariza (on the Madrid-Zaragoza railway) and extend to Valladolid, passing through Aranda de Duero.[20]

Image of the Atocha station in Madrid, turned into the head and symbol of MZA. As it looked after the last major refurbishment of the classic station was completed in 1992.

Conceived as a strategic railway line according to government plans, it became operational on January 1, 1895, marking the end of MZA's railway construction.[20] In contrast, MZA undertook improvements to renovate the Atocha station around 1880. The aim was to transform the small and antiquated building, which was inadequate to meet the needs of the time. In 1889, the company initiated the extension of Madrid-Atocha station after the City Council of Madrid completed works in the area, which until then had been abandoned. The canopy that exists today, with multiple platforms reflecting the volume of trains moving at that time, was finished in 1892.[21]

Expansion into Catalonia

In 1885, the civil engineer Eduardo Maristany Gibert (1855-1941) (grandson of Manuel Gibert, president of the primitive Compañía del Camino de Hierro de Barcelona a Mataró) joined the Compañía de los ferrocarriles de Tarragona a Barcelona y Francia (TBF). At the time, the TBF was building a direct line from Barcelona to Zaragoza, on a route much further south than the one operated by the Compañía del Norte via Lleida and Manresa. TBF was already in communication with MZA regarding a potential merger. TBF found it more practical to merge its new line connecting Zaragoza to Barcelona via Caspe with MZA's line connecting Madrid to Zaragoza, creating a single company to link the two main Spanish cities. This approach differed from TBF's original plans, which were inherited from the now-defunct Compañía de los Ferrocarriles Directos de Madrid y Zaragoza y Barcelona, absorbed by TBF.[22]

A branch line was established as a result of the merger agreements and commenced service on June 15, 1887. The line integrated the Valls-Villanueva-Barcelona (VVB) line into the city's network of links by connecting a point of the ex-VVB near the Llobregat River with the Bordeta fork on the line from Tarragona and Martorell that led to Aragon Street. With the completion of this railway link in 1887, the "Catalan eight" was established. It enabled train travel from Barcelona to different locations in the province of Girona, along the coast (Mataró) or inland (Granollers). Moreover, this connection extended southwards to several towns in the province of Tarragona, along the coast (Villanueva y Geltrú - VVB line) or inland (Martorell - "Centro" line).[23] Prior to the partnership, it was agreed that MZA would construct the 254 km Valladolid-Ariza Railway line to establish a stronghold in Castilla la Vieja, a region traditionally controlled by Compañía del Norte. Similarly, TBF would be responsible for the completion of the direct line from Caspe.[23]

However, Caminos de Hierro del Norte was interested in acquiring TBF, particularly after having acquired Sociedad de los Ferrocarriles de Almansa a Valencia y Tarragona, which was the next step. It attempted to halt the ongoing negotiations, but MZA countered with a bond issue on the Paris market. Once sufficient funds were raised, MZA was able to obtain TBF and ultimately succeeded in winning the wager against Norte.[4]

In 1891, an agreement was signed in the French capital, leading to the expansion of the MZA network many kilometers to the Northeast in 1898. Despite purchasing TBF, it did not disappear but rather remained. Due to the inability to immediately harmonize the customs, signaling systems, and loading gauges of the two companies, a certain level of differentiation persisted between the Old Network (referring to the original MZA) and the Catalan Network (formerly known as TBF).[24]

20th century

Operations (1898-1936)

Façade of the Aranjuez station, neo-Mudejar style and one of the most beautiful in the network.

By the turn of the century, MZA had undergone considerable transformation. It had expanded from 287 kilometers of track and 37 locomotives in 1856 to 3679 kilometers of track, 392 locomotives, 9,000 cars and wagons, and almost 11,000 employees by 1900.[25] At the start of the 20th century, MZA and MTM (La Maquinista Terrestre y Marítima) had a strong economic relationship. MTM was frequently placing orders with MZA for materials, making them a regular client. This caught the attention of Madrid-Alicante, who considered buying shares in MTM to gain a percentage of the company and secure better prices for future orders.[25]

France station in Barcelona, completed in 1929, was one of the last works carried out in the construction of large stations.

The integration of the Catalan Network progressed as the century progressed, and this became more evident when the Traction Service was governed entirely from Madrid from 1908 onwards. In 1925, the two entities were definitively united. A gradual modernization of the network and facilities began, in accordance with the new situation in the new century. On the one hand, the construction of double track began on some sections of the MZA network: it already existed between Barcelona and Molins de Rey with the TBF, while in 1900 a second track was added to the section between Barcelona and Mataró.[26] The experience was repeated in the central region, specifically in the Madrid-Getafe section, in 1913. The following year, the double track extended till Alcázar de San Juan. The network modernization also covered other areas such as marshalling yards and freight stations, which were independent of the large passenger stations' traffic. Among these, the Barcelona-Morrot station, which opened in 1917, and located next to the port of Barcelona, was remarkable. It was equipped with advanced technology for processing and storing goods.[26]

Portbou station, inaugurated by MZA in 1929 as a replacement of the previous one from 1870. It was one of the most important of its network due to its large passenger and freight traffic.

MZA was not exempt and, like other companies, needed to adjust prices to the current situation. As a result, many pending reforms, as well as the modernization of facilities and rolling stock, were delayed or cancelled. This led to a critical situation. The company was able to survive for a few more years, until the start of Primo de Rivera's dictatorship in 1924, when the Railway Statute was introduced. This statute established state aid and subsidies for various railway companies to enhance their outdated and obsolete network and rolling stock. MZA utilized this aid to enhance its network and complete various construction works, including the Barcelona terminus station which was finished in 1929. Other stations from this time period that are notable include Portbou, which was also inaugurated in 1929, and Aranjuez, which was built between 1922 and 1929. The company experienced its best results in its history during the 1920s, thanks to state aid and the company's modernization plan. The company rapidly recovered and grew during this time, but it ended in 1930–1931. Following the Crash of 1929 and the refusal of new Republican governments to recognize the validity of the Railway Statute of 1924, the company's accounts declined along with the overall economic crisis. The question of state aid had reached the point where the state maintained the railways but had no say in their management.[27]

The issue of salaries was under control during the dictatorship, but the new Republic legislation caused an increase in low wages. This complicated the company's survival further. The economic results of 1935 were catastrophic, and the company soon realized that this situation could not be sustained. The nationalization of railways was a consistent topic of discussion, but political instability within the republican governments hindered any effective actions. As a result, the MZA Company persisted with its complex existence.[28]

Civil War and integration in RENFE

Main article: Renfe

The Spanish Civil War outbreak also left a mark on the history of this company, as it did in many other situations. The war split the company's assets, facilities, and fleet in two, as the management was situated in Madrid. The leaders and directors located in the Republican zone had to hastily evacuate to the rebel zone due to severe pressure from the militia and workers' committees. Starting on July 18, 1936, the workers' and railwaymen's committees became the real authorities in control of the company. The war situation prompted the Republican government to nationalize all railways within its zone in order to guarantee control, although in practice they were collectivized by committees of workers and railwaymen. Thus, on August 3, 1936, the MZA Company was dissolved within the Republican zone, merging instead with the Red Nacional de Ferrocarriles (not to be confused with the later Red Nacional de los Ferrocarriles Españoles or RENFE). However, the company continued to operate within the Francoist zone while members of the prior management who had fled to the rebel zone attempted to restore the company with available resources. Despite being the legal owners and having reconstructed the organization, the Francoist military authorities would direct and administer everything related to the railways because they were crucial for the war.[29]

After the war, the company's facilities, railway network, and rolling stock suffered the consequences of the country's devastation. Despite their efforts to return to pre-war conditions, the railway companies' economic situation was dire, and they struggled to stay afloat. In the aftermath of the war, the Francoist government assumed control of major corporations without impinging on their autonomy, albeit briefly. In early 1941, RENFE was established, leading to the assimilation of the former MZA on July 1 of that year and the cessation of its operations.[29]

Legacy of MZA

Sides of Atocha Station: The top features a preserved legend reading "Madrid-Zaragoza-Alicante", a remnant from the time it was known as Central MZA.

Although the company officially ceased to exist in 1941 upon its integration into RENFE, this did not result in the complete elimination of all the traces it left behind. In many small yet significant details, the legacy of MZA continues to exist, as evidenced in places such as the train stations in Murcia and Cartagena. Even at Atocha station in Madrid, one can spot the inscription "Madrid-Zaragoza-Alicante" on the upper part of the walls, a distant reminder of the company's period of glory. Alternatively, some stations have preserved their original design and functionality from the time of MZA, including Aranjuez station, Barcelona-Término, and Portbou. Still other stations have preserved their design but have lost their railway function, as in the case of Plaza de Armas station in Seville.

And it is that in numerous (and sometimes unnoticed) details has remained the brand or the acronym of MZA, as is the case of the stations of Murcia or Cartagena. At Atocha station in Madrid, the legend Madrid-Zaragoza-Alicante can still be seen on the upper part of the sides, a distant memory of its period of splendor under the company. On the other hand, many stations maintain their original structure and use from the time of MZA, citing cases such as Aranjuez station, Barcelona-Término or Portbou, while other stations have maintained their structure, but have lost their railway use, as in the case of Plaza de Armas station in Seville.

Financial results

Toledo Station, inaugurated in 1919.

The table below displays the passengers and goods transported by MZA from 1865 to 1935. Additionally, the third column shows the percentage of operational results based on the earned income.

Year Travelers transported (passengers) Merchandise transported (tons) Operating income on revenues
1865 1571700 554700 Increase 54,1%
1875 1853100 895100 Increase 62,8%
1882 2380900 1884700 Decrease 60,0%
1888 2629000 1955500 Decrease 59,7%
1894 2574700 2119200 Increase 65,0%
1902 10339600 5336700 Decrease 59,7%
1907 12697600 6495900 Decrease 54,4%
1917 18079500 10063400 Decrease 45,5%
1921 26007800 8389200[30] Decrease 16,1%
1928 29048800 12206900 Increase 26,9%
1935 26241800 8754700 Decrease 16,7%

This table shows the income,[31] expenses and operating[32] results of the company's accounts between 1861 and 1935. The final results[33] were be obtained by subtracting from the last column the liabilities (basically, the financial burden of paying the bondholders), which were always more than 75% of the operating result.

Year Operating income Operating expenses Surplus
1861 17322700 pts. 7948200 pts. Increase 9374500 pts.
1866 22430500 pts. 10737400 pts. Increase 11693100 pts.
1871 26997000 pts. 9633000 pts.[34] Increase 17364000 pts.
1876 37130100 pts. 13828000 pts. Increase 23302100 pts.
1881 50597300 pts.[34] 20248800 pts. Increase 30348500 pts.
1886 52676100 pts. 21510000 pts. Increase 31166100 pts.
1894 57966400 pts. 20788100 pts. Increase 37691400 pts.
1902 94768500 pts. 38230600 pts. Increase 56537900 pts.
1907 110726400 pts. 50448600 pts. Increase 60277800 pts.
1917 151328000 pts. 82476000 pts. Increase 68852000 pts.
1921 250828000 pts.[30] 210467700 pts. Increase 40360300 pts.
1928 301285300 pts. 216765500 pts.[30] Increase 84519800 pts.
1935 265578100 pts. 221144100 pts. Increase 44433800 pts.

This table shows how the state supported railway companies by giving capital contributions as per the Decree-Law of July 12, 1924 or the Railway Statute of 1924. These contributions were given from 1926 to 1931 until the Republican governments withdrew the aid by denying the validity of this measure.

Year State capital contributions
1926 29100000 pts.
1927 82400000 pts.
1928 81400000 pts.
1929 109500000 pts.
1930 83400000 pts.
1931 6700000 pts.

Owned railroad lines

Chronology of constructed lines

First sections to start operating

Concession Date Section Length (km)
Madrid-Almansa-Alicante November 17, 1857 Albacete-Almansa 79,5
. March 15, 1858 Almansa-Alicante 96,5
Madrid-Zaragoza May 3, 1859 Madrid-Guadalajara 56,8
. October 5, 1860 Guadalajara-Jadraque 43,3
. October 1, 1861 Zaragoza-Casetas 13,1
. July 2, 1862 Jadraque-Medinaceli 61,7
. February 4, 1863 Medinaceli-Alhama 53,3
. May 25, 1863 Alhama-Grisén 96,2
. August 10, 1864 Grisén-Casetas 13,1
. October 1, 1864 Casetas-Zaragoza (Campo Sepulcro) 13,0
Alcázar-Ciudad Real July 1, 1860 Alcázar-Manzanares 49,2
. October 1, 1860 Manzanares-Daimiel 21,4
. January 21, 1861 Daimiel-Almagro 21,3
. March 14, 1861 Almagro-Ciudad Real 22,2
Albacete-Cartagena February 1, 1863 Murcia-Cartagena 65,1
. January 18, 1864 Chinchilla-Hellin 49,7
. October 8, 1864 Cieza-Murcia 49,3
. October 8, 1864 Hellin-Agramón 19,6
. March 9, 1865 Albacete-Chinchilla 19,1
. March 27, 1865 Cieza-Calasparra 24,9
. April 27, 1865 Agramón-Calasparra 17,8
. May 2, 1891 Cartagena-Muelles del Levante 0,7
. May 2, 1892 Costa Levante-Puerto Cartagena 0,7

Lines under operation

Line Length Acquisition Start-up company Inauguration Notes
Madrid - Almansa - Alicante 176 km 1856 1861 Built by MZA
Madrid - Zaragoza 350,5 km 1856 1865 Built by MZA
Castillejo - Toledo 26,2 km 1858 Compañía del Ferrocarril de Castillejo a Toledo 1858
Alcázar de San Juan - Ciudad Real 134 km 1859 1861 Built by MZA
Albacete - Cartagena 245,5 km 1863 1865 Built by MZA
Manzanares - Córdoba 1860 Built by MZA
Córdoba - Seville 132 km 1859 Compañía del Ferrocarril de Córdoba a Sevilla 1875
Seville - Huelva 111 km 1877 Compañía del Ferrocarril de Sevilla a Huelva 1880 MZA only acquired the rights to the line and had to undertake its construction.
Ciudad Real - Badajoz 324 km 1866 Compañía de los Caminos de Hierro de Ciudad Real a Badajoz 1880
Almorchón - Belmez 63,7 km 1868 Compañía de los Caminos de Hierro de Ciudad Real a Badajoz 1880
Madrid - Ciudad Real 170,3 km 1879 Compañía de los Caminos de Hierro de Ciudad Real a Badajoz 1880
Mérida - Seville 1880 Compañía del Ferrocarril de Mérida a Sevilla 1885 MZA only acquired the rights to the line and had to undertake its construction.
Aranjuez - Cuenca 1880 1885 MZA only acquired the rights to the line and had to undertake its construction.
Ariza - Valladolid 254 km 1892 Compañía del Ferrocarril del Duero 1895 MZA only acquired the rights to the line and had to undertake its construction.
Barcelona - Granollers - Empalme 1898 Compañía de los ferrocarriles de Tarragona a Barcelona y Francia (TBF) 1861 Built by Camino de Hierro del Norte.
Barcelona - Mataró - Empalme 1898 TBF 1848 Built by Camino de Hierro de Barcelona a Mataró.
Empalme - Girona 1898 TBF 1862 Built by Caminos de Hierro de Barcelona a Gerona.
Girona - Portbou 1878 TBF (Built by the company) 1898
Barcelona - Martorell - Tarragona TBF 1898
Valls - Villanueva - Barcelona TBF 1898
Roda de Bará - Reus - Caspe 1894 Compañía de los Ferrocarriles Directos de Madrid y Zaragoza a Barcelona and TBF (Built by the company) 1898

MZA motor pool

Steam locomotives

Type Procedure MZA (I) No. MZA (II) No. Renfe No. Manufacturer Factory No. Year Weight (t) Note
120 MA 1 . . Stothert, Slaughter & Co, Bristol ? 1851 19,0 .
111 T MA 2 to 8 . . Stothert, Slaughter & Co, Bristol ? 1852 17,0 .
120 T MA 9 a 10 . . Stothert, Slaughter & Co, Bristol ? 1855 17,0 .
120 MA 11 to 16 . . Stothert, Slaughter & Co, Bristol ? 1850 19,0 .
120 MA 17 to 20 . . Saint-Léonard, Liège 49-52 1848 19,0 .
021 MA/CT 41 to 44 . . Stothert, Slaughter & Co, Bristol ? 1858 26,0 .
120 . 119 to 123 45 to 49 . Kitson, Leeds 655-659 1858 29,5 .
120 . 124 to 128 50 to 54 . Kitson, Leeds 665-669 1859 29,5 .
120 . 139 to 143 55 to 59 . Sharp-Stewart, Manchester 1186-1190 1861 27,9 .
120 . 144 to 146 60 to 62 . Sharp-Stewart, Manchester 1212-1214 1861 27,9 .
120 . 129 to 138 63 to 72 120-2011 Schneider & Cie., Le Creusot 410-419 1858 24,9 .
120 . . 73 to 82 . Schneider & Cie., Le Creusot 641-650 1861 24,9 .
120 . . 83 to 88 . Schneider & Cie., Le Creusot 663-668 1862 24,9 .
120 . . 89 to 107 120-2012 to 2014 Charles Evrard, Brussels 18-36 1861 24,9 .
120 . . 108 to 113 120-2015 Charles Evrard, Brussels 41, 43-47 1861 24,9 109-111 and 113 sold to Cordoba-Malaga (1863)
120 . . 114 to 118 120-2016 Charles Evrard, Brussels 51-55 1861 24,9 .
120 . . 119 to 128 120-2017 Ernest Goüin, París 618-627 1863 24,9 .
120 CS . 129 to 130 . Stephenson, Newcastle 1035-1036 1857 ? .
120 CS . 131 to 142 . Schneider & Cie., Le Creusot 321-332 1857 27,6 .
120 MS . 143 to 148 120-2071 to 2072 John Cockerill, Seraing 995-1000 1879 29,6 .
120 TBF . 149-150 120-2121 to 2122 MTM, Barcelona 9-10 1895 40,3 .
120 TBF . 151-154 120-2101 to 2103 Sharp-Stewart, Manchester 3388-3391 1887 34,9 .
120 TBF . 155-158 120-2104 to 2106 Sharp-Stewart, Manchester 3415-3418 1887 34,9 .
120 TBF . 159 to 162 120-2107 to 2109 Sharp-Stewart, Manchester 3506-3509 1889 34,9 .
120 TBF . 163 to 166 120-2110 to 2111 Sharp-Stewart, Manchester 3637-3640 1889 34,9 .
120 TBF . 167 . Sharp-Stewart, Manchester 771 1854 28,0 .
120 TBF . 168 030-2112 Sharp-Stewart, Manchester 774 1854 28,0 Rebuilt at 120 T about 1913
120 TBF . 169 to 172 . Sharp-Stewart, Manchester 1401-1404 1863 26,8 .
120 TBF . 173 . Sharp-Stewart, Manchester 1419 1863 26,8 .
120 TBF . 174 . Sharp-Stewart, Manchester 1424 1863 26,8 .
120 TBF . 175 . Sharp-Stewart, Manchester 1466 1863 26,8 .
120 T TBF . 176 to 181 120-0201 to 0204 Sharp-Stewart, Manchester 2708-2713 1877 41,5 .
120 TBF . 182 to 184 . Sharp-Stewart, Manchester 1491-1492, 1494 1864 30,1 .
021 TBF . 185 to 188 . Sharp-Stewart, Manchester 1229-1232 1861 31,7 .
021 TBF . 189 to 196 021-2011 to 2012 Sharp-Stewart, Manchester 2684-2691 1879 29,1 .
021 TBF . 197 to 200 . Sharp-Stewart, Manchester 2863-2866 1879 29,1 .
030 . . 201 to 210 030-2261 to 2270 Schneider & Cie., Le Creusot 560-569 1860 30,3 .
030 . . 211 to 221 030-2271 to 2281 Schneider & Cie., Le Creusot 594-604 1860 30,3 .
030 . . 222 to 236 030-2282 to 2294 Schneider & Cie., Le Creusot 702-716 1862 30,3 .
030 . . 237 to 238 030-2295 to 2296 Graffenstaden 192-193 1862 27,9 .
030 . . 239 to 240 030-2297 to 2298 Graffenstaden 299-300 1864 27,9 .
030 . . 241 to 245 030-2299 to 2303 Graffenstaden 196-200 1862 27,9 .
030 . 79 246 030-2013 E.B. Wilson & Co., Leeds 607 1857 24,7 .
030 . 80 247 . E.B. Wilson & Co., Leeds 608 1857 24,7 .
030 . 86 to 98 248 to 265 030-2014 to 2027 E.B. Wilson & Co., Leeds 609-626 1857 24,7 .
030 . 99 to 103 266 to 270 030-2028 to 2031 Kitson, Leeds 599-603 1857 24,7 .
030 . 104 to 108 271 to 275 030-2032 Kitson, Leeds 609-613 1857 24,7 .
030 . 109 to 113 276 to 280 030-2033 to 2036 Kitson, Leeds 625-629 1857 24,7 .
030 . 114 to 118 281 to 285 030-2037 to 2040 Kitson, Leeds 645-649 1857 24,7 .
030 . 49 to 58 286 to 295 030-2041 to 2047 J.F. Cail & Cie., París 624-633 1857 24,7 .
030 . 59 to 68 296 to 305 030-2048 to 2053 J.F. Cail & Cie., París 634-643 1858 24,7 .
030 . 69 to 78 306 to 315 030-2054 to 2059 J.F. Cail & Cie., París 661-670 1858 24,7 .
030 . 151 316 . John Cockerill, Seraing 511 1860 24,7 .
030 MA 11 to 12 317 to 318 . Stothert, Slaugther and Company, Bristol ? 1856 ? .
030 MA 43 to 48 319 to 324 . Slaugther-Grünning, Bristol 343-348 1858 ? .
030 TBF . 317 to 320 (II) 030-2116 to 2119 Avonside Engine Company, Bristol 750-753 1868 39,4 .
030 TBF . 321 to 324 (II) 030-2120 to 2123 Avonside Engine Company, Bristol 843-846 1871 39,4 .
030 . . 325 to 326 030-2304 to 2305 Graffenstaden 289-290 1862 27,9 .
030 . . 327 to 330 . Graffenstaden 291-294 1863 27,9 Sold to Portugal
030 . . 331 to 334 030-2306 to 2309 Graffenstaden 325-328 1864 27,9 .
030 . . 335 to 342 030-2310 to 2317 Schneider & Cie., Le Creusot 779-786 1863 32,3 .
030 . . 343 to 359 030-2318 to 2334 Schneider & Cie., Le Creusot 801-816 1863 32,3 .
030 . . 360 to 364 030-2335 to 2339 Schneider & Cie., Le Creusot 830-834 1865 32,3 Sold to the ZPB (1872);

They returned to MZA in 1880.

030 . . 365 a 369 . Schneider & Cie., Le Creusot 835-839 1865 32,3 Transferred to Cordoba-Malaga (1865).
030 CS . 370 to 373 . Haswell, Vienna 689-692 1863 27,9 Ceded to Norte
030 . . 374 to 387 030-2340 to 2353 SACM, Graffenstaden 2810-2823 1879 32,0 .
030 . . 388 to 399 030-2354 to 2365 Sharp-Stewart, Manchester 2822-2833 1879 32,0 .
030 CRB . 401 to 406 030-2209 to 2214 Fives-Lille 2232-2237 1878 34,8 .
030 CRB . 407 to 414 030-2215 to 2222 Fives-Lille 2271-2278 1880 34,8 .
030 . . 415 to 434 030-2231 to 2250 Franco-Belge, La Croyère 427-446 1883 36,4 .
030 AC . 435 to 441 030-2479 to 2485 Hartmann, Chemnitz 1244-1250 1883 36,1 .
030 AC . 442 to 446 030-2388 to 2392 Dübs, Glasgow 1555-1559 1881 38,2 .
030 TBF . 447 to 448 . André Koechlin & Cie., Mulhouse ? 1870 ? .
130 TBF . 449 to 451 . Rogers Locomotive and Machine Works 3462-3464 1883 39,0 .
130 TBF . 452 . Rogers Locomotive and Machine Works 2707 1880 38,1 .
030 TBF . 453 . Rogers Locomotive and Machine Works 2689 1880 38,1 .
030 TBF . 454 to 465 030-2577 to 2588 Hartmann, Chemnitz 1204-1215 1882 34,4 .
030 TBF . 466 to 477 030-2589 to 2600 Hartmann, Chemnitz 1280-1291 1883 34,4 .
030 TBF . 478 to 481 030-2601 to 2604 Hartmann, Chemnitz 1473-1476 1886 34,4 .
030 TBF . 482 to 485 030-2605 to 2608 Hartmann, Chemnitz 1683-1686 1890 34,4 .
040 CRB . 501 to 516 040-2031 to 2036 J.F. Cail & Cie., París 1268-1273 1863 39,0 .
040 CRB . 507 to 511 040-2037 to 2041 J.F. Cail & Cie., París 1276-1281 1863 39,0 .
040 CRB . 512 to 516 . J.F. Cail & Cie., París 1281-1285 1864 39,0 Sold to Andaluces
040 CRB . 517 to 522 . J.F. Cail & Cie., París 1374-1379 1865 39,0 Sold to Andaluces
040 CRB . 523 to 526 . J.F. Cail & Cie., París 1380-1383 1865 39,0 Sold to ZPB
040 CRB . 527 to 536 040-2042 to 2052 Schneider & Cie., Le Creusot 907-916 1865 39,0 .
040 MS . 537 to 546 040-2061 to 2072 John Cockerill, Seraing 1001-1010 1878 39,9 .
040 . . 547 to 561 040-2271 to 2285 MTM, Barcelona 18-32 1900 43,0 .
040 TBF . 562 to 566 040-2011 to 2015 Sharp-Stewart, Manchester 2779-2783 1879 42,8 .
040 TBF . 567 . Sharp-Stewart, Manchester 2784 1879 42,8 .
040 TBF . 568 to 571 040-2016 to 2019 Sharp-Stewart, Manchester 2851-2854 1879 42,8 .
040 TBF . 572 to 575 040-2020 to 2023 Sharp-Stewart, Manchester 2896-2899 1879 42,8 .
040 TBF . 576 to 583 040-2301 to 2308 Sharp-Stewart, Manchester 3520-3527 1889 44,7 .
020 T . . 601 to 610 020-0231 to 0240 Couillet 786-795 1885 19,0 .
020 T TBF . 611 020-0211 Anjubault, París 103 1864 22,0 .
020 T TBF . 612 020-0212 Anjubault, París 105 1865 22,0 .
030 ST TBF . 613 . (English?) ? ? ? .
232 T . . 620 to 631 232-0201 to 0212 J.A. Maffeï, Munich 2339-2350 1903 58,9 .
232 T . . 632 to 641 232-0213 to 0220 J.A. Maffeï, Munich 3260-3269 1911 58,9 .
230 . . 651 to 665 230-4001 to 4015 G. Egestorff, Hanover 3654-3668 1901 55,5 .
230 . . 666 to 680 230-4016 to 4030 Henschel, Cassel 6308-6322 1903 55,5 .
040 . . 741 to 746 040-2401 to 2406 Henschel, Cassel 8363-8388 1907 51,0 .
231 . . 901 to 911 231-2011 to 2021 ALCO, Brooks 61772-61782 1920 76,6 .
231 . . 912 . ALCO, Brooks 61783 1920 76,6 .
231 . . 913 to 915 231-2022 to 2024 ALCO, Brooks 61784-61786 1920 76,6 .
240 . . 1301 to 1307 240-4051 to 4057 Hanomag, Hanover 6484-6490 1914 79,0 .
240 . . 1308 240-4058 Hanomag, Hanover 6991 1920 79,0 .
240 . . 1536 to 1565 240-2396 to 2425 MTM, Barcelona 438-467 1930 82,5 .
242 T . . 1601 to 1625 242-0231 to 0255 MTM, Barcelona 154-178 1924 92,5 .
242 T . . 1626 to 1650 242-0256 to 0280 MTM, Barcelona 220-244 1926 86,7 .
242 T . . 1651 to 1660 242-0281 to 0290 MTM, Barcelona 325-334 1927 87,4 .
241 . . 1701 to 1725 241-2001 to 2025 MTM, Barcelona 179-203 1925 92,6 .
241 . . 1726 to 1765 241-2026 to 2065 MTM, Barcelona 284-323 1927 93,2 .
241 . . 1766 to 1775 241-2066 to 2075 MTM, Barcelona 380-389 1929 94,6 .
241 . . 1776 to 1785 241-2076 to 2085 MTM, Barcelona 428-437 1930 94,5 .
241 . . 1786 to 1795 241-2086 to 2095 MTM, Barcelona 468-477 1931 96,5 .
241 . . 1801 to 1810 241-2101 to 2110 MTM, Barcelona 499-508 1939 107,5 .
240 . . 2401 to 2425 240-2481 to 2505 MTM, Barcelona 519-543 1942 96,6 .
240 . . 2426 to 2445 240-2506 to 2525 Euskalduna, Bilbao 240-259 1943 96,6 .
240 . . 2446 to 2460 240-2526 to 2540 MTM, Barcelona 559-573 1943 96,6 .
240 . . 2466 to 2475 240-2451 to 2550 MTM, Barcelona 549-558 1943 96,6 .
240 . . 2481 to 2499 240-2551 to 2569 Babcock & Wilcox, Bilbao 552-570 1951 96,6 .
241 . . 2701 to 2722 240-2201 to 2222 MTM, Barcelona 594-615 1944 120,0 .

Thermal railcars

Type MZA No. Renfe No. Manufacturer Factory No. Year Engine Power Weight Note
AA GM WM 101 to 104 9151 to 9154 Carde y Escoriaza, Zaragoza ? 1937 Renault 110 cv t? Renault license, type "ZO".
BoBo DE WE 201 to 204 9200 to 9202 MTM, Barcelona ? 1936 Burmeister & Wain, Copenhague, type 613,5 VL 22 250 cv t? .
BoBo DM WM 226 to 227 9204 to 9205 MMC, Zaragoza 59-60 1936 Renault type 517 265 cv t? Renault license. Type "ABJ 2".
BoBo DM WM 228 to 231 9300 to 9303 MMC, Zaragoza ? 1936 Renault type 517 300 cv t? Renault license. Type "ABJ 2".
BoBo DE WE 401 to 404 9403 to 9405 CAF, Beasain ? 1935 Maybach, Friedrichshafen, type GO.5 410 cv t? .

See also

References

  1. ^ a b c d e Wais San Martín (1974, p. 177)
  2. ^ Lentisco (2005, p. 235)
  3. ^ a b Lentisco (2005, p. 181)
  4. ^ a b Lentisco (2005, p. 182)
  5. ^ Wais San Martín (1974, p. 176)
  6. ^ a b c Wais San Martín (1974, p. 183)
  7. ^ Wais San Martín (1974, p. 180)
  8. ^ a b Wais San Martín (1974, p. 184)
  9. ^ Wais San Martín (1974, p. 182)
  10. ^ Wais San Martín (1974, p. 185)
  11. ^ Wais San Martín (1974, p. 187)
  12. ^ Wais San Martín (1974, p. 191)
  13. ^ Wais San Martín (1974, p. 192)
  14. ^ Wais San Martín (1974, p. 195)
  15. ^ Wais San Martín (1974, p. 199)
  16. ^ a b Wais San Martín (1974, p. 205)
  17. ^ Wais San Martín (1974, p. 206)
  18. ^ a b Wais San Martín (1974, p. 210)
  19. ^ Wais San Martín (1974, p. 208)
  20. ^ a b Wais San Martín (1974, p. 209)
  21. ^ Wais San Martín (1974, p. 212)
  22. ^ Wais San Martín (1974, p. 223)
  23. ^ a b Wais San Martín (1974, p. 224)
  24. ^ Wais San Martín (1974, p. 225)
  25. ^ a b Lentisco (2005, p. 235)
  26. ^ a b Wais San Martín (1974, p. 613)
  27. ^ Wais San Martín (1974, p. 623)
  28. ^ Lentisco (2005, p. 260)
  29. ^ a b Lentisco (2005, p. 261)
  30. ^ a b c Álvarez de Castrillón (1978, p. 447)
  31. ^ "FerroEstad - Compañia de los Ferrocarriles de Madrid a Zaragoza y Alicante". www.docutren.com. Retrieved 2023-10-17.
  32. ^ "FerroEstad - Compañia de los Ferrocarriles de Madrid a Zaragoza y Alicante". www.docutren.com. Retrieved 2023-10-17.
  33. ^ "FerroEstad - Compañia de los Ferrocarriles de Madrid a Zaragoza y Alicante". www.docutren.com. Retrieved 2023-10-17.
  34. ^ a b Álvarez de Castrillón (1978, p. 412)

Bibliography

  • Álvarez de Castrillón, Rafael Anes (1978). Ferrocarriles en España 1844-1943, Tomo 2: Economía y los ferrocarriles (in Spanish). Madrid: Servicio de Publicaciones del Banco de España.
  • Artola, Miguel (1978). Ferrocarriles en España 1844-1943, Tomo 1: El estado y los ferrocarriles (in Spanish). Madrid: Servicio de Publicaciones del Banco de España.
  • Fernández Sanz, Fernando; Reder, Gustavo (1995). Historia de la tracción vapor en España, Tomo 1, Locomotoras de MZA (in Spanish). Madrid. ISBN 84-920492-0-0.{{cite book}}: CS1 maint: location missing publisher (link)
  • García de Cortázar, Fernando (2005). Atlas Historia de España (in Spanish). Barcelona: Círculo de Lectores. p. 555. ISBN 84-672-1436-8.
  • Lentisco, David (2005). Cuando el hierro se hace camino, Historia del Ferrocarril en España (in Spanish). Madrid: Alianza Editorial.
  • Maristany Gibert, Eduardo (1897). Puente sobre el río Martín en el kilómetro 6,373 de la línea de Val de Zafán a Gargallo (in Spanish). Vol. II. Revista de Obras Públicas. pp. 413–418.
  • Wais San Martín, Francisco (1974). Historia de los Ferrocarriles Españoles (in Spanish). Madrid: Editorial Española.
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