The Rodalies 2020-2030 plan has already completed 25% of the projects planned for these 10 years. The technicians are already working on the plays that must be undertaken in the second five-year periodbut there are many others that, if there is no change of plans, will have to jump to the next decade. Perhaps the most relevant is the Barcelona’s third railway tunnel which should help ease the tension for both of you in operation. With a so centralized network In the Catalan capital, it is essential to have more capacity. But there is also the splitting of line R1 from Arenys to Blanes, the new Cornellà-Castelldefels line wave orbital line, from Vilanova i la Geltrú to Mataró through the Vallès, without going through Barcelona.
The splitting of the R1 from Arenys to Blanes or the orbital line from Vilanova to Mataró via Vallès are other pending works.
Before entering the afterlife of 2030, Rodalies’ plan does have projects marked for the second five-year period of this decade that are worth listing. As the quadrupling of tracks between Castelldefels and El Prata key project for the efficiency of regional trains from Reus and Tortosa, who will be able to pass through the center of the stations without having to depend on the pace of the slower Rodalies. It is also expected that progress will be made in the splitting of R3 tracks, which is already running between Mollet and Parets del Vallès and has other sections in the informative study phase.
He third tunnel of Barcelona It has been under discussion for years. I would enter through the Diagonalthat seems more or less clear, but the question is, once it reaches the Plaza de las Glòries, if it goes up towards Sagrera or go down to cross Poblenou. This second option seems to make greater sense for citizens, since the 22@ does not have a train and public transportation is certainly deficient. But if that is the option, it would not reach the new intermodal station of the Sagrera.
And the ‘tram-train’
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Unfold R1 follows the same logic as R3. The fact that there is one lane in each direction is a ticking time bomb, since a breakdown in a train forces the line to be cut. Or in the best of cases, to guillotine it and leave the affected section isolated. The idea would be to act between Arenys and Blanes. What is not on the table is extending the line beyond Maçanet. For several reasons: such long routes are difficult to manage and the Baix Empordà has to connect with the ‘tram-train’, a project long claimed by the maritime regions of Girona that would connect them to the capital of the province and would allow serving nearly 113,000 peoplethe population of Palafrugell, Sant Feliu de GuíxolsLloret de Mar, La Bisbal, PalamósPlatja d’Aro and Calonge.
He called delta metro (del Llobregat) is another of the plans in the portfolio. It makes a lot of sense if you take into account the number of people (about 250,000 people) who live between Castelldefels and Barcelona. And it would give a lot of reason for that third railway tunnel. Regarding the orbital line, the Government itself, in the debate on the transfer of Rodalies, put this project on the table. It should be done in phases: Mataró-Granollers, the union of the ‘valleys’, Terrassa-Abrera and Vilanova-Vilafranca. All experts agree that we should start by uniting Sabadell, Terrassa, Mollet and Granollers due to the amount of population they bring together, close to one million inhabitants; many full trains.