Page 124 - 360.revista de Alta Velocidad - Nº 6

Ayrault Pérez, Juan

Initially the principal traffic was from Madrid to Seville, although other destinations benefited
partially of the new track with the help of variable gauge systems (Málaga, Huelva, Cádiz). The
rise was sustained during the first ten years, reaching 6,5M passengers in 2002, more than three
times the figures of 1993. The further increase was parallel to the opening of new lines:

Table 5: HS passengers 1992‐2016. Major increases highlighted in yellow.

Line/Service Year Passengers Annual incr.
1992* 1.300.000

1993** 1.875.000 100,00%
Madrid – Sevilla
2001 6.331.980 111,07%
2002 6.529.491 3,12%

2003 6.883.294 5,42%
Madrid ‐ Lleida/Huesca
2004 8.222.611 19,46%
2005 9.071.790 10,33%
Madrid – Toledo
2006 11.096.960 22,32%

Madrid – Málaga 2007 12.112.542 9,15%
2008 14.582.292 20,39%
Madrid – Barcelona
2009 14.039.340 ‐3,72%

2010 12.959.169 ‐7,69%
Madrid – Valencia 2011 15.679.224 20,99%

2012 15.038.075 ‐4,09%
2013 16.390.132 8,99%
Madrid ‐ Figueres/Alicante
2014 17.960.251 9,58%

2015 18.773.832 4,53%
Madrid – Cádiz
2016 19.502.257 3,88%

* April to December **First entire year Source: Adif

Openings of new lines had substantial effect on passengers’ turnout. The relation between the
start of lines to Barcelona, Málaga and Valencia and double digit rises must be noticed.
This success in terms of passenger figures must not be understood only as a consequence of
High Speed itself. Atocha was conceived as an intermodal hub into which customers could easily
connect with commuter lines, metro and buses. According to Renfe data, in 2016 at least 2,2M
customers purchased HS + commuter combined tickets.
Atocha has the undisputed top position as the most frequented commuter station in the
country. It supplies also a noticeable amount of medium distance services. The whole
provides a unique interchange point where HS passengers have endless possibilities of
continuing their way.

122 360.revista de alta velocidad