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The weapon weapon of public works

The deficit of infrastructure in Catalonia has come from the hand of the fall of the investment of the State and of the financial anemia of the Generalitat

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The weapon weapon of public works

The arrival of government of Carles Puigdemont put a point and end to small oasis between Barcelona and Madrid in field of infrastructures. The time when Ana Pastor and Santi Vila decided to build bridges gave way to anor in which Josep Rull led Adif to courts for breaches in timetable of investments in rail network. The infrastructure policy has provoked bitter confrontations between central and Catalan governments, as in case of vicinity or chaos at prat airport. But it has also attracted broad consensus: demand for an investment calendar for Mediterranean corridor brought toger Catalan and Valencian administrations and employers and all Parlament groups.

The deficit of infrastructure in Catalonia that denounces mainly entrepreneurs has come from hand of fall of investment of State and of financial anemia of Generalitat. According to Barcelona Chamber of Commerce, in 2015, last year analyzed, central administration only spent 555.9 million euros in Catalonia, 59% of budgeted work. When he assumed his presidency in economic circle, Juan José Brugea questioned figures given by Generalitat on fiscal scales, but instead was resounding in need for more state investment. "There are grievances, for example in field of infrastructure, to be tackled." "And for that we require pacts," he said.

Within so-called operation dialogue that central government tried to launch in Catalonia, Mariano Rajoy announced in Barcelona an injection of 4.2 billion euros in infrastructures up to 2020. "The plan can be fulfilled." Rajoy's only mistake was not having spoken to Generalitat before. "It was clear that reviews were going to come in any way," says a businessman in sector. And so it was. The 2017 budgets collected a generalized decline in public works expenditure of 22.7% in whole of Spain. Catalonia was one of least affected communities. The amount for infrastructures only dropped 2.7% and, after Andalusia, stood as second autonomy that more projects captured.

The final cost of Metro line 9 triple initial budget

Former President Carles Puigdemont and Vice-President Oriol Junqueras immediately denounced "non-compliance". Instead, interpretation in or communities was just opposite and plan of Rajoy was seen as a way of lowering tension in Catalonia. "We are tired of always being last of row." "Do we have to set up a world chicken to give us what it touches us?" said vice-president of Valencian Community, Mònica Oltra.

Business consensus

The Mediterranean corridor has become one of priorities of entrepreneurs, especially Valencian and Catalan, who believe that it is key to vertebrate a model of decentralization of infrastructures. The Valencian businessmen, led by president of Mercadona, Juan Roig, met last October 3 in Madrid to claim that work continues without furr delays. After illegal referendum on 1 October and in full General strike, no representative of Generalitat attended. The presidents of Valencian Community attended, Ximo Puig, and Murcia, Fernando López Miras, as well as Catalan businessmen.

According to Ministry of Development, cost of corridor — which will have international width in 2023 from north to South — is 21,239,000,000, of which 13,746 have been executed. However, Catalan and Valencian administrations and business organizations denounce that priority has been given to central branch in front of coastline. The work also has several bottlenecks, one of which is stretch between Tarragona and Vandellòs. The latest development forecast was that this route will have double-way Iberian-wide in testing phase at beginning of next year.

The Disencounters pass through corridor, vicinity and airport

More sour has been debate on outskirts. The advisor Josep Rull arrived in charge advising that time of agreements that lived his predecessor, Santi Vila, with Ana Pastor was behind and that he would be "a nuisance." "The goodwill that Santi Vila also had resulted in execution of only 8% of suburban plan," said Rull in an interview with El PAÍS, in which he insisted on need for transfer of all railway infrastructure and not only trains.

Despite having agreed on some investments that have alleviated some sections, follows mess on net. According to Generalitat's report to a citizens ' question, in four years 1,597 incidents of more than 100 minutes were recorded. And according to Center for Opinion Studies, 42% of Catalans believe that service continues to worsen.

The prat airport has also been a matter of dispute. The Generalitat is part of historic claim for decentralization of airport management so that Spanish aerodromes can compete with each or. However, y have been problems generated by delays of airlines, queues in controls of passports or strike of security employees that have made that Generalitat blamed Aena of mismanagement.

But arrears in Catalan infrastructure are also due to financial crisis of Generalitat. And this is not only because of difficulties in public treasury. There is also so-called hidden debt. lt;/CF gt; lt;/CF gt; at time of Bonanza, tripartite carried out works with sources of funding that at that time were not loaded in budget, from concessions to tolls in shade. Upon reaching government of Generalitat, Andreu Mas-Colell met with payment commitments that exceeded 30 billion and reached up to year 2108. So much of territory budget is still being eaten by those obligations that Puigdemont's executive tried to renegotiate.

But one of great fiascos of Catalan administration is Barcelona Metro line 9. It is last great project of government of Jordi Pujol, whose first stone put in 2002 n Conseller in Cap Artur Mas. The infrastructure should be completed at 2006 with a cost of 2.464 billion euros. After 15 years, only two ends of line 9 and line 10 — branch arriving at prat airport — work, and it is estimated that final cost will exceed € 6 billion.

Only maintenance and monitoring of stations that remain closed since 2011 have cost more than 1 billion for Catalan coffers, according to Generalitat. So that line 9 can have two more stations in neighborhood of Marina de la Barceloneta, as historically claimed by its neighbors, government of Ada Colau had to put 40 million euros paid by purchase of two buildings of Generalitat.

Each year, Catalan executive spends about 400 million euros for that infrastructure. The priority is to unite ir ends to be able to nurture passengers whole line. The work is expected to end in 2022, although Government had considered that it could hardly be dealt with by budgetary funding alone.

A similar debate opened with freeways. Given expiration of several concessions between 2019 and 2021, Generalitat was studying to eliminate tolls and implement a vignette such as one used in Austria. That is to say, a flat rate of 70 euros a year that all citizens would pay and that would give m right to circulate throughout territory. But re have also been pending conflicts on several roads such as N-340, N-240 or C-55.


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