THE UNCONTROLLED OUTGOINGS, IN PUBLIC WORKS UNNECESSARY AND NON-PRODUCTIVE, THE KEY ECONOMIC SPANISH DECLINE.

WHILE L.A. CONTINUES WITHOUT SIDEWALKS, FROM MADRID TO ANY SPANISH PROVINCE ANYONE CAN TRAVEL FROM SIX DIFFERENT WAYS, BY CONVENTIONAL TRAIN, HIGH-SPEED TRAIN, CONVENTIONAL ROAD, SECOND CLASS HIGHWAY, HIGHWAY, AND AIRCRAFT, INFRASTRUCTURE ALL OF THEM UNDERUTILIZED

SO THE SPANISH NETWORK OF AVE (HIGH-SPEEDTRAIN) WILL BE THIS YEAR THE LONGEST OF THE WORLD. TRANSPORTED FIVE TIMES LESS PASSENGERS THAT THE FRENCH AND HAS COST THREE TIMES MORE.

Each day to go or return of its work 204. 423 madrileños (inhabitants of Madrid) are introduced by a maze of underground tunnels, the so-called hightway M-30, the first ring that surrounds the capital of Spain.

Four years ago, the same people wore the same path, opened for the first time in the 1970S, to make the same travels. The only difference is that then they could move to the open air, displaying the riverside of the Manzanares river, and traveling to 90 kilometers per hour. Now have to do so by a complex network of passageways under land and to move barely 70 km/h.

It cannot be said, so that the people have won time or quality of life with this infrastructure. The environment of the Manzanares river, which the authorities want to regain for the city, remains the same of deteriorated that then becomed in a pond unclean, silty and full of mosquitoes (and more that is going to be in these times of crisis) and the inhabitants of Madrid continues to suffer the same bottlenecks, identical traffic jams.

Which very few people know is that the new via groundwater that around Madrid have almost the same length as the Eurotunnel, the rail tunnel linking France with the United Kingdom, below the Channel, in service since the May 6 1994 from Calais (France) to Folkestone (UK).

Thus, while the work of railway infrastructure under the Atlantic more important in Europe and the second of the world (behind the tunnel Seikan) has 50 kilometers in length, the ring road around Madrid, employs a network of has a length of 43,085 meters in tranches underground, with hundreds of illuminated traffic signs, which make it in one of the hightway potentially more insecure of Spain.

The eurotunnel was since always one of the works of railway engineering more necessary for Europe to break the historic insulation between the United Kingdom and the European continent. Despite the enormous advantages in all orders that the high-speed train Eurostar placed to London to 2 hours and 20 minutes of Paris, was necesarias decades of technical studies and financial analysis about how it was going to face the investments until in at the end of the twentieth century the bankers french and british gave the approval to the investment of 16,000 million euros that was financed entirely by private initiative, due to the opposition of the governments of Margaret Thatcher and Francois Mitterrand to its public funding.

On the contrary, the Eurotunnel of the M-30 was implemented enterily by the municipality of Madrid, is one of those pharaonic monuments, in a boast of hypocrisy, the luxury, to the ostentation and to the faustos useless. In a country whose public deficit is historically chronic and whose balance of payments and the balance for current account with the rest of Europe refusal from the times of the Thirds of Flanders, in the middle of the 16th century, to put a date, no one noticed how it was going to pay this useless and unnecessary spending.

In cities with a GDP much higher as New York trains and cars continue to circulate by overpasses at the height of four or fifth floor of many skyscrapers. In Los Angeles, the Mecca of cinema with his wealth apparent and its glamour, remains largely a city without sidewalks. In Madrid, by contrast, during the last decades have been deleted all called scalextrix (diferent level crossings high) not to annoy the neighbors with the noise of cars, without repair in the embezzlement that it had entailed.There is no neighborhood by very on the outskirts that is where there is not available parks and public square perfectly landscaped, pedestrian streets and all kinds of amenities urban areas.

The welfare state arrived late to Spain but rooted very strong. While the authorities have neglected industrialization and the creation of productive infrastructures, the country enjoys of five and up to six different means to move from Madrid, Barcelona, Seville or Valencia to any other province: triple road network (traditional road, second class highway and highway), double circuit rail (high-speed and traditional) and a modern network of airports. This is that add up to the waste in the autonomous communities to have its own network of roads and motorways for "backbone" their region outside of the nation.

All these infrastructure compete with each other and is underused (Spain will have more kilometers of High-Speed that France at the end of 2010, three times more expensive for the quantity of tunnels and viaducts constructed, and its commercial traffic is right now barely 20 percent of France). The trains, on the other hand, don’t link the ports or airports with the rest of the nation so that the most modern railway network in Spain is not fit for the transport of goods. It is concluded, therefore, that Spain has been vertebrate as the richest country in the earth, where the work, the foreign trade, the savings, the individual effort, exports and competitiveness have been seen as extraneous matters to the collective interests of the nation.

Public investments have been targeted to increase the Welfare State, the degree of satisfaction of the inhabitants of villages, towns and cities. Nothing at all considered that this policy could mortgage the future, the development, for invest in the interests of the welfare ephemeral, short-term. And so the country will go in the decades ahead: impoverished and indebted untill the eyebrows individually and as a State, as autonomous community or city council. The level of foreign indebtedness of the State, the autonomous regions, municipalities and the banking outweigh, according to the analysis more optimistic, 2'7 times the Spanish GDP due to which the country will be insolvent for decades. The question now is to know how a nation privately and collectively in bankruptcy is going to pay the tens or even hundreds of eurotúneles underutilised it has and doesn't serve to live better, but to pay more.