{"id":40652,"date":"2025-03-03T16:40:53","date_gmt":"2025-03-03T16:40:53","guid":{"rendered":"https:\/\/www.theconservative.online\/declinul-cailor-ferate-europene-candva-mandre"},"modified":"2025-03-03T16:40:53","modified_gmt":"2025-03-03T16:40:53","slug":"declinul-cailor-ferate-europene-candva-mandre","status":"publish","type":"post","link":"https:\/\/www.theconservative.online\/ro\/declinul-cailor-ferate-europene-candva-mandre","title":{"rendered":"Declinul c\u0103ilor ferate europene, c\u00e2ndva m\u00e2ndre"},"content":{"rendered":"<p><span style=\"font-weight: 400;\">Povestea european\u0103 din ultima perioad\u0103 a fost, din p\u0103cate, una a declinului. De subperforman\u021b\u0103 economic\u0103, de b\u0103t\u0103lii pierdute \u00een fa\u021ba concuren\u021bilor, de pierderea siguran\u021bei cet\u0103\u021benilor s\u0103i \u0219i a perspectivelor sale de viitor. Un domeniu simbolic important \u00een care acest lucru se reflect\u0103 este declinul serviciilor feroviare de pe \u00eentregul continent.  <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Calea ferat\u0103 este important\u0103 din punct de vedere simbolic din mai multe motive. Din punct de vedere istoric, calea ferat\u0103 a fost o demonstra\u021bie a priceperii tehnologice \u0219i industriale, iar pe m\u0103sur\u0103 ce urbanizarea s-a accelerat, a devenit o necesitate pentru mobilitate. Nu este de mirare c\u0103 diversele regimuri din secolul al XX-lea s-au promovat prin afirma\u021bii despre c\u0103i ferate bine gestionate, trenuri care circul\u0103 \u00eentotdeauna la timp \u0219i alte cli\u0219ee similare.  <\/span><\/p><div class='related_content'><span>RELATED<\/span><ul><li><a href='https:\/\/www.theconservative.online\/ro\/ecr-party-culture-weekend-in-scilla-promovarea-dialogului-si-a-colaborarii'>ECR Party Culture Weekend \u00een Scilla: Promovarea dialogului \u0219i a colabor\u0103rii<\/li><\/a><\/ul><\/div>\n<p><span style=\"font-weight: 400;\">\u00centr-un fel, utilit\u0103\u021bile publice precum c\u0103ile ferate au fost \u00eentotdeauna acuzate de sc\u0103derea fiabilit\u0103\u021bii \u00een timp. C\u0103l\u0103toriile, \u00een special pe distan\u021be care justific\u0103 transportul cu trenul, sunt, desigur, condi\u021bionate de timp, iar orice perturbare este susceptibil\u0103 de a fi \u00eent\u00e2mpinat\u0103 cu frustrare de c\u0103tre pasageri. Asist\u0103m \u00eentr-adev\u0103r la o deteriorare \u00een timp, a\u0219a cum sus\u021bine experien\u021ba comun\u0103?  <\/span><\/p>\n<p><b>Punctualitatea trenurilor \u00een Europa<\/b><\/p>\n<p><span style=\"font-weight: 400;\">\u00cen Regatul Unit, Fran\u021ba, Germania \u0219i Suedia, sc\u0103derea calit\u0103\u021bii c\u0103l\u0103toriilor pe calea ferat\u0103 este un subiect politic. Numeroase explica\u021bii au fost prezentate pentru a explica problemele de punctualitate care exist\u0103 \u00een fiecare dintre aceste \u021b\u0103ri, adesea situate \u00een climatul politic particular al fiec\u0103rei na\u021biuni. \u00cen Regatul Unit, e\u0219ecul serviciilor feroviare fiabile este adesea atribuit privatiz\u0103rii c\u0103ilor ferate, care a avut loc \u00een anii 1990. \u00cen Fran\u021ba \u0219i Germania, aceasta se reduce la lipsa de fonduri pentru operatorii feroviari na\u021bionali dominan\u021bi. \u00cen Suedia, este vorba de o combina\u021bie a ambelor explica\u021bii.    <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Din punct de vedere cantitativ, un criteriu comun de m\u0103surare a fiabilit\u0103\u021bii trenurilor este punctualitatea; ce procent de trenuri ajung la destina\u021bia final\u0103 cu o anumit\u0103 marj\u0103 de \u00eent\u00e2rziere? Aceast\u0103 marj\u0103 este definit\u0103 diferit \u00een diferite \u021b\u0103ri, dar dac\u0103 un tren are o \u00eent\u00e2rziere de cel mult cinci minute, \u00een majoritatea \u021b\u0103rilor dezvoltate se consider\u0103 de obicei c\u0103 trenul este &#8222;la timp&#8221;. \u00cen Regatul Unit \u0219i Elve\u021bia, punctualitatea este definit\u0103 ca fiind de trei minute.  <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Statisticile de acest tip care dateaz\u0103 din secolul al XX-lea sunt de fapt greu de g\u0103sit, dar cifrele fiabile pentru Marea Britanie dateaz\u0103 din 1996. \u00cen acel an, 89% din toate trenurile britanice, operate de o serie de companii diferite, circulau &#8222;la timp&#8221;. \u00cen prezent, procentul este de 85 %, conform statisticilor oficiale ale Office of Rail and Road. Estim\u0103rile, conform unui studiu publicat \u00een Fiscal Studies \u00een 2002, sus\u021bin c\u0103 num\u0103rul era de aproximativ 90 % \u00een 1984.   <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Un raport al autorit\u0103\u021bii franceze pentru calitatea serviciilor de transport a constatat c\u0103 procentul de trenuri &#8222;punctuale&#8221; a sc\u0103zut de la 98 la 87 \u00eentre 1954 \u0219i 2021. \u0218i aceasta cu o defini\u021bie a punctualit\u0103\u021bii de 15 minute, nu cu standardul mai comun de cinci minute. \u00cen termeni concre\u021bi, num\u0103rul trenurilor care au \u00eent\u00e2rziat mai mult de 15 minute s-a triplat \u00een aceast\u0103 perioad\u0103, dup\u0103 cum a relatat presa francez\u0103.  <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Doar 58% dintre trenurile pe distan\u021be lungi din Germania au circulat &#8222;la timp&#8221; \u00een septembrie 2023, potrivit operatorului feroviar na\u021bional public Deutsche Bahn. Chiar \u0219i \u021bin\u00e2nd cont de faptul c\u0103 acest nivel sc\u0103zut este probabil o lun\u0103 extraordinar de proast\u0103 pentru trenurile germane, \u00een 2022 unul din trei trenuri pe distan\u021be lungi nu a atins pragul de &#8222;punctualitate&#8221;, potrivit serviciului public de radiodifuziune Deutsche Welle. Pentru liniile regionale, num\u0103rul a fost mai pu\u021bin \u00eengrozitor, unul din zece trenuri av\u00e2nd o \u00eent\u00e2rziere mai mare de \u0219ase minute.  <\/span><\/p>\n<p><span style=\"font-weight: 400;\">\u00cen Suedia, statisticile oficiale privind punctualitatea trenurilor dateaz\u0103 doar din 2010, dar ele spun totu\u0219i o poveste. Conform cifrelor guvernamentale, 87% dintre trenuri au evitat o \u00eent\u00e2rziere mai mare de cinci minute \u00een acel an, cifr\u0103 care a urcat \u00eencet p\u00e2n\u0103 la un maxim de 92% \u00een 2019. 2020 a \u00eenregistrat un v\u00e2rf de 94 la sut\u0103, dar exist\u0103 motive s\u0103 consider\u0103m anul de blocare o perioad\u0103 ie\u0219it\u0103 din comun. Din 2021, num\u0103rul a sc\u0103zut din nou brusc, iar \u00een 2024 punctualitatea trenurilor suedeze a revenit din nou la 87%.   <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Pentru aceste \u021b\u0103ri, experien\u021bele anecdotice ale multora par s\u0103 fie confirmate de statisticile oficiale. A\u0219adar, ce s-a \u00eent\u00e2mplat? Rapoartele din mass-media din toate \u021b\u0103rile men\u021bionate men\u021bioneaz\u0103 \u00een mod obi\u0219nuit drept cauz\u0103 a \u00eent\u00e2rzierilor crescute cre\u0219terea num\u0103rului de pasageri, la care se adaug\u0103 \u00eemb\u0103tr\u00e2nirea \u0219inelor \u0219i a trenurilor \u00een sine.  <\/span><\/p>\n<p><b>Suprapopularea<\/b><\/p>\n<p><span style=\"font-weight: 400;\">Cre\u0219terea \u00een timp a num\u0103rului de pasageri ajut\u0103 la explicarea problemelor comune, cum ar fi deficien\u021bele de capacitate \u0219i trenurile supraaglomerate. \u00centr-un fel, transportul feroviar a devenit, \u00een cuvintele corespondentului The Independent, Simon Calder, &#8222;o victim\u0103 a propriului succes&#8221;. Cre\u0219terea aparent\u0103 a popularit\u0103\u021bii c\u0103l\u0103toriilor cu trenul \u00een ultimele decenii a dep\u0103\u0219it num\u0103rul de trenuri care circul\u0103 \u0219i de \u0219ine instalate.  <\/span><\/p>\n<p><span style=\"font-weight: 400;\">C\u00e2teva cauze rezonabile pentru popularitatea \u00een cre\u0219tere a trenurilor ar putea fi \u00eembun\u0103t\u0103\u021birile tehnologice care, la r\u00e2ndul lor, au f\u0103cut ca transportul feroviar s\u0103 fie mai accesibil dec\u00e2t a fost \u00een cea mai mare parte a secolului XX. O alt\u0103 cauz\u0103 ar putea fi urbanizarea crescut\u0103, care creeaz\u0103 o nevoie mai mare de posibilit\u0103\u021bi de navet\u0103. De asemenea, \u00een societatea de ast\u0103zi, preocupat\u0103 de clim\u0103, trenurile sunt adesea promovate ca o metod\u0103 de c\u0103l\u0103torie care nu d\u0103uneaz\u0103 con\u0219tiin\u021bei \u0219i este superioar\u0103 din punct de vedere moral automobilelor personale.  <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Dar poate c\u0103 mai important\u0103 ar trebui s\u0103 fie cre\u0219terea demografic\u0103 \u00eenregistrat\u0103 de Europa de Vest \u00een ultimele decenii, datorat\u0103 \u00een mare parte imigra\u021biei \u00een mas\u0103. De obicei, popula\u021bia care imigreaz\u0103 \u00een Europa este deja \u00een v\u00e2rst\u0103 de munc\u0103, dar rareori dispune de resursele necesare pentru a de\u021bine un autovehicul privat. Acest lucru \u00eenseamn\u0103 c\u0103 este mai probabil ca ei s\u0103 aib\u0103 nevoie de transportul public pentru via\u021ba lor de zi cu zi dup\u0103 ce se stabilesc \u00een noua lor \u021bar\u0103 gazd\u0103. Aceast\u0103 evolu\u021bie demografic\u0103 este valabil\u0103 at\u00e2t pentru Regatul Unit, c\u00e2t \u0219i pentru Germania, Fran\u021ba \u0219i Suedia.   <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Aglomera\u021bia poate avea un impact asupra punctualit\u0103\u021bii, dup\u0103 cum arat\u0103 cifrele din Regatul Unit \u0219i Suedia. \u00cen mijlocul pandemiei din 2020, trenurile suedeze au atins o rat\u0103 de succes de 94% \u00een a-\u0219i atinge destina\u021bia la timp, \u00een timp ce trenurile britanice au \u00eenregistrat o rat\u0103 de succes de 86% \u00een primul trimestru al anului 2020. Sc\u0103derea volumului de pasageri pare s\u0103 fi avut un impact pozitiv asupra respect\u0103rii timpului, dar ne-am fi a\u0219teptat ca Marea Britanie, care a impus o \u00eenchidere mult mai dur\u0103 dec\u00e2t Suedia, s\u0103 \u00eenregistreze o cre\u0219tere \u0219i mai mare. Evident, aici intr\u0103 \u00een joc defectele infrastructurii \u00een sine.     <\/span><\/p>\n<p><span style=\"font-weight: 400;\">De asemenea, aglomera\u021bia impune companiilor feroviare s\u0103 investeasc\u0103 \u00een mai multe trenuri pentru a face fa\u021b\u0103 nevoilor, poate \u00een loc s\u0103 investeasc\u0103 \u00een \u00eentre\u021binerea trenurilor \u0219i a liniilor existente. Aceasta \u00eenseamn\u0103 c\u0103 se a\u0219teapt\u0103 ca sistemele feroviare din Europa s\u0103 r\u0103spund\u0103 nu numai cre\u0219terii bazei de clien\u021bi prin extindere, ci \u0219i s\u0103 se asigure c\u0103 ceea ce exist\u0103 deja este \u00een stare bun\u0103. \u00cen aparen\u021b\u0103, investi\u021bia \u00eentr-o capacitate fizic\u0103 mai direct\u0103 are mai mult sens pentru o \u00eentreprindere care dore\u0219te s\u0103 par\u0103 accesibil\u0103 pentru un num\u0103r tot mai mare de persoane (poate mai ales dac\u0103 este vorba de o companie privat\u0103 \u00een \u00eentregime, precum companiile feroviare britanice). Astfel, exist\u0103 o logic\u0103 de pia\u021b\u0103 pe termen scurt care poate explica declinul general al serviciilor feroviare.   <\/span><\/p>\n<p><b>Mul\u021bumirea european\u0103<\/b><\/p>\n<p><span style=\"font-weight: 400;\">O mare parte din Europa a fost supus\u0103 unor proiecte feroviare ambi\u021bioase \u00een perioada de \u00eenceput a tehnologiei. \u00centr-un fel, multe trenuri britanice circul\u0103 pe \u0219ine care au fost puse pentru prima dat\u0103 \u00een epoca victorian\u0103. Aceea\u0219i problem\u0103 a fost ridicat\u0103 \u00een Fran\u021ba, Germania \u0219i Suedia, unde se spune c\u0103 deficitul de \u00eentre\u021binere al unor linii dateaz\u0103 de mai multe decenii. Este un fel de lege natural\u0103 faptul c\u0103 progenitorii unei tehnologii sau ai unui mod de g\u00e2ndire tind s\u0103 se odihneasc\u0103 pe laurii lor \u00een timp ce restul lumii \u00eei ajunge din urm\u0103, doar pentru a se trezi prea t\u00e2rziu pentru a realiza c\u0103 au fost eclipsa\u021bi. Aceea\u0219i analogie a fost utilizat\u0103 pentru a descrie pierderea statutului Marii Britanii de principal\u0103 putere industrial\u0103 a Europei \u00een favoarea Germaniei la \u00eenceputul secolului al XX-lea \u0219i poate fi aplicat\u0103 pierderii generale a proeziei economice europene \u00een favoarea Statelor Unite de-a lungul secolului.    <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Defectele c\u0103ilor ferate europene sunt adesea amplificate \u00een compara\u021bie cu sistemele feroviare din Asia de Est. \u00cen anii 2010 \u0219i mai departe, Europa a stat \u00een umbra expansiunii masive a transportului feroviar de mare vitez\u0103 \u00een China, care este o caracteristic\u0103 proeminent\u0103 a propagandei chineze de intensitate redus\u0103 \u00eempotriva Occidentului. \u00cenainte de China, Japonia era invidiat\u0103 pentru trenurile sale remarcabil de punctuale \u0219i ordonate.  <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Japonia, de\u0219i \u00een multe privin\u021be este un industrializator \u00eent\u00e2rziat, are o istorie a transportului feroviar care dateaz\u0103 aproape la fel de mult ca Europa de Vest. Cu toate acestea, traiectoria sa \u00een contextul \u00eemb\u0103tr\u00e2nirii cu care se confrunt\u0103 at\u00e2t ea, c\u00e2t \u0219i Europa, este diferit\u0103, ceea ce reiese dintr-o privire superficial\u0103 asupra punctualit\u0103\u021bii trenurilor sale. \u00cent\u00e2rzierile medii pe linia de mare vitez\u0103 Shinkansen &#8222;trenul glon\u021b&#8221; din Tokaido, de exemplu, s-au ridicat la pu\u021bin peste un minut \u00een 2023, conform raportului anual al operatorului s\u0103u.  <\/span><\/p>\n<p><span style=\"font-weight: 400;\">De\u0219i exist\u0103 factori geografici \u0219i economici &#8211; ca s\u0103 nu mai vorbim de cei culturali &#8211; care, f\u0103r\u0103 \u00eendoial\u0103, exercit\u0103 o presiune mare asupra operatorilor feroviari japonezi pentru a ob\u021bine performan\u021be bune, lipse\u0219te ceva esen\u021bial din ecua\u021bie: Japonia, spre deosebire de Europa de Vest, are o popula\u021bie \u00een sc\u0103dere. Acest lucru \u00eenseamn\u0103, a\u0219a cum s-a subliniat anterior, c\u0103 investi\u021biile se pot concentra mai u\u0219or asupra \u00eentre\u021binerii, spre deosebire de extindere. Acest lucru poate explica o parte mai mare a discrepan\u021bei dec\u00e2t se recunoa\u0219te \u00een mod obi\u0219nuit \u00een dezbaterea feroviar\u0103 european\u0103. Faptul c\u0103 infrastructura japonez\u0103 deserve\u0219te o popula\u021bie cu o dezvoltare mai lent\u0103 \u00eei confer\u0103 un anumit grad de libertate \u00een fa\u021ba valului inevitabil de &#8222;automul\u021bumire a celor care adopt\u0103 rapid&#8221;, care nu lipse\u0219te \u00een alte sectoare din Japonia.   <\/span><\/p>\n<p><span style=\"font-weight: 400;\">China, pe de alt\u0103 parte, are avantajul de a fi o economie \u00eenc\u0103 emergent\u0103 (de\u0219i unii ar contesta exactitatea acestei afirma\u021bii), dornic\u0103 s\u0103 pun\u0103 \u00een aplicare tehnologia pe care al\u021bii au inventat-o cu mult \u00eenaintea ei. \u0218i o face nu doar pentru a se dezvolta economic, ci \u0219i \u00een c\u0103utarea unui statut interna\u021bional. At\u00e2t din utilitate, c\u00e2t \u0219i din prestigiu, China este un investitor uria\u0219 \u00een transportul feroviar intern de mare vitez\u0103, care face mai mult sau mai pu\u021bin de ru\u0219ine sistemele europene. Ca urmare, nu este neobi\u0219nuit ca \u00een politica european\u0103 s\u0103 se aud\u0103 apeluri de a intra \u00eentr-o &#8222;curs\u0103 a \u00eenarm\u0103rii&#8221; cu China \u00een domeniul trenurilor de mare vitez\u0103.   <\/span><\/p>\n<p><b>Cum se va mi\u0219ca din nou Europa?<\/b><\/p>\n<p><span style=\"font-weight: 400;\">Pare corect s\u0103 afirm\u0103m c\u0103 unele p\u0103r\u021bi ale Europei \u0219i-au considerat c\u0103ile ferate ca fiind de la sine \u00een\u021belese pentru prea mult timp. Satisfacerea unor obiective mai mult sau mai pu\u021bin elaborate din punct de vedere politic, cum ar fi acomodarea unei popula\u021bii \u00een continu\u0103 cre\u0219tere \u0219i din ce \u00een ce mai dependent\u0103 de transportul public, pare s\u0103 fi avut prioritate fa\u021b\u0103 de durabilitatea pe termen lung a c\u0103ilor ferate.   <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Acest lucru face cu at\u00e2t mai riscant pentru Europa s\u0103 fie atras\u0103 \u00eentr-o curs\u0103 a \u00eenarm\u0103rilor tehnologice cu China. O \u00eencercare de salt tehnologic, care este \u00eentotdeauna sus\u021binut\u0103 cu entuziasm de partea &#8222;verde&#8221; a politicii, risc\u0103 s\u0103 se transforme \u00eentr-o catastrof\u0103 a risipei de resurse, deoarece problemele fundamentale ale infrastructurii existente nu sunt abordate. Calea ferat\u0103, care a purtat industria european\u0103 pe umerii s\u0103i timp de 150 de ani, are nevoie de o pauz\u0103 de la stresul constant pus pe ea de politicienii progresi\u0219ti.  <\/span><\/p>\n<p><span style=\"font-weight: 400;\">Dar aceasta nu este o problem\u0103 care poate fi rezolvat\u0103 doar prin cre\u0219terea bugetului de \u00eentre\u021binere. A\u0219a cum a \u00een\u021beles Europa \u00een cea mai mare parte a secolului al XX-lea (\u0219i poate a\u0219a cum \u00een\u021beleg China \u0219i Japonia p\u00e2n\u0103 \u00een prezent), starea unei na\u021biuni nu este niciodat\u0103 mai bun\u0103 dec\u00e2t starea c\u0103ilor sale ferate. Europa trebuie, de asemenea, s\u0103 depun\u0103 eforturi pentru a restabili valorile imateriale care au contribuit odat\u0103 la transformarea societ\u0103\u021bilor sale, \u00eempreun\u0103 cu trenurile sale, \u00een cele mai func\u021bionale din lume.  <\/span><\/p>\n<\/p>","protected":false},"excerpt":{"rendered":"<p>Povestea european\u0103 din ultima perioad\u0103 a fost, din p\u0103cate, una a declinului. De subperforman\u021b\u0103 economic\u0103, de b\u0103t\u0103lii pierdute \u00een fa\u021ba concuren\u021bilor, de pierderea siguran\u021bei cet\u0103\u021benilor s\u0103i \u0219i a perspectivelor sale de viitor. Un domeniu simbolic important \u00een care acest lucru se reflect\u0103 este declinul serviciilor feroviare de pe \u00eentregul continent. Calea ferat\u0103 este important\u0103 din [&hellip;]<\/p>\n","protected":false},"author":66,"featured_media":40458,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[157,236],"tags":[862],"editorial-positions":[],"regions":[365],"types":[456],"class_list":["post-40652","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-comert-si-economie","category-mediu","tag-transportation","regions-western-europe-ro","types-opinion-ro"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.1.1 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Declinul c\u0103ilor ferate europene, c\u00e2ndva m\u00e2ndre - The Conservative<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.theconservative.online\/ro\/declinul-cailor-ferate-europene-candva-mandre\" \/>\n<meta property=\"og:locale\" content=\"ro_RO\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Declinul c\u0103ilor ferate europene, c\u00e2ndva m\u00e2ndre - The Conservative\" \/>\n<meta property=\"og:description\" content=\"Povestea european\u0103 din ultima perioad\u0103 a fost, din p\u0103cate, una a declinului. De subperforman\u021b\u0103 economic\u0103, de b\u0103t\u0103lii pierdute \u00een fa\u021ba concuren\u021bilor, de pierderea siguran\u021bei cet\u0103\u021benilor s\u0103i \u0219i a perspectivelor sale de viitor. Un domeniu simbolic important \u00een care acest lucru se reflect\u0103 este declinul serviciilor feroviare de pe \u00eentregul continent. 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