La construcción de vivienda ferroviaria durante el franquismo, primero por parte de RENFE y luego a través de las cooperativas de ferroviarios, fue muy significativa totalizando unas veinte mil viviendas en el periodo 1945-1975. Al tratarse de viviendas promovidas por una empresa pública del franquismo se observa un condicionamiento particular en la tipología, la materialidad y la construcción; no sólo debido a la imposición de la ideología del Régimen sino también a las rígidas normativas y a los problemas de suministro y restricción de los materiales. El gran número de vivienda construida permitió la generalización de soluciones constructivas ya obsoletas y ayudó a consolidar a la mal denominada “construcción tradicional”, alejándose de toda la innovación y experimentación previas en un patrimonio todavía en uso donde las arcaicas soluciones constructivas empleadas dificultan su adaptación sostenible tanto a las nuevas formas de habitar como a las actuales exigencias normativas.

Resumen: El negocio de los ferrocarriles en España en la etapa del sistema de concesiones a compañías privadas abarcó un largo periodo que se aproximó al siglo. La primera línea puesta en explotación lo hizo en 1848 y la nacionalización de toda la red de vía ancha se decretó en 1941. El estudio en el largo plazo del desarrollo de esas empresas y su relación con el Estado regulador del sistema tiene tres periodos claves bien diferenciados, aunque muy desiguales en su duración: la concesión, la explotación y el rescate. En cada una de esas etapas se tejieron relaciones de complejo análisis y se presentaron escenarios con evidentes conflictos de intereses entre sus protagonistas, se dieron desembolsos no siempre justificados de los caudales públicos, o se promulgaron normas que no ayudaron a un funcionamiento equilibrado del sistema. El ferrocarril siempre ha estado en el punto de mira, lo que nos obliga a hacer un análisis crítico de su historia. Palabras clave: Historia económica, Ferrocarriles, Empresas, Estado, Financiación Historia contemporánea de España, Historia de Cataluña. Abstract: The business of the railways in Spain in the stage of the system of concessions to private companies covered a long period that approached the century. The first line put into operation was made in 1848 and the nationalization of the entire wide-track network was enacted in 1941. The long-term study of the development of these companies and their relationship with the regulatory state of the system has three key periods differentiated, although very unequal in their duration: the concession, the exploitation and the rescue. In each of these stages, it’s spun relationships with complex analysis and it’s made scenarios with obvious conflicts of interest between their protagonists, outlays not always justified from public flows, or rules were promulgated that did not help a balanced functioning of the system. The railway has always been in the spotlight, which forces us to make a critical analysis of its history. Keywords: Economic History, Railways, Companies, State, Financing.

Most of the life cycle of the railway infrastructures is singularly long-lived. Thus, in the case of the reference buildings, as is often the way with the travellers buildings, their use far exceed the century. In addition, many of these stations were born in the 19th century with a symbolic representation load with which they have not still parted. This is the reason why many analyses referred to railway heritage are emotionally charged. In our study of the case, the railway station of Almería, 125 years after its construction, the building remains without use since in 2000 was replaced by the attached intermodal station, which has led at present to an intense debate on his preservation and reuse. It is a building that, despite possessing singularities and architectural relevancies of great interest, the process of patrimonial protection is unfinished being a clear threat to the integrity of the building. As it is exhibited in the text, despite the modesty of the railway company that built it, the building stands out on most of the principal stations of Spain. We do a brief managerial note of the company that entrusted its construction and later we study closely the architectural program of the building, the different interventions carried out and the current situation of the heritage protection.

Building circularly means building with future reuse in mind. Since Pearce and Turner (1995) put forward their ideas on the circular economy, this approach has gained prominence in other disciplines, such as architecture. (McDonough y Braungart, 2005). However, until very recent times architecture has been "linear" if we understand this as the opposite of the aim of reuse: the initial purpose was disconnected from the final one. Thus, to have elements of analysis and comparison, in this text we will approach the way of building in Spain in the 20th century. We will focus on the case of railway social housing, which had an abundant production (around 20,000 dwellings) in the period 1939-1989, within the framework of the existing housing legislation at that time in which there was no purpose of reuse, as the context and needs were different. However, these are dwellings that are still in use where the principles of circular architecture are applied, in this case to improve and adapt to regulations regarding energy saving with the intention of making this continuity of use more sustainable.The article is based on the analysis of the thermal envelope carried out based on the projects available, as well as the study and application of the regulations on thermal insulation in the period under study, which specifically did not exist until the 1979 basic standard on thermal conditions (NBE-CT-79). The aim is to simulate, after the study carried out and after the recent update of the basic document on energy saving, (CTE DB-HE 2019) what renovation actions are necessary in these dwellings to ensure compliance with the new and rigorous standards set with the aim of reconciling these dwellings, which are still in use and were built under criteria of minimum cost, with the lowest energy consumption and therefore with greater energy efficiency and environmental sustainability.

El concepto de patrimonio cultural cambio a lo largo del siglo XX hasta entender los bienes como elementos de identidad. Por ello, algunos bienes de atividades tan recientes y funcionales como las industriales son ahora reconocidos como manifestaciones culturales, entre ellas los ferroviarios. Sin embargo, este processo no fue lineal en todos los países y no siempre fue apoyado desde las instituciones responsables de conservar el patrimonio cultural. Queremos apuntar las principales caracteristicas de este proceso en España, ya que la dictadura hizo un uso frecuente de los bienes ferroviarios para ensalzar el progreso nacional. Por ello su consideracion como patrimonio cultural se retraso hasta finales del siglo XX. Las primeras revisiones sobre el significado del ferrocarril como elemento de identidade surgen en la ultima decada de siglo, por lo que todavia es dificil encontrar discursos que consideren el patrimonio ferroviario como un sistema que integra fenomenos naturales, socioeconomicos y tecnologicos.PALABRAS CLAVE: Identidad. Museo ferroviario. Patrimonio cultural. Patrimonio industrial.