railway engineering
Previous feasibility study of the infrastructure construction for the reactivation of the railway freight transport between Santa Marta harbor and the Maritime Terminal in Colombia. Special importance is given to coal transportation, stressing in a quality loading, stocking and unloading processes. The study includes: • Legal basis for the Public-Private Association. • Permeability study of the Santa Marta neighborhoods and identification of the critical points of the MamatocoPuerto railway stretch. • Demand and supply study on the previous feasibility stage. • Estimated cost and financing sources • Project exploitation and operational study.
• Aerial photograph of the work area. • Proposed plan for Santa Marta Harbor access.
SANTA MARTA HARBOR RAILWAY ACCESS
PREVIOUS FEASIBILITY STUDY Colombia, 2011-2012
Previous feasibility study for the construction of the 17.5 km length railway diversion in the stretch Quebrada del Doctor and Mamatoco, for the harbor society of Santa Marta and Carbosan. Taking into account that Santa Marta is a touristic and harbor city, the city necessities for the construction of the railway infrastructure requires an harmonizing balance to sustain both economical sectors. On the other hand, Santa Marta Harbor aims for a competitive reinforcement of the foreign Colombian trade through railway transport. The previous feasibility study includes: •
Legal basis for the Public-Private Association.
•
Route alternatives definition and analysis for the diversion design through the Sol route corridor.
•
Design of the routes considering the existing condition differences: connections with the FENOCO rail; future splitting of the 90 national road (Sol route); hydrological conditions (Gaira river and Quebrada de Tamaca crossings); railway functionality, which implies the creation of a rail parking.
•
Estimated sources.
•
Project exploitation and operational study.
cost
and
financing
• Development plan of the Railway Diversion route proposal for the Harbor access. • Hydro-geological study of the work area. • Route scheme, plan projected over aerial view and long profile.
RAILWAY DIVERSION QUEBRADA DEL DOCTOR AND MAMATOCO PREVIOUS FEASIBILITY STUDY Colombia, 2011-2012
Stretch of 3.8 km long belonging to the Guipuzcoan branch line of the new rail network of the Basque Country, the socalled “Basque Y”. It is conceived for mixed traffic, with a speed of 250 km/h for passenger transport and 135 km/h for goods. It includes an intermediate pooling system post (PIB is the Spanish acronym). The layout runs in a series of tunnels and viaducts opposite the town of Tolosa, by the steep slope of the Oria river’s right bank. The project, of tricky fitting due to the environmental and landscape determinants of the surroundings, requires the construction of: • Three tunnels for double track: Aldaba Txiki (687m), Auzo Txikia (210m) and Montezkue (1.544m) and an evacuation corridor in the Montezkue tunnel (446 m). • Two artificial tunnels: Olarrain (179 m) and Arane (358 m). • Four mixed built-in and semi built-in viaducts: Salubita (141 m), Oaska (93m), San Esteban (246m) and Luzuriaga (90m).
• Viaduct and tunnel transverse sections. • Infographics of the new rail layout at Tolosa slope.
PLATFORM OF THE NEW RAIL NETWORK OF THE BASQUE COUNTRY. STRETCH: TOLOSA- HERNIALDE CONSTRUCTION PROJECT Guipúzcoa, 2007-2008
The Txorierri Valley is connected by the railway line Deusto-Lezama with insufficient frequency for a metropolitan type service like this. It is mainly due to the only existing track in the stretch Casco Viejo-Lezama. As a solution, partly, for these problems, the construction of a new double track rail tunnel under the Artxanda Mount is proposed. It would allow to reduce the current frequencies and gain access in a future to the Loiu Airport. The project, of 3 km long, has two distinct stretches complying with the characteristics of the environment where it is located. The initial stretch runs through a consolidated urban area of Bilbao, in the surroundings of Matiko Station, goes past in tunnel under the Artxanda Mount, crosses under the Corredor del Txorierri Motorway and runs through a rural area till it connects to the current line in Sondika. The main action is the execution of the Artxanda tunnel in double track, of 1.876 m long and their two evacuationventilation galleries of 239 m and 224 m. Gallery 1 connects directly to the outside, while gallery 2 connects the new tunnel with the current one in the Deusto-Lezama line, that is equipped as an evacuation route. The railway layout in the urban environment of Bilbao is buried mainly because of the need to open the entrance of the new tunnel with enough overburden on its way under Artasamina street. The burying and covering of the railway corridor is a required objective to improve environmental conditions, regarding noise, vibrations and barrier effect over the pedestrian permeability among neighborhoods. The urban development on surface allows the streets permeability and solves the creation of a green pedestrian axis that connects the new Matiko station area and La Salve street at the other end of the freed area.
• Infographics of the bury project, with Matiko Station in the background. • Sketch with the surface town planning proposal. • Type section of the south tunnel - slope intersection. • Current situation of Matiko area.
ARTXANDA TUNNEL AND MATIKO URBAN DEVELOPMENT CONSTRUCTION PROJECT Bilbao, 2007
TRANSVERSE RAIL AXIS STRETCH: IGUALADA - MANRESA - CASTELLBISBAL
The Transverse Rail Axis is proposed as a new railway infrastructure that, as indicated by its name, will cross the territory of Catalonia in a transverse way, from Lleida to Girona, through Igualada, Manresa and Vic; it also passes through the Metropolitan Region of Barcelona (Martorell) on its way from the interior of Catalonia . This is a project promoted by the Ministry of Territorial Policy and Department of Civil Works of the Community of Catalonia and directed by Ifercat (Railway Infrastructures of Catalonia).
INFORMATIVE STUDY Barcelona, 2006
The Axis is being conceived in a European context, proposed for both passengers and freight transport, which will provide an improvement on the mobility in the inland districts of Catalonia, which will at the same time, improve the conditions for competitive freight movement from Spain to the rest of Europe without the necessity of passing through the metropolitan area of Barcelona.
Vic Girona
Lleida
Pla d’Urgell
Manresa Urgell
Segarra
Igualada
Martorell
It is convenient to incise on the impact that the Railway Transverse Axis will have on the human movement by means of railway facilities, due to the fact that the project boosts the idea of local train use through the inland districts of Catalonia.
BARCELONA
The length is 313 km (including the Lleida bypass and the access to the airport) of which Esteyco has cover 170 km of the study (55% of the length). From Cervera (Segarra Station) to Vic, passing through Igualada, Manresa and the connection with Martorell. The Railway Transverse Axis has a forecast construction process of 20 to 25 years and a expected service life of over 100 years, this is why very demanding parameters have been established for the study. An optimal speed of 120 km/h for freight and 250 km/h for passengers have been considered in the study. • Platform section. • Proposal for the integration of the Railway Trans-sectional Axis in the city of Manresa.
41 Km
9 Km
10 Km
48 Km 17 Km
17, 4 Km
13,4 Km
35,5 Km
22,9 Km
Francia Vic
Lleida Madrid
de Farners Pla d’Urgell (Mollerussa)
Urgell
Segarra
(Tàrrega)
(Cervera)
Igualada 32 Km
Manresa
Girona
St.Coloma Aeroport de Girona
29 Km Vallès
Martorell
Distancia media Barcelona-(Sants, Sagrera)
Port de Barcelona
entre estaciones 25 km
The new T-5 line of the tram in project, which is around 2,750 m long, connects the Sant Martí neighbourhood and Sant Adrià del Besòs town. Its layout starts in current T-4 line. From the las Glorias Square, it is divided into two lines: the existing T-4 line, which goes through the Avenida Diagonal; and the new T-5 layout which goes through the Gran Vía side carriageway (sea side). From the Rambla de Poblenou, where the Can Jaumeandreu station is located, the line goes through the half underground structure of Gran Vía (sea side) until it comes to the surface once the Rambla de Prim in Sant Adrià de Besòs is left behind. Currently, the T-5 line ends in the city of Badalona. The stretch in project envisages the location of a total of five stops, two stops in the surface (Farinera and Can Jaumeandreu) and another three half underground stops (Clot de la Mel, Treball and Besòs - L-4).
•Layout plan in the Plaza de las Glorias area. •Section of the Plaza de las Glorias stop. •Overview of the stop in Las Glorias area. •Singular section of the stretch of underground tram.
BARCELONA TRAM (TRAMBESOS). STRETCH: LAS GLORIAS SQUARE - SANT ADRIÀ DEL BESÒS CONSTRUCTION PROJECT Barcelona, 2005-2006
The extension of the Catalan Autonomous Government Railway line (FGC), from the current Rambla station to Can Roca, is carried out by creating a double tunnel, along approximately 4.5 km, that runs through the city center of Terrassa. The extension would serve the UPC/Vall-Paradís and Can Roca stations, both almost finished, and the new Transportation Interchange station that will connect with the current RENFE train station. At the end of the stretch an enclosure between diaphragm walls is built destined to eventually be a train depot for eight trains, and initially serving as a pilot shaft for the two EPB tunnel boring machines, made by LOVAT. In each tunnel a standard gauge single track will be set a on floating slab, with three levels of vibration muffling, and a rigid catenary. Along the tunnels, emergency exit connections are built every 250 metres, and two emergency exits are created in intermediate spots between stations. The facilities for ventilation equipment, shafts and plenums for air extraction and propulsion are located at station railheads, avoiding the difficult construction of structures in the urban centre. • Cross-section: double tunnel single track. • View of the train warehouse construction work. • EPB tunnel boring machine model. • Longitudinal section and site plan.
RAIL EXTENSION. STRETCH: TERRASSA TUNNEL RAMBLA/CAN ROCA AND RENFE AND CAN ROCA INTERCHANGE STATIONS WORKS MANAGEMENT 1st Phase Terrassa, Barcelona. 2007-2008
The Line 1 level crossing of the Bilbao Metro as it passes through Urduliz, is situated at the end of the Station platforms, towards Plentzia, where there is an intersection with the Bilbao-Plentzia Road or the Aita Gotzon Street. The foreseen withdrawal of the Mecaner facilities near the Station and the existance of the level-crossing have motivated the urban rearrangement of the plot, adjacent to the FMB line. Maintaining the above-ground Metro would lead to the consolidation of an urban barrier that would decidedly jeopardize and encumber the town’s development. The proposed underground tunnel, of between 540 and 740 m depending on the analysed alternative, and reconnection of the urban surroundings, compatible with the future splitting of the Urduliz-Plentzia stretch, addresses this problem. The new urban space, proposed as a boulevard, generates a continuous space that, starting at the highest part, ends at the Station, extending towards the town’s natural future expansion zone as a pedestrian tree-lined avenue. A series of linked spaces is created towards the Station, with openings that offer new perspectives of the square as we descend to a recognizable place, centricity around the Station. The new station is presented as a simple sustainable building with a great skylight. The need to maintain the Metro service active during the complete construction work period is an unavoidable determining factor, so all analysed alternatives include a provisional rail traffic diversion south of the current tracks.
• Plan and lengthwise section of the Railway underground conversion. • Lengthwise section and platform plan of the new Station. • Birdseye view of Urduliz • Present state of the Urduliz Station and the Bilbao-Plentzia Road level crossing.
UNDERGROUND TUNNEL FOR THE FMB IN URDULIZ INFORMATIVE STUDY Bilbao, 2006
This project develops the railway stretch that runs through the southwest of Valencia. It is made up of a UIC doubletrack platform at the entrance to Valencia (1,70km), a mixed gauge track (1,61km), the double-track diversion of conventional lines Liria-Utiel (2,54km) and Játiva-Valencia (0,65 km). The track layout begins at the viaduct over the Turia River. The double UIC track, together with the mixed-gauge tracks adjacent along the right bank, crosses, by means of a pergola, the conventional tracks of the Liria-Utiel line, which have been diverted and sunken to facilitate the crossing. Next, a straight 5 track plaform is created. Each track runs parallel to the rest, at its own level and separated by walls up tp the point where they start to go underground to pass under the San Marcelino neighbourhood. Once in the artificial tunnel, the double UIC track along with the adjacent conventional track, run along a curved line to the South Ring Road entrance channel to Valencia, where the stretch ends. Conventional track 2 separates in to a single track tunnel curving under the Jativa-Valencia double track diversion and joins the end of the stretch that ends with 5 adjacent tracks. The MIXED track, runs through a tunnel adjacent to the double UIC gauge track and at a higher level. It initially runs parallel to conventional track 2, then separates crossing in a straight and almost perpendicular line under the Játiva-Valencia double-track diversion, and resurfaces where it ends before the intersection with the CTT UIC tracks. To ensure the transversal permeability of all the railway infrastructures in the area and enable the future residential development of the San Marcelino neighbourhood, thefollowing structures are designed: an underpass to connect with the cemetery, the Gaspar Aguilar Avenue overpass and the artificial tunnels. • New railway layout photomontage. • Artificial tunnels overview • Layout overview, including the Gaspar Aguilar Avenue overpass at the back. • Aerial photograph of the pergola structure from the beginning of the stretch under construction.
INICIO DEL TRAMO
BARRIO DE SAN MARCELINO
FINAL DEL TRAMO
VALENCIA ARTERIAL RAIL NETWORK. SOUTH JUNCTION OF THE NEW HIGH-SPEED RAIL ACCESS IN LEVANTE CONSTRUCTION PROJECT AND MONITORING AND SUPERVISION OF SITE WORKS MANAGEMENT Valencia, 2004-2007
The establishment of the tram at the Pla Bulevard involves the urban restructuring of the entire public space with the aim of improving accessibility, increasing pedestrian space and improving environmental conditions.
LINE 2 OF THE ALICANTE TRAM. STRETCH 1 CONSTRUCTION MANAGEMENT Alicante. 2007-2009
• Architectonical barriers have been eliminated and the number of traffic lanes has been reduced for the benefit of a trees space and walking areas, a larger width of pavements, adaptation of playgrounds and spaces for additional activities opposite the tram stops: street markets, setting up of marquees and celebration of different activities.
The 7,5 km long high speed line stretch runs along the south of Figueres through the AP-7 dual carriageway corridor. In its first stretch, between Can Vicent (Bascara) and the AP-7, it crosses the agricultural lands of Pontòs, Can Fares and Santa Ana Rivers and the Pla d’els Caboters by means of several viaducts, and the GIV-5125 and A-2 roads by means of an underpass and a viaduct. After that, the route runs along the flat surface of Mas Moliner, crossing by means of a viaduct the Rec de la Font Vella and the A-2 road under an overpass. Transverse permeability of the hydrological system is guaranteed by 3 viaducts over the Can Fares river (100 m), Santa Ana river (220 m) and the Rec de la Font Vella (45 m) and 7 transverse drainage works. To guarantee the land and road infrastructure transversal permeability 3 viaducts are designed: Pla d’els Caboters (457 m), A-2 road (45 m) and AP-7 dual carriageway (130 m); as well as an overpass and 5 underpasses.
• View of one of the viaducts under construction. • Elevation of the viaduct over the Santa Ana river. • Plan and cross section of the PontósBorrasá stretch layout.
STRETCH: PONTÓS-BORRASA, IN MADRID BARCELONA - FRENCH BORDER HIGH SPEED LINE CONSTRUCTION PROJECT Gerona, 2005-2008
7,5 km stretch of high speed line runs along the south of Figueres through the AP-7 motorway corridor. Its first stretch runs between the AP-7 and the A-2 to the access road to Figueres Sud, where the layout turns north crossing the access branch from the A-2 to the AP-7 by means of a viaduct, the Alguema River and its tributary river, the Rec de Aragal, and crossing the Manol River by means of a viaduct. The layout approaches the AP-7 running with a platform for a siding through the west border of Figueres, crosses under the A-26 road and over the Figueres River and enters a 1,75 km long tunnel, under the motorway and the bosc del Rei lands till the Cap de Terme channel, where it ends. Transverse permeability of the hydrological system is guaranteed through the construction of 4 viaducts: over the Alguema river (240 m) and its tributary river, the rec de Aragal (100 m), the Manol river (130 m) and the Figueres river (30 m) and 7 transverse drainage works on the trunk. To guarantee the land and road infrastructure transverse permeability several works are designed: the access viaduct to Figueres Sud (55 m); 2 permeability structures, in the Puig Martí path and in the A-26 road from Figueres to Olot; an overpass and 3 underpasses.
• General view of the Figueres siding. • Alguema river viaduct. • Plan and cross section of the stretch Borrasá – Figueres layout.
STRETCH: BORRASA - FIGUERES, IN MADRID BARCELONA - FRENCH BORDER HIGH SPEED LINE CONSTRUCTION PROJECT Gerona, 2005-2008
Esteyco has a wide experience in RAILWAY STATION project drafting thanks to its remarkable participation in different actions carried out in recent years in Spain. They are listed and briefly described below: For ADIF: Sanabria Station Construction Project in the Madrid-Galicia high-speed railway line, the El Portillo-Zaragoza stop Construction Project (recently built); XIV sub-stretch giving access to Zaragoza; Basic Project and its railway access, restricted tender of Las Delicias Intermodal Station, Restoration and Improvement of the old Delicias train station for the Control Position of the high-speed railway line in Zaragoza. Furthermore, we are currently drafting an Informative Study of the railway integration project in Balmaseda and the Construction Project of the arterial railway network in Alicante for the Spanish General Direction of Railways. Stretch: Torrellano – Crevillente stop. Additionally, the technical assistance to the construction management of the cover structure of the railway access to Sants Station (Phase 1) and the Mercat Nou Station has been designed, built and finished in Barcelona. In Bilbao, different projects have also been carried out. For instance, the design of the new Matiko Station, belonging to the Artxando’s tunnels project; Zaldíbar and Ermua Stations Informative Study of the Diversion between these stations and, finally, the La Ola-Sondika Station Informative Study of the layout deviation. At last but not least, we have participated in several tenders such as the International Tender for the New Integrated Complex in the Area of Bolonia Central Station (Italy), organized by the Valladolid City Council, Ideas for the New City Centre and High-speed Railway Station.
The future station is located in the east of Las Palmas of Gran Canaria island, in El Carrizal in Ingenio municipality. The station is limited on the west by the Dual carriageway GC-1, by protected land in the area of El Burrero beach in the east, Los Aromeros cliff in the north and the GC-192 highway in the south. . Client: Gran Canaria Railway, S.A. Date: 2011 - 2012 MAIN CHARACTERISTICS: BUILDING 1,575 m2, platforms 1,200m2, parking: 5,000 m2, roads and roundabouts 11,430 m2 , urbanization: 9,700 m2 Work cost: 17,906.362 € Fees: 399,837.90 € (Spanish tax applied to the Canarian Islands excl.)
•Computer graphic of the station design. •Development plan of the location. •Cross section of the station hall.
EL CARRIZAL NEW STATION RAILWAY LINE LAS PALMAS - MASPALOMAS CONCEPTUAL AND CONSTRUCTION PROJECT Las Palmas of Gran Canaria, 2011-2012
2nd Phase of Ourense intermodal station tender organized by ADIF for the new high speed line to Galicia. Developed in temporary consortium with AZPA (Alejandro Zaera), ARUP and NAOS engineering and architectural international studios.
Client: ADIF (Spanish for Railway Infrastructure Administrator) MAIN CHARACTERISTICS: - Intermodal Station: 4,500 m2 - Bus Station: 7,170 m2 - Administration Building: 8,000 m2 - Management Building: 2,700 m2 - Railway platform: 80,776 m2 - Parking: 12,000 m2 (500 vehicles) - Bicycle + motorbike: 40 places - Taxis: 10 + 30 - Construction area: 63,640 m2 - Bridges and public structures: 4,500 m2 Work price: 75,600,000 € (HT) Fees: 3,840,000 € (HT)
NEW ORENSE INTERMODAL STATION CONCEPTUAL AND CONSTRUCTION PROJECTS, RESTRICTED TENDER AND WORKS MANAGEMENT DESIGN SUPERVISION Galicia, 2011
The integration of the building and urban development in its surroundings and the search for an energy-efficient and flexible architectonic solution are adopted as important design criteria both in the implementation of the different installation technologies and in considering the possible future extension of the building without compromising the buildings operation. One of the main objectives is to ensure the operation is sustainable according to ADIF’S 360º Sustainable Station Manual for the design, construction and management of railway stations with sustainability criteria and that a B category Energy Efficiency Certificate is achieved. Therefore, choosing and determining the setting in which to locate the station, its orientation and how it is arranged have been determining factors in defining the proposal. The whole operation is concentrated and is set near the inhabited areas, which makes it possible to reduce commute distances, make use of existing infrastructures in the area and reduce possible negative effects. The design aims to rationalize the introduction of the road network in the territory, so that it is as organized as possible, seeking the best integration and promoting public transportation, pedestrian and cyclist accessibility to the Station. The 500 m2 passenger building is organized in a single level adapted to the existing topography and at the same level as the access road (+946,50) so as to reduce and facilitate the travelers' movements. It is situated perpendicular to the railway platform and connected to the pedestrian footbridge making up a single volume, in a gesture that intends to provide a façade of greater scale and greater unity for the travelers; Aiming to provide a visual reference and enable easier orientation from the access road. It is important not to forget that the station is situated in a practically virgin natural area. • North access façade. • Façade/longitudinal cross-section through the platforms. • Volumes and shapes of the station with the footbridge in the foregrounds. • Photomontage of station plan
NEW HIGH-SPEED RAILWAY STATION IN SANABRIA HIGH-SPEED NORTH NORTHWEST CORRIDOR CONCEPTUAL AND CONSTRUCTION PROJECT Zamora, 2010-2012
2nd Phase of the restricted tender for the new Santiago de Compostela Intermodal Station for the high speed line to Galicia. Project developed in temporary consortium with Martinez Lapeña- Elías Torres and Manuel Gallego Jorreto architectural studios.
• Cross sections of the Station through the lobby in the lower floor and the boarding area.. • Infographics of the inside station in the platform area and in the access lobby.
NEW SANTIAGO DE COMPOSTELA INTERMODAL STATION CONCEPTUAL AND CONSTRUCTION PROJECTS, RESTRICTED TENDER AND WORKS MANAGEMENT DESIGN SUPERVISION Galicia, 2011
2nd PHASE of the restricted tender organized by ADIF for A Coruña Intermodal Station in the new high speed line to Galicia. The project was developed in temporary consortium with MVDRV, ARUP and NAOS international architectural and engineering studios. Client: ADIF (Spanish Railway Infrastructure Administrator) Type of project: Railway Station Type of work: Conceptual and Construction Projects, Works Management design Supervision Date: 2011 MAIN CHARACTERISTICS Intermodal Station: 10,050 m2 Station Parking: 9,400 m2 (370 vehicles and 50 motorbikes + bicycles) Railway platform: m2 Bus station: 13,380 m2 Bus Station Parking: 3,000 m2 (120 vehicles) Commercial premises, offices and hotel: 45.800 m2 Parking: 22.635 m2 (772 vehicles, 60 motorbikes and 60 bicycles) Taxis: 10 + 30 Construction: 24,800 m2 Work Cost: 182,546,000 € (Value Added Tax incl.) Fees: 6,426,000 € (Value Added Tax included)
• Computer graphic of the new station. • Intermodal station functional program axonometry. • Development plan of the arrangement proposal.
NEW A2CORUÑA SAN CRISTOBAL INTERMODAL NUEVA ESTACIÓN INTERMODAL DE ATRAMO CORUÑA LÍNEA DEL TRANVÍA DE ALICANTE. 1 SAN STATION CRISTOBAL CONCEPTUAL AND CONSTRUCTION PROJECTS, RESTRICTED TENDER AND CONCURSO RESTRINGIDO PROYECTOS BÁSICO Y DE CONSTRUCCIÓN DIRECCIÓN DE LAS OBRAS WORKS MANAGEMENT DESIGN SUPERVISION Alicante. 2007-2009 Galicia, 2011
2nd Phase of the restricted tender organized by ADIF for Lugo new Intermodal Station for the new high speed line to Galicia. The project was developed in temporary consortium with the architectural studio Martínez LapeñaElías Torres.
• Computer graphic of the access facade of the new intermodal station. • Aerial photograph of the proposed design for the new intermodal station and its integration into the urban area.
NEW LUGO INTERMODAL STATION CONCEPTUAL AND CONSTRUCTION PROJECTS, RESTRICTED TENDER AND WORKS MANAGEMENT DESIGN SUPERVISION Galicia, 2011
The project is part of a global action, between Santa Eulàlia Station and Sants Station, that comprises the establishment of the High Speed Line and the covering of the train and subway lines. It includes the definition of all the necessary work for the remodeling of the Mercat Nou Station on subway line 1 of the Ferrocarril Metropolità of Barcelona. A new access hall and the covering of the tracks at the station are also included. The chosen solution is completely adapted for people with reduced mobility and modifies the running scheme of the station, going from two lateral platforms to a central single one.
• General view of the inside of the Hall. (bottom picture). • General exterior view of the new access to the Station. • View of the inside of the station with the new central platform.
MERCAT NOU STATION CONSTRUCTION PROJECT AND WORKS MANAGEMENT TECHNICAL ASSISTANCE Barcelona, 2008
The new Ermua Station is developed within the Informative Study of the 4,5 Km long alternative alignment between the Zaldíbar and Ermua stations, most of them in tunnel. The project includes both the Feasibility Study to divide the action into stretches and the Alternatives Study for the connection with the town of Mallabia.
• Plan of the new Ermua Station proposal. Transverse Section, Access Floor, elevation.
ERMUA STATION
ALTERNATIVE ALIGNMENT OF THE ZALDÍBAR-ERMUA STRETCH OF THE BILBAO-DONOSTIA LINE INFORMATIVE STUDY Vizcaya, 2008-2009
The new Zaldíbar Station is developed within the Informative Study of the alternative alignment between Zaldíbar and Ermua stations, 4,5 Km long, most of them in tunnel. The project includes both the Feasibility Study to divide the action into stretches and the Alternatives Study for the connection with the town of Mallabia.
ZALDÍBAR STATION
ALTERNATIVE ALIGNMENT OF THE STRETCH ZALDÍBAR-ERMUA OF BILBAO-DONOSTIA LINE INFORMATIVE STUDY Vizcaya, 2008-2009 Estudio Informativo Vizcaya, 2008-2009
• Plans of the proposal for the new Zaldíbar Station : Transverse section, elevations and Longitudinal section.
The new rail station is developed within the Informative Study of the Alternative Alignment between La Ola and the current Sondika Station. The current dead end station in the current route, which penalizes functionality and rail exploitation of Txorierri line, will be removed.
• Aerial photo of the station surroundings. • Sketch with the proposals for the new Station: Transverse section, plans of the access and covering.
LA OLA – SONDIKA STATION.
ACCESS TO LOUI AIRPORT. LA OLA –SONDIKA REALIGNMENT INFORMATIVE STUDY Bilbao 2009-2010
Matiko station remodelling offer is part of the construction project of the new Artxanda tunnel of the Deusto-Lezama line, in the city of Bilbao. The existing station is under renovation due to the new railway line which will link Bilbao to the Airport located at Loui. The project considers the improvement of all the installations and services for passengers: platforms, signalling system, lighting, supervision and monitoring, as well as the adaptation for users with limited mobility.
• Longitudinal section of the Station remodelling. • Plan of the environment development proposal. • Outside infographics of the station.
MATIKO STATION IN BILBAO
CONSTRUCTION PROJECT Vizcaya, 2008
NEW COMPLEX WITHIN THE AREA OF THE CENTRAL STATION OF BOLONIA INTERNATIONAL TENDER Bologna, Italy. 2008
• Conceptual proposal of the structure. • Perspectives of the new Central Station complex. • Transverse section by platforms, floors and functional sketch..
Located in the Portillo Station area, next to the artificial tunnel of the MadridZaragoza-Barcelona-French Border high speed line, the unstaffed station is made up of two conventional width tracks on either side of the 10 meter wide central platform. A series of pedestrian accesses are situated in the center of the platform. The emergency exit is located in the southmost end, Madrid side. The station building is made up of a 22x21 square prism, 7,20 meters high, crowned by a low dome, clad, on the exterior, in copper. Windows are located along the four faces of the dome providing zenith lighting to the lobby.
• General view of the building. • Interior view of the station. • Longitudinal section, platform floorplan and urban planning of the Station surroundings
PORTILLO – ZARAGOZA HALT CONSTRUCTION PROJECT Zaragoza. 2006 FOTO AÉREA tomada desde Edificio próximo de Vallehermoso (si fuera posible pedir a Bilbao Ría 2000)
The works at the Urquinaona Transport Interchange Station in Line 4 of the Barcelona Subway aim to adapt all accesses, halls and corridors for people with reduced mobility. Placing numerous lifts to connect the platform level to the street level without the need of using the stairs is proposed. The enlargement of halls and corridors is also designed, as well as placing new escalators.
• Plans and sketches of the remodelling proposals for the Urquinaona Station.
URQUINAONA STATION TRANSPORT INTERCHANGE CONSTRUCTION PROJECT Barcelona, 2005
Distinctive features are proposed and conceived in order to meet the functional demands of the subway and the Stations, but without leaving aside the port of Barcelona. In fact, this space will be integrated in the urban area, since it will be immersed in a modern building, offices, housing and facilities area in a short period of time. The space must have an urban vocation. In order to provide this urban image, a linear and straight-line geometry is proposed. A single lintel, in which the double track will run, is projected, thus creating two separate decks. The single lintel enables concentrating the supports, and therefore, taking up less space.
• Subway line 9 future viaduct proposal visualizations, by A Street.
VIADUCT L9. FOREIGN-TRADE ZONE
STUDY OF ALTERNATIVES Barcelona, 2005
The Príncipe Pío Transport Interchange Station is, first of all and using a classic language, a bus station with a direct connection to a subway station. It is a Station two floors underground, situated under the current courtyard of the Príncipe Pío Station that faces the Florida Boulevard. The Transport interchange Station also takes up almost half of the road section of that same boulevard, between Mozart and Cuesta de San Vicente Street. Buses enter and exit through tunnels and a ramp located at the Florida Boulevard. The two pedestrian accesses are arranged along the facade, separated 80 metres. Both straight bus platforms and sawtooth shaped platforms, for unloading passengers, are designed. They are dimensioned to accommodate 12, 15 or 18 meter long buses. Thus, the length of each platform projected on the longitudinal axis of the station is 20 m. The station has two operative underground floors and a third for facilities that takes up part of the total floor surface. The project was carried out collaboration with BB&J Consult.
• Birdseye photograph of the area prior to the construction work. • Cross section showing distribution and uses. • Birdseye view of the Project area. • Longitudinal section.
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PRÍNCIPE PÍO TRANSPORT INTERCHANGE STATION CONSTRUCTION PROJECT Madrid. 2004
The remodelling of the hall in the line 4 of the Barcelona Subway, aims to communicate the two platforms through a footbridge located between the crown and the sidewalks. The proposed solution consists of heading the user to the tester of the tunnel in the area adjoined with the rectangular section of the station, crossing over the subway tracks. This solution allows the tunnel destruction to be able to build the hall without interrupting the service.
• Infographics of the proposal of the Station hall.
HALL OF LA LLAÇUNA STATION IN THE L- 4 SUBWAY LINE CONSTRUCTION PROJECT Barcelona, 2004