6. - Euskal Trenbide Sarea

Transcription

The Basque Y: A country’s project,
an international connection
The train, sustainability, a solid future for the Basque country
General coordination Ernesto Gasco
Geographer and Vice Councillor for Public Works
and Transport for the Basque Government
Coordination
Josu Benaito
César Gimeno
Luis Miguel Castillo
Agustín Presmanes
Manu Rueda
Estíbaliz Alfranca
Eduardo Fernández
Jesús López-Tafall
Josu Rodríguez
Technical coordination
Thematic authors Origin of the Y
Mikel Díez
Emilio de Francisco
Environmental integration
Lourdes Cabello, Andreu Estany and Mario Onzain
Tunnels
Elías Moreno
José Manuel Alonso and José Gómez
Bridges and viaducts
Francisco Millanes and Miguel Ortega
Miguel Bañares
Guillermo Capellán, Ignacio Crespo and Emilio Merino
Economic impact
Fco. Javier Fernández-Macho
Parmeeta Bhogal, Ignacio Díaz-Emparanza and Pilar González
Contributors
Alberto Barcenilla, Sonia Fernández, Alejandro Montes, Jorge Onaindía, Fernando Tolosa
Gerardo Arteaga, Juan Bengoa, Aitor de la Fuente, Ismael García, Malu Giral, Maite Molero and Javier Samperio
Photography José Mari López
Graphics Design and layout
Printing Aritz Busquet
Sergio Rodrigo
Typo 90 - Agencia de Publicidad
Centro Gráfico Ganboa
1.Presentations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2. Project genesis and scenarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.1.The Basque Y in the context of Europe.
The Atlantic Railway corridor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
The Atlantic railway corridor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.2.Project genesis. From the RTP to the Basque Y.
Reasons for a three point route.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Introduction.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
At the end of the 20th century with a railway from 1850. . . . . . . . 19
Combining ingredients. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3. The New Basque Railway Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.1.Configuration of the Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.2.Stations, Terminals and Sidings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
3.3.Connectivity. Journey times.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4. The Integral Management of the Project. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
4.1.The roles of the Basque Government and ETS. . . . . . . . . . . . . . . . . . 54
The collaboration agreement and commissioning of ETS. . . . . . 54
Organisation of projects and construction works. . . . . . . . . . . . . . . . . . . 57
Construction Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
4.2.The Gipuzkoa accent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Landscape and environmental insertion.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Reutilisation of materials. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
5. The Gipuzkoa corridor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
5.1.Characteristics of the corridor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Geography and territory... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Route composition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Characteristics and magnitudes of the corridor.. . . . . . . . . . . . . . . . . . . . . 86
5.2.The Bergara – Astigarraga axis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Bergara – Antzuola. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Antzuola – Ezkio/Itsaso. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Ezkio/Itsaso – Beasain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Beasain – Itsasondo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Legorreta – Tolosa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Tolosa – Zizurkil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Zizurkil – Urnieta. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Urnieta – Astigarraga. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
5.3.Access to cities and French Border.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
The current San Sebastián – Irun – Bayona connection. . . . . . . 125
The new San Sebastián – Irun – French
border connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
San Sebastián freight transport diversion and
Lezo intermodal station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Track with third rail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
6. Notable works. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
6.1.Tunnels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Introduction.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
General characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Geological environment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Construction typologies and procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Tunnel safety.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
Zumarraga Tunnel... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Legorreta Tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
6.2. Bridges and viaducts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
Introduction.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
Characteristics of railway bridges.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
Construction typologies and procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
The viaduct over the River Deba on the
Bergara-Bergara stretch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
Viaduct over the River Oria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Viaduct over the River Urumea. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
7. Economic impact of the New Basque Railway
Network on the BCAC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
7.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Methodology: input-output analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Principal magnitudes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
7.2.Economic impact of the construction works. . . . . . . . . . . . . . . . . . . 212
Analysis of the direct investment and employment. . . . . . . . . . . . . . 212
Analysis of the total economic impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
7.3.Economic impact of the operation of the NBCRN. . . . . . . . . . . 224
Analysis of the economic impact. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
7.4.Benefits associated with the saving of time,
accidents and the environment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
Benefits derived from the transport of passengers.. . . . . . . . . . . . . . 233
Benefits derived from the transport of goods. . . . . . . . . . . . . . . . . . . . . . . 242
7.5.Conclusions.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Inaxio Uria
Very regrettably, the largest infrastructure
project ever undertaken in the Basque
Country, the Basque Y, is going to be
linked to one name. To the name of a great
man: Inaxio Uria Mendizabal. Shot and
assassinated by ETA on 3rd December 2008.
Destroyed, and so his family and friends
also wounded. Eliminated by brutal people,
because he strived for progress, for growth,
for improvement, to advance.
Everything about Inaxio Uria has already
been written and said, and all of it good.
Enterprising, hard-working, humble… A point
of reference taken away by intolerance, but
who left his footprint. And his witness. Like a
metaphor, the roots of the Basque Y sink into
a land that Inaxio loved and fought for his
entire life.
A permanent footprint
Involuntary protagonist in a drama that
has shed the blood of this land, and one
who seemed to see a light at the end of
the tunnel, he has become a symbol of the
resistance against the ignorance of violence.
When the construction works on the Basque
Y conclude, this infrastructure will likewise
remain as a landmark. An allegorical marker
dotted with bridges that makes our lives
easier and brings people together.
Presentations
1.
R
ain, steam and speed; it was with these words that William Turner, the English
painter of the 19th century named one of his most important works. Within his
pre-impressionist strokes it can be seen how, from inside the mist and rain, a
train engine forcefully emerges, defiant and fast, challenging the inclemency of nature in
a metaphor for what was in those years the industrial revolution.
The progress represented in this work brought with it important economic and social
advances. A new time was beginning, a new era and the aesthetic symbolism in Turner’s
painting does nothing more than instil faith in the changes that were being produced in
Europe in those years.
Patxi López
President
Almost a century and a half later in the Basque Country, railway returns as a protagonist
in the yearning to advance and make progress in the Basque society. The construction of
the Y, an infrastructure on the largest scale ever built in our country, takes the place of that
English steam train and leads the way forward towards a future in which the principles
of sustainability and efficiency in the use of available resources are at the forefront. We
live in difficult times, but that does not mean we should lose sight of the value of growth.
The maintenance of the Welfare State and its development are inescapable challenges
in the current circumstances, and it’s from here that the importance of not neglecting
investment in infrastructure emerges as an element to propel the economy forward.
The Basque Government has not ceased in its endeavour to make advances in this
important work. At the beginning of the current government there was hardly a stretch
in execution, and currently one hundred per cent of the Gipuzkoa line formed between
Bergara and San Sebastián is being worked on.
Once completed the high speed train route will circulate the Basque Country, once
again breaking down barriers of time and distance, between people and ideas in a thirst
for the integration of diversity that without doubt is going to be one of the central elements in the future European society. The only thing missing is the hand of the painter
who, like Turner, ensures the continuity of that gleaming silhouette of a railway engine
striving against the elements.
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1.
Presentations
S
ince April 1992, the brand AVE has represented progress, velocity, punctuality,
effectiveness, efficiency and has become a symbol of technological progress
and transport effectiveness that more than a few have desired and envied within
and outside the country.
For the Basque Country, a territory known for its industrial development and its business potential, as well as admired for its natural beauty and extraordinary landscapes, the
existence of an advanced communication system is of vital importance.
Each individual vehicle that crosses the mountains, that travels along the coast, that
goes around the lakes, that accelerates past its old estates, represents a breath fewer, a
mouthful of unnecessary gases that could be reduced if we were all more conscientious.
Iñaki Arriola
Councillor for Housing,
Public Works and Transport
for the Basque Government
With the arrival of the High Speed Train to the Basque Country, not only does it aim
to put the territory on the map in terms of technological development but also to offer
added value to those that want to strike up business relationships with us without having
to organise their journeys according to the old restrictions relating to time and means. Of
vital importance is that in 2 out of every 3 kilometres of the Gipuzkoa stretch the future
railway will run underground in tunnels, resulting in a reduced impact on our natural environment as well as a minimal visual impact given the careful attention being paid to its
integration into the landscape. In addition the width occupied by the train is 3.5 times
less than any of the motorways that cut through our country, while at the same time it
consumes 5 times less than a car and 27 times less than a plane. In terms of pollution, it
avoids 425 tonnes of Co2 per day as well as emitting thirty five decibels less noise than
a car.
Going beyond the environmental aspects, other more tangible advantages exist in
the short term that we have to understand in order to appreciate the importance of this
project. With the disappearance of the level crossings currently in our territory, the safety
of those living around them is increased. The conventional network will be freed up which
will allow increased frequencies and better usage in the transport of goods. According
to the forecasts, the HST will take 5,000 vehicles and 1,100 lorries of the road every day,
which means not only a reduction in traffic jams but also a reduced number of accidents.
To refuse to see the importance for the Basque Country of this project is to refuse to
strive for improved transport efficiency, a better environment for the coexistence of man
and nature and a commitment to the future with regard to mobility that is fundamental in
the development of any area.
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Presentations
1.
T
hat the Basque Y, which is to say, our High Speed Train the AVE, constitutes strategic infrastructure for the country is beyond all doubt. Some construction works
are done to improve the quality of life of a locality or one generation or another,
but others such as the Basque AVE reach beyond their temporal construction, and are
erected in a territory in order to transform its mobility and create the foundations for a new
economic and social development.
This then, is a train with a vision of the future, a hundred year view, in which it will connect us directly to the rest of Europe (historically a challenge) and Spain in a sustainable,
fast, safe and efficient way. A modern society such as the Basque Country’s cannot and
should not remain isolated from the great trans-European passenger and goods axes.
Ernesto Gasco
Vice-Councillor of Public
Works and Transport for the
Basque Government
The Basque Country is a vital node between the Atlantic and Mediterranean transport
axes and one that we in the Basque Government should defend to guarantee this strategic geographic situation. Remaining outside of the European train axes would have been
a failure for our businesses and for our economic growth. That’s why we have worked
so intensely for Europe to recognise us as a territory of primary importance, something
which this Basque Government, along with its friends in the Aquitaine Government, have
achieved (2011). This is about an unequivocal commitment to competitiveness. With the
Basque Y we stand before a historical milestone. A challenge in which all of us that have
had the good fortune to participate, from the political impulse, to the taking of decisions
or on site at construction works, should feel tremendously proud. We are actively contributing to the construction of the Basque Country and to the progress of this country.
I want to finish by recognising the hard work put into this project by the workers in the
different stretches of construction, by the directing engineers and those that drafted the
plans, and by the very dedicated employees and managers of ETS, the Adif technicians
for their collaboration, and obviously all the people that have suffered extortion, persecution and even assassination in the case of Iñaki Uría, as a result of the violence of intolerance and intransigence. To all of you, thank-you because you have made history in this
country.
9
2.
Project
genesis and
scenarios
2.1.
The Basque Y in
the context of Europe.
The Atlantic railway
corridor
The “Basque Y” forms a stretch of the high speed railway axis of
south Eastern Europe (Paris-Bordeaux-Vitoria-Madrid-Lisbon).
Its construction will allow the Basque Country to be correctly integrated into the European railway system. We must be conscious of the
fact that the European expansion of recent years and the progressive
incorporation of Eastern European countries has left us in a position
that is further from what is today the centre of Europe.
In order to counteract this “displacement” towards the east, it is vital
to have a transport system that facilitates the interchange of goods
with the rest of Europe. It is essential for our industry to have travel
times that are guaranteed and at competitive costs.
Until now with the markets centred around France, northern Italy
and western Germany, it has been possible to secure a good part of the
goods exchanges based on road transport. Nonetheless the develop-
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ment of European railway integration, moving from a system of national
railways to the creation of international corridors managed by a transnational authority is going to completely transform the European land
transport panorama in the coming decades. Failing to be adequately
integrated into the European railway system would be putting the
Basque economy at a disadvantage.
Part of the Basque economic history is explained by our position as
an axis in the Atlantic arch between Europe and the Iberian Peninsula.
In the current land transport system which is almost monopolised by
lorries, our location along the transport passage increases the possibility that companies of all types choose to locate in the region and in
addition allows the existence of logical activity whose reason for being
is in part based on this geographical situation.
The construction of the “Basque Y” is, in addition to being a railway
revolution in Spain, a process of railway integration with Europe for all
The Basque Y in the context of Europe.
The Atlantic railway corridor.
goods transport. It is integration with three objectives: to improve the
system of goods distribution, reduce the costs of transport, and reduce
the environmental impact of land transport.
The European insertion of this infrastructure has been a laborious journey. In the first plans for the European railway network, the
Basque-Aquitaine connection of the planned route appeared ill defined
and vague.
However, it has at all times been considered a fundamental connection and one of the fundamental axes linking the Iberian Peninsula with
the rest of Europe. It already appeared defined as one of the priorities
Project genesis and
scenarios
2.
of the future network in the European summit of Essen at the end of
1994.
Details have been added to the plan in parallel with the advance of
the projects carried out by both the Ministry of Public works and the
Basque Government.
During many years it was identified as priority project number 3 (see
map), until the latest revision of the Trans-European Transport Network
which the European Union made public in October 2011. In this new
version the network “Basque Y” is included within Corridor 7. Lisbon
to Strasbourg.
TRANS-EUROPEAN RAILWAY TRANSPORT NETWORK (UNTIL 2011)
11
2.
Project genesis and
scenarios
The Atlantic railway corridor
TRANS-EUROPEAN RAILWAY TRANSPORT NETWORK FOR GOODS 2011 (EUROPE AND IBERIAN PENINSULA)
1. The Atlantic railway corridor
With the aim of exploiting the full potential of this infrastructure the
Basque Government is leading the initiative for the Atlantic Railway
Corridor.
The area surrounding the corridor integrates the regions bathed in
the Atlantic: Portugal, Spain, France, Ireland, the United Kingdom, Belgium, Holland, Germany, Denmark, Sweden and Norway. The corridor
extends to the south (ports of Algeciras and Morocco) and to the north
(ports of Antwerp and Rotterdam, North and Eastern Europe), while to
the east it connects with the Lyon-Ljubljana-Budapest axis until the
border with the Ukraine (Kiev) and with the Berlin-Warsaw axis until the
Belarus frontier (Minsk). (see the CFA Goods map).
The population in the Atlantic Arch is estimated to be greater than
80 million inhabitants (25% of the population of the Euro zone), distrib-
12
uted around 12 urban centres of more than a million inhabitants, among
which the European capitals such as Lisbon, Madrid, Paris, Brussels,
The Hague, London and Dublin are included. For Lisbon and Madrid,
this corridor is the shortest route to Paris, London, Berlin, North and
Eastern Europe and Russia.
From an economic perspective, 30-40% of the GDP of the Euro
zone is concentrated in the Atlantic Arch: a GDP of more than 2 billion
Euros.
Across the length of the corridor more than sixty ports can be found
(Seville, Sines, Lisbon, Porto, Vigo, Gijón, Santander, Bilbao, Bayonne,
Bordeaux, Nantes-Saint Nazaire, Lorient, Brest, Saint-Malo, Cherbourg, Le Havre, Dunkirk…) with a total traffic that exceeds 650 million
tonnes annually, to which one could also add the traffic in the large
Project genesis and
scenarios
2.
ATLANTIC GOODS CORRIDORS
13
2.
Project genesis and
scenarios
ports in the extensions of the corridor: Algeciras, Antwerp, Zeebrugge, Rotterdam, and
Hamburg.
It is calculated that currently the corridor is
used for around 100,000 million tonnes-km of
goods annually. This situation demonstrates
that there is currently a significant modal
imbalance that needs to be moved towards
a better division among the modes in favour
of those modes which are sustainable, in
particular railway transport. As an example,
it has been demonstrated that approximately
50% of the goods traffic between the Iberian
Peninsula and Europe is produced along the
Atlantic face. Only 1% of this traffic occurs on
14
railways and 16% by sea, with the remaining
83% occurring on the roads. This has produced the saturation of the road infrastructure
and the collapse of an unsustainable system.
The sphere of transport is probably one of
the spheres in which the need for cross-border collaboration to resolve common problems is most prominent.
In these times in which sovereignty and the
exercise of political power goes beyond the
traditional politics of nation states, the resolution of some problems can only be addressed
through the collaboration of multiple actors,
both from the public and private sectors and
from across various states. Cross-border collaboration can on occasions be essential to
resolve national problems, especially in geographic areas like Europe.
At the end of March 2011, the European
Commission approved the Transport White
Paper. This paper contains the route towards
a single European Transport area: a policy of
competitive and sustainable transport.
This document which contains the European strategy for transport for the coming
years, establishes extremely ambitious objectives for the coming decades. In particular,
and bearing in mind that the transport sec-
Project genesis and
scenarios
2.
tor is responsible for more than 25% of all
greenhouse gas emissions, this document
approved in April of this year establishes that
the transport sector must reduce the volume
of GHG emissions currently produced by
60% by the year 2050.
In order to do this, the White Paper makes
a pledge for the transfer of a part of the traffic that currently moves by road to railways,
ports and rivers. The White Paper proposes
that 30% of the traffic that currently moves
by road travels by means of railways, ports
and rivers by 2030, and that by 2050 50%
of this traffic is transferred from the road to
trains and boats. This objective is therefore
ambitious, for which reason it is necessary to
begin working towards it immediately.
Today in the Basque Country and in Spain,
the proportion of goods transport by rail is
approximately 4%. This figure also reduces
year by year.
The problem is amplified in a territory with
cross-border traffic , such as in the case of
the Basque Country, through whose border
approximately 50% of all goods traffic between
the Iberian Peninsula and Europe passes by
road.
Faced with this reality in the transport of
goods it seems clear that the revitalisation
of railway and maritime transport as modes
forming a structural axis for the traffic of
goods, seems an inescapable challenge for
the whole of Europe if we really want to create
1.1 DEVELOPMENT OF OUR NETWORKS AND SERVICES ON A
EUROPEAN SCALE
It has been established that the competitive advantages of the
railways in the transport of goods materialise to a greater degree
over long distance journeys. It therefore appears clear that we must
develop on a European scale.
The cross-border traffic in the EU involves half of all railway goods
transport services. Within this framework, the contribution of Spain
to cross-border railway transport is very modest, at only 1% of the
total. This means that the majority of goods transport in Spain occurs
by road.
a more sustainable and competitive transport
model., The creation of an authentic Atlantic
corridor which hinges on railways and ports
and that offers a competitive alternative to
road transport for medium and long journeys is particularly necessary for the Basque
Country.
The creation of an Atlantic corridor implies
among others, the following aspects:
The Basque Country registers significant international traffic in
transit and this is expected to grow in the future. Of this traffic, the
railways are only capable of moving 4.5%. This is principally the result
of the rise in freight charges caused by the need for load transfers or
axle changing operations forced by the different track gauges of the
Spanish and European railway networks. Added to this there are also
serious capacity problems in the railway network when trying to run
both passenger and freight services simultaneously.
The creation of an authentic Atlantic railway corridor requires the
improvement of the connection between our networks and the European international gauge networks.
.
15
2.
Project genesis and
scenarios
In addition to this, the adaption of the lines of the basic network
to the transport of goods by railway is under consideration in order to
make the circulation of trains of more than 750 metres in length possible. This would mean increasing the permitted capacity of trains to the
European standard and the adaption to a series of technical specifications relating to interoperability which would allow us to join European
circulation.
1.2 RAILWAY CONNECTIONS WITH PORTS
The Atlantic corridor project includes ports and maritime transport within its principle drive to enhance railway and port activities.
Taking into account that 80% of non-EU goods traffic arrives
through ports and that half of these ports are located on the Atlantic
side, it seems logical to defend the railway connections with these
ports. In this way, it will be possible to channel a large part of the
goods traffic generated in the ports towards a sustainable form of
transport, namely the railway.
A logistical model integrating railway transport would in effect
create greater efficiency in travel to and from the ports, and would
contribute to the general efficiency of the system.
Analysing the data for the embarkation and disembarkation of
goods in relation to mode of transport, it can be seen that railway
manages to capture less than 5% of the total. This situation could be
the result of the state of development of the port accesses for multiple reasons (non-electrified stretches, old tracks that pass through
the urban centre, the complex internal configuration of the port….).
Therefore, within the Atlantic corridor strategy it is considered
essential wherever possible to equip the ports on the Atlantic face
with an adequate railway connection. In line with this policy and as
an example, the Basque Government has placed a focus on and
highlighted the importance of a railway connection to the new Pasaia
port across all gauges currently being used in the transport of railway freight.
16
1.3 STRENGTHEN EFFECTIVE MODAL CHANGE CENTRES
One of the barriers to enhancing intermodal transport is the cost
generated in the change in transport mode, which where this process
is not optimal, translates into increased prices, delays and reduced
reliability.
For this reason, intermodal platforms are necessary with railway
access that allow the movement and creation of new freight convoys.
The terminals must be conceived as transfer nodes and not as storage
centres as these involve expensive double movement operations.
Therefore, in the face of the imminent definition of the trans-European
transport networks, the Department of Housing, Transport and Public
Works of the Basque Government began a promotional and leadership
campaign concerning the Atlantic corridor with the aim of ensuring it
was included in the priority trans-European transport network, which
is to say, that the creation of this corridor was incorporated within the
measures considered a priority in the EU agenda, which along with it
involved a series of commitments on budgets and community finance
as well as on timeframes.
Within this context, all of the regions with Atlantic zones were invited
to a meeting in Brussels in December 2010 where there was the opportunity to express any concerns to the DG Move, and in April 2011 a
manifesto in favour of the Atlantic Corridor was signed in the European
Parliament by all the regions which attended the act as well as Euro-
Project genesis and
scenarios
2.
pean members of parliament from various member States and various
political parties.
In October 2011 the European Commission presented a proposal in
which the Atlantic corridor that had been defended and promoted by
the Basque Government was finally incorporated as a priority. The proposal identified 2016 as the completion date for the high performance
network for mixed passenger and freight traffic in the Basque Country,
and 2020 as the date by which this network should be connected with
the French high performance network.
Likewise, the Department of Housing, Transport and Public Works
provided a drive, as leading advocate, to the project called CFA-EFFIPLAT, a programme in the Atlantic area being funded by the ERDF. The
objective of this programme is the promotion and development of an
Atlantic corridor that, based on railway-port modes and starting with a
suitable connection with the logistics platforms that guarantee optimal
multi-modal possibilities along the entire transport chain, constitutes a
competitive and sustainable alternative to the manner in which goods
transport is currently carried out.
The conclusion of this plan will involve, among other things, the
identification of the concrete measures that both in terms of investment
in infrastructure and in the management and operation of services is
necessary to implement in order to create the optimal corridor, as well
as the creation of a structure that is set up as the permanent advocate
in Europe of this important corridor.
17
2.
Project genesis and
scenarios
Project genesis. From the RTP to the Basque Y.
Reasons for a three point route
Introduction
2.2
Project genesis.
From the RTP to the
Basque Y.
Reasons for a three
point route
1. Introduction
This chapter describes the development of the Basque Y creation
process and the decisions, primarily based on studies concerning territorial and transport planning, that were taken with respect to it. Furthermore, taking the institutional point of view, it looks at the endorsement
by the required authority, in this case the Central Administration, of this
proposition born in the Basque Government.
The desire of the Autonomous Administration to improve the railway
network coincides with the approach under development by the Central Government in this sphere. Beginning with some modest proposals for a new railway access to Andalucía (N.R.A.A.) completed by the
new railway access to the Basque Country (N.R.A.B.C.), both parties
came together behind the decision taken on 9th December 1988 in the
18
Government cabinet to introduce international gauge track in new high
speed lines.
In the Basque Country it became evident that the investments necessary to resolve the historical bottle-necks in the Basque railway network such as at the port of Orduña, and to a lesser extent the port
of Otzuarte, and furthermore to achieve the connection via railway of
Vitoria with Bilbao and Bilbao with the French border, all with a modern
European criteria of design, it would be more efficient using a network
designed in the shape of a Y than in the way envisaged by the original
proposals.
XX. At the end of the 20th century
with a railway from 1850
Project genesis and
scenarios
2.
2. At the end of the 20th century with a railway from 1850
At the time of the return of democracy to Spain, the railway infrastructure in the Basque Country contained practically the same routes
that had been constructed in the second half of the 19th century. Worth
highlighting among these is the access from Bilbao to La Meseta, which
travels along a single track for 60 kilometres, with curves of a radius of
280 metres and ramps with gradients of 15 thousandths.
The situation that these installations find themselves in is characterized by the following facts:
- An almost total lack of investment in new inter-city railway infrastructure over the last 60 years.
- Journey times in general much greater than those offered by other
modes of transport which causes a continual loss of passengers
and freight.
TRAVEL DISTANCES AND TIMES. 1985
DISTANCES ET TEMPS DE VOYAGE. 1985
300 Km.
250 Km.
4 h.
265
Km.
3 h. 30 min.
3 h.
27
min.
232
Km.
200 Km.
3 h.
2 h.
48
min.
2 h. 30 min.
150 Km.
137
Km.
128
Km.
100 Km.
1 h.
38
min.
137
Km.
1 h.
41
min.
2 h.
1 h.
49
min.
1 h. 30 min.
95
Km.
50 Km.
1 h.
59
min.
0 Km.
30 min.
Donostia
Donostia
Donostia
San Sebastián San Sebastián San Sebastián
Bilbo
Bilbao
Gasteiz
Vitoria
Iruña
Pamplona
Bilbo
Bilbao
Bilbo
Bilbao
Gasteiz
Vitoria
Gasteiz
Vitoria
Iruña
Pamplona
Iruña
Pamplona
DistancE IN KM / DistancE en Km.
journey time / TEMPS DE VOYAGE
19
2.
Project genesis and
scenarios
- Growing economic losses resulting from the operation of the railway system.
In order to turn back this deterioration of the railways it was considered a basic necessity to prioritise the installation of a new network that
would achieve the following objectives:
- To allow an efficient link with commercially competitive speeds
for the railway connections between the north-east of the Iberian
Peninsula and the north of Europe; especially for the Madrid-Paris
and Lisbon-Paris itineraries.
- To allow a substantial improvement in the interchange of goods
by rail between the Atlantic area of the Iberian Peninsula and the
north of Europe, in particular improving rail accessibility to the
ports of Bilboa and Pasaia.
Combining ingredients
- To allow competitive links by rail in comparison with road and
aerial transport in the connections between the Basque CountryMadrid and the Basque Country-Barcelona. This would result in
the alleviation of investment pressure on the infrastructure of the
competing modes of transport and above all, improve energy efficiency, as well as reduce accident levels and impacts on the environment.
Furthermore, the Basque Country Autonomous Community has proposed some objectives of its own, among which the following stand out:
-Assure railway connections between the Basque capitals with
travel times appreciably below an hour.
-Assure that the metropolitan areas of Bilbao, Donostia-San
Sebastián and Vitoria-Gasteiz have direct access to the European
long distance railway system with competitive speeds.
3. Combining ingredients
3.1. THE TRAIN WITH A BASQUE FLAVOUR. THE BASQUE
RAILWAY PLAN OF 1986
3.1.1. Antecedents. Phases I and II of the BRP
The deficiencies explained in the previous chapter were the starting point for the creation of the Basque Railway Plan. In October 1986
(phase 1) the studies that had been carried out up to that time were
analysed with a view to improving the land transport infrastructure in
the Basque Country Autonomous Community, and the following conclusions were reached:
- Up to then the corridor analysed by the Basque Government as
an improvement to the Basque Railway line between Bilbao and
San Sebastián only involved options whose design did not allow
velocities above 140 km/h , for which reason they could not meet
the guidelines set out in the EEC Infrastructure Master Plan.
20
-The direct Bilbao-Vitoria corridor, analysed by the RENFE,
involved route options with design velocities similar to those recommended by the aforementioned master plan. However they
were not compatible with other options that could improve the
connections from Bilbao to San Sebastián and Irun.
- Another of the studies analysed concerned a route that had been
demanded by some institutions between Llodio-Vitora, with a trajectory (pending) that involved appreciably inferior performance,
and that was difficult to make compatible with the EEC Infrastructure Master Plan. It must be understood that due to its geographic
situation (height) and upon being able to adapt the route, the
direct connection planned between Bilbao and Vitoria involves a
tolerable gradient; however, from Llodio it is necessary to cross a
much greater and prolonged gradient, which is unacceptable.
Based on the studies mentioned and the
ample information analysed during the drafting
of the BCAC Railway Plan, it was confirmed
(phase II) that it was necessary to study the
feasibility of a new high speed corridor capable of ensuring that the following minimum targets were met:
• Ensure a railway link between the three
most important cities in the Basque
Autonomous Community with travel
times of less than an hour.
• Ensure a good railway link with Navarra.
• Allow the compatibility of high speed
passenger trains and freight trains carry-
ing 1,500 gtt (gross trailing tonnage) destined for La Meseta, Valle de Ebro and
the South of France.
This new high speed corridor which up to
then had not been studied in any of the previous works, could be envisaged as the three
points of a star located in Bilbao, Vitoria and
Zumárraga with the centre in the Santa Águeda
interchange. This could allow all movements
between the three most important cities in the
Autonomous Community.
It is worth pointing out that this study was
begun with a detailed analysis of the suitable
Project genesis and
scenarios
2.
design criteria to be adopted. Given that the
Vitoria-Beasain stretch could be included in
the European Madrid-Paris axis it was necessary to adapt it to follow the indications of the
EEC Infrastructure Master Plan, which is to
say, a design allowing velocities of at least 200
km/h on the newly constructed lines, and 160
km/h on the existing lines after modernization.
Furthermore, with the aim of ensuring that
the previously mentioned objectives were met,
different alternatives for improving the current
Zumarraga-Irun line were analysed. This led to
the realisation that a completely new option
was needed for the route between Zumarraga
21
2.
Project genesis and
scenarios
and Beasain. Along this stretch the line at the
time presented poor geometric characteristics
that were totally inadequate to cope with the
velocities that were expected of it.
With regard to the Santa Águeda interchange, the preliminary design drawn up
involved the integration of this link into the
European Paris-Madrid itinerary.
The following considerations can be
deduced:
• This scheme gives precedence to the
connections between the three most
important cities in the Autonomous
Community, which would be connected
by an inter-city railway network of high
quality.
22
• The railway connections between Bilbao
and its zone of influence, and the European network are highly improved.
• In the Vitoria-San Sebastián connection
currently served by the Madrid-Irun railway line, improvements to service times
in the order of 50% would be achieved.
• In the connections between the Basque
Country-Madrid significant time savings
would be achieved, especially from San
Sebastián (15%).
• The connections between Vitoria and
San Sebastián with Pamplona are maintained at their current levels, while the
railway connection between Bilbao
and Pamplona also becomes possible,
something that up to this point had not
been viable.
Based on these conclusions, the Department of Transport and Land Policy decided
to tackle the comparative analyses and
social cost-benefit evaluations of the different
options for the basic railway network within
the Autonomous Community.
A little after this decision was taken, the
Ministry of Transport, Tourism and Communications made public the Preliminary Railway
Transport Plan (RTP), whose visions subsequently became a basic starting point for
Phase III of the Basque Railway Plan.
3.1.2. The Ministry’s first recipe: the preliminary R.T.P.
Within the Railway Transport Plan investments in the order of
2,100,000 million pesetas (1986) were proposed, some 12,620 million
Euros. It was to be spent primarily on the North-South railway axis and
on the axes giving access to the Mediterranean Coast from Madrid. The
spending foreseen, as can be seen from the total estimated investment,
would involve a great effort aimed at achieving the modernisation of the
Spanish railway network. Within the Basque Country only the improvement of the access to La Meseta from Bilbao was being contemplated,
by means of the construction of new infrastructure with an investment
figure of 50,000 million pesetas. This investment would allow the current
route to be abandoned between Orduña and Miranda de Ebro, which at
the time was a single track line close to saturation point that was costly
to conserve and had poor geometric characteristics.
It is surprising that no improvements along the Vitoria-Irun line had
been foreseen, given that this formed part of the North-South railway
axis and constituted an obligatory passageway for a large part of the
traffic originating in or destined for Europe. It would be the only stretch
of the Madrid-Paris itinerary with a speed limitation standing below 100
km/h and limitations on gross trailing tonnage of 700 gtt.
Project genesis and
scenarios
2.
It appears clear that the application of the same criteria adopted by
the RTP, which is to say, overcoming bottle-necks, improving integration with the EEC and increasing productivity, led to the clear need for
action on this project.
Furthermore, some of the actions foreseen by the RTP, outside of
the territory of the Autonomous Community, hold an evident advantage
both for the community itself and for Navarra. In this respect the following stand out:
• An improvement to the Burgos-Vitoria route, allowing velocities
of 200 km/h. Although not explicitly mentioned, this improvement remains implicit in the anticipation of journey times between
Madrid and Vitoria of less than 3 hours.
• Dividing the Alsasua-Castejón stretch which will allow the BilbaoValle del Ebro-Mediterranean traffic to be sent down this route,
thus overcoming the route’s limitations and capacity problems
along the Castejón-Miranda line.
23
2.
Project genesis and
scenarios
Based on the previous considerations it was
decided that the analysis and evaluation of
options for the basic railway network that runs
through the territory of the Basque Autonomous
Community should adopt the following starting
points:
• In all cases to include the measures
relating to the Vitoria-Irun trajectory that
address the current limitations.
• To assume during the evaluation process
that the actions under analysis for the
modernisation of the network outside of
the Basque Country foreseen in the RTP
are carried out in their entirety.
Figure 2.1
• To prioritize the solution to capacity problems relating to the Orduña – Miranda
stretch over the Beasain – Alsasua stretch,
and breakdown into phases the actions to
undertake.
• To treat the improvements to the road
network foreseen in the Basque Country
Road Plan as completed.
The options analysed are configured combining the routes studied in the following corridors:
• Bilbao - Vitoria via Altube, with two options:
Llodio - Vitoria: 50 km of new infrastructure
Bilbao - Vitoria: 68 km of new infrastructure
• The Santa Águeda corridor is accomplished with the following stretches of new
infrastructure:
Bilbao - Santa Águeda: 32 km
Santa Águeda - Vitoria: 36 km
Beasain - Santa Águeda: 39 km
Figure 2.2
24
Project genesis and
scenarios
2.
• Alsasua – Irun corridor, for which the
options without service to the San
Sebastián area of influence were rejected.
For this reason a new route was studied
between Alsasua and Urnieta of 50 km in
length.
• Bilbao - San Sebastián corridor along the
coast, with a new route of 90 km.
It should be noted that the options considered finish in Beasain as at the time of the study
it was treated as a fact that the route would be
made using Iberian gauge track so allowing it to
connect at this point with the Madrid-Irun line.
The resulting option configurations are
reflected in the adjoining diagrams, and are the
following:
1. Altube corridor and Alsasua - Urnieta
solution with two options:
1.A. Llodio - Vitoria and Alsasua - Urnieta
(Fig 2.1)
1.B. Bilbao - Vitoria and Alsasua - Urnieta
(Fig 2.2)
Figure 2.3
2. Santa Águeda corridor. (Fig 2.3)
3. Altube corridor (Llodio-Vitoria), AlsasuaUrnieta solution and the Coastal corridor. (Fig 2.4)
Each of the options mentioned were studied
and evaluated in the form of a first phase, as
part of the search for a solution to the problem of bottle-necking between Orduña and
Miranda. The Bilbao – Vitoria connection is
therefore always included in the first phase.
Figure 2.4
25
2.
Project genesis and
scenarios
JOUrNEY TIMES ON THE MOST SIGNIFICANT ROUTES AND INVESTMENTS (in millions of pesetas)
TEMPS DE VOYAGE DANS LES RELATIONS LES PLUS SIGNIFICATIVES ET INVESTISSEMENTS (En millions de pesetas)
ALTUBE – ALSASUA – URNIETA
SANTA AGEDA
ALTUBE – ALSASUA – URNIETA – KOSTA
Phase 1
Fase 2
Phase 1
Fase 2
Phase 1
Phase 2
1,330 Km
1,280 Km
1,330 Km
1,315 Km
1,330 Km
1,280 Km
9 h 45 min
9 h 15 min
9 h 45 min
9 h 10 min
9 h 45 min
9 h 15 min
71/70 Km
71 / 70 Km
76 Km
76 Km
71 Km
71 Km
50 min / 30 min
50 min / 30 min
33 min
33 min
50 min
50 min
Bilbao
San Sebastián / SaintSébastien
195 / 194 Km
170 / 169 Km
201 Km
121 Km
195 Km
90 Km
3 h 15 min
1h 50 min / 1 h 3 0m
2 h 20 min
57 min
3 h 15 min
1 h 15 min
Vitoria
127 Km
102 Km
127 Km
110 Km
127 Km
102 Km
1 h 45 min
1 h 00 min
1h45m
50 min
1 h 45 min
1 h 00 min
163 / 162 Km
163 / 162 Km
170
170 Km
163 Km
163 Km
1 h 40 min
1 h 40 min
1 h 55 min
1 h 55 min
Madrid
Paris
Bilbao
Vitoria
Bilbao
Pamplona / Pampelune
1 h 55 min /1 h 35m 1 h 55 min / 1 h 35 min
TOTAL INVESTMENT
INVESTISSEMENT
TOTAL
138 Km
111 Km
138 Km
205 Km
138 Km
111 Km
1 h 55 min
1 h 05 min
1 h 55 min
1 h 50 min
1 h 55 min
1 h 05 min
50,000/70,000
117,000/137,000
73,000
125,000
50,000
190,500
3.1.3. Conclusions of the BRP
erated by the fulfilment of the RTP on the current situation are not taken
into account.
A. Evaluation of the options
The evaluation was carried out using the Basque Country Regional
Model, built and calibrated to be a basic tool by the Centre for Land
and Transport Studies of the Basque Government. This model aims to
simulate and evaluate the spatial economy of the region, and serves as
a powerful tool of analysis used to anticipate the effects of particular
land and transport policies.
In the costs section both the costs of each of the options and the
annual operational costs of the transport system are included. With
regard to the benefits, these are principally obtained from benefits to
users such as savings in transport times, transport costs, time spent
in terminals, benefits from the change in transport mode, in accidents,
etc. In addition, an independent valuation has been made of the investment funds that need to be mobilised in order to reduce the impacts on
the environment involved in each option.
B. Comparison of options
26
The socioeconomic evaluation in all cases involves a comparison
of the option under analysis with a base situation. In this case, the
base situation assumes the completion of all the actions outside of the
Basque Country foreseen in the Ministry’s RTP.
During a preliminary evaluation stage involving the already mentioned options, (although at this point the costs of operation and the
terminal times had not been adequately adjusted for which reason the
levels of return obtained were not significant), it was possible to check
the following:
Consequently, the benefits calculated are the additions to the RTP
resulting from the actions within the Basque Country. The benefits gen-
For option 3 that includes a Bilbao – San Sebastián connection
equipped with new infrastructure and following the coastal corridor, as
Project genesis and
scenarios
well as other combinations tested in which this connection is included,
the rates offered were always in the order of half of the rest of the
options. Consequently, it was decided to proceed with the process of
evaluation disregarding this option.
The Annual Rate of Return of 1998 was chosen as the most suitable
rate for the evaluation instead of the Internal Rate of Return due to the
difficulty involved in making projections over a very large timeframe.
However, it was estimated that with a moderate evolution of the economy over the period to be chosen, the IRR would coincide substantially
with the Annual Rate.
2.
5. Only in the undesirable case in which no action is taken on the
Vitoria- stretch would it be preferable to build the new connections between Bilbao and La Meseta following the Altube corridor. In all cases, the rates of return obtained for the options
that depart from Bilbao are superior to those corresponding to
Llodio-Vitoria.
6. Given that the actions proposed link in with and complement the
plans of the RTP, the solutions that propose the adoption of the
international gauge are unattractive.
C. Conclusions of the BRP
The studies described allow the following conclusions to be drawn:
1. The criteria adopted by the Preliminary Railway Transport Plan
(RTP) of the Ministry of Transport, Tourism and Communications
were difficult to argue with and deserved full unreserved support,
especially with regard to the following actions:
-Improvement to the Bilbao-Meseta connections.
-Improvement to the Madrid-Vitoria route in order to achieve travel times in the order of 3 h.
-Dividing of the Alsasua-Castejón stretch.
2. The rigorous application of the same criteria adopted by the RTP
led to the unavoidable necessity for an improvement to the Vitoria-Irun stretch. However, this had not been included in the aforementioned plan and it therefore seemed convenient to propose
the inclusion of measures to improve this stretch to the Ministry
of Transport.
3.The Bilbao-Hendaya railway connection following the Coastal
corridor is not beneficial over the medium term. However, the
Bilbao-San Sebastián connection, with journey times that are
competitive with those of road, involves benefits to users of undoubtable importance. These are added to those achieved in
other connections in the case of the Santa Águeda corridor.
Table 2.2 Tableau
ANNUAL RATES OF RETURN %
TAUX DE RETOUR ANNUEL %
120
12
110
100
11.62
90
9.15
9.01
80
70
7.82
7.33
6.24
60
50
40
6.70
8.77
7.16
8.29
6.58
7.37
6.61
6.81
6.04
6.30
6.34
30
20
4. Having accepted the necessity of taking action on the Vitorialrún stretch, the Santa Águeda corridor offers rates of return
superior to other alternatives (see table 2.2).
10
0
1A
1B
2
WITHOUT ENVIRONMENTAL IMPACT / SANS IMPACT ENVIRONNEMENTAL
WITH ENVIRONMENTAL IMPACT / AVEC IMPACT ENVIRONNEMENTAL
27
2.
Project genesis and
scenarios
7.If the options that envisage solutions
by means of the Santa Águeda corridor are retained, the investment necessary in new infrastructure would be in
the order of 125,000 million pesetas. Of
this, at least 90,000 would be directly
attributable to the improvement and
modernization of the European route
Madrid – Paris.
Based on everything so far described,
the Basque Government approved the “Propuesta de alternativa del Avance del Plan
de Transporte Ferroviario del Ministerio de
Transportes en la línea Madrid-Irun, en su
recorrido por la CAPV” (Option proposal of
the Preliminary Report on the Railway Transport Plan by the Ministry of Transport for the
Madrid- Irun line in its journey across the
3.2. AN OPTIMAL ROUTE; THE FRUIT OF AGREEMENT. THE
STUDY OF RAILWAY OPTIONS FOR THE BASQUE COUNTRY
IN 1988
3.2.1. Antecedents
On 20th July 1988, a collaboration agreement between the Basque
Government and RENFE was signed, with the intention of choosing
an optimal corridor with which to accomplish the connection of Bilbao
with Vitoria and La Meseta as a first phase of a more general network
that would permit the contemplation of a North-South axis in the RTP,
a basic element in the railway connection with the border. Thus, from
this moment on the Central Administration took on responsibility for the
studies, thereby more adequately exercising its authority, and it was
therefore clear that the Central Administration was the destination for
the Basque Railway Plan drawn up by the Basque Government.
The improvement of the connections of the 4 principal nodes that
form the railway mesh within the Basque Country and Navarra should
be analysed as an induced aspect. The study also intended to homogenise the studies that had been carried out until then.
The decision to address the connection of the Basque Country
with the rest of the network in Burgos or Castejón was made having
checked the feasibility of railway access to Irun via the Castejón-Pamplona-Alsasua line in the studies that had been compiled by the Navarra Government with RENFE.
BCAC) in the Government meeting of 10th
February 1987. This document was referred
to the Central Administration and to the Provincial Councils. The document was adopted
by these latter councils but was not included
in the RTP which was approved in April 1987.
Three levels were contemplated in the general approach towards
the problem:
1.The connection of the Basque capitals with one another is considered without ignoring other links whose potential, both in terms
of passengers and freight, makes such an action inadvisable.
2.The railway communications with Europe are considered. These
must pass through the Basque Country in the case that the connection occurs in Irun.
3.Finally, the connection of the Basque Country with the rest of the
national network (with a focus on access to La Meseta, Valle del
Ebro-Mediterranean and the western Cantabrian coast).
The necessity for the solutions proposed to be sufficiently flexible to
be not only adaptable but also able to collaborate in the realisation of
the future priorities of the network was also considered.
With the aim of instilling the design of the new infrastructure with
criteria of suitability for a useful lifespan of 100 years, it was advisable
to introduce high speed line parameters. This was executed:
Route criteria Critères de tracé
MINIMUM
TRACK RADIUS
RAYON MINIMUM
EN PLAN
28
5,000
m
MAXIMUM
GRADIENT
PETE
MAXIMUM
12 ‰
VELOCITY
VITESSE
300
Km/h
Project genesis and
scenarios
Upon the acceptance of the proposal made to the Central Government by the Navarro Government for a high speed
connection with international gauge between the CastejónIrurtzun line and the future Sevilla-Madrid-Barcelona French
border axis, the “Y” solution gained further strength.
The following “outline determinants” were adopted:
A - Sevilla - Madrid-Barcelona – French border line with
an international gauge.
2.
3.2.2. Previous studies
The following are some of the principal works that served as antecedents to this Study in which different configurations of the New
Basque Railway Network are found:
“Estudio de alternativas del Nuevo Enlace Ferroviario Vizcaya Meseta”, (Study of options for the New Vizcaya - Meseta Railway Link)
March, 1984, written by RENFE (Europroyecto, S.A.).
Route criteria Critères de tracé: VIZCAYA BISCAYE - meseta, 1984
B - All future new high speed lines to be of international
gauge. The rest of the national network to be of
RENFE gauge. The approval on 9th December 1988
to introduce the international gauge to the new high
speed lines had happened very recently.
C - The entire national network to be of international
gauge.
The plan chosen by this study was the “Y”, with a similar
layout to that studied in the Basque Railway Plan. In a later
phase it was going to connect with Pamplona, at the level
of Tolosa resulting in an “H” plan, as per the agreement with
the Government of Navarra.
This network would be integrated into the European High
Speed Network, as well as the Madrid-French border axis.
The length of the new line, without considering access into
the Basque capitals, was 150 km. (with more than 40% in
tunnels and around 10% over viaducts.
Later (April 1989), through the study “Conexiones ferroviarias Madrid-Paris” (Railway Connections Madrid-Paris),
it was demonstrated that the connection through Irun was
better than that through Port Bou for 90% of Spain. It was
also shown to be better to connect with Madrid through Irun
than Port Bou for the majority of Europe.
Other possible alternatives for the Bilbao–Vitoria route
between the corridors of Altube and Santa Águeda were
considered because “the Bilbao-Vitoria corridor is the optimal solution for Bilbao-Meseta communication, and for the
first phase of the future general network”. In addition the
connection of the corridors under consideration with those
of the San Sebastián-Irun stretch would be studied.
MINIMUM
TRACK RADIUS
RAYON MINIMUM
EN PLAN
2,300
m
MAXIMUM
GRADIENT
PETE
MAXIMUM
10-12 ‰
VELOCITY
VITESSE
200
Km/h
44 options for the Bilbao – Meseta connection via Vitoria were studied,
at a scale of 1:20,000, and 18 of them at a scale of 1:5,000.
“Estudio de alternativas del acceso Irurzun - Irun”, (Study of options
for the Irurzun – Irun access), July 1985, written by RENFE - Government of Navarra (INTECSA).
Route criteria Critères de tracé: irurzun - irun, 1985
MINIMUM
TRACK RADIUS
RAYON MINIMUM
EN PLAN
2,300
m
MAXIMUM
GRADIENT
PETE
MAXIMUM
15 ‰
VELOCITY
VITESSE
200
Km/h
15 options were studied, of which 14 served as a basis for the study at
a scale of 1:20,000, in which 23 solutions were considered.
“Plan Ferroviario Vasco”, (Basque Railway Plan), October 1986 (1st
phase), October 1987 (2nd phase), written by the Basque Government
(SENER).
Route criteria Critères de tracé:
Basque Railway Plan Plan ferroviaire basque, 1986 - 1987
MINIMUM
TRACK RADIUS
RAYON MINIMUM
EN PLAN
2,000
m
MAXIMUM
GRADIENT
PETE
MAXIMUM
10 ‰
VELOCITY
VITESSE
200
Km/h
A global solution of a connection between Vitoria and Bilbao and a
partial solution between Vitoria - Irun and Bilbao – Irun, by way of Santa
Águeda was considered.
29
2.
Project genesis and
scenarios
A new line as far as Zumárraga and an improvement of the current
line from there to Beasain, continuing until Irun on the existing line was
proposed.
Table 2.3 Tableau
Solution Solution
Development (km)
Développement (km)
Tunnels Tunnels
Length in tunnel (m)
Long. en tunnel (m) Combining ingredients
In table 2.3 the different configurations can be seen.
STUDY OF OPTIONS FOR THE NEW RAILWAY
LINK VIZCAYA-MESETA
ÉTUDE DES ALTERNATIVES DE LA NOUVELLE LIAISON
FERROVIAIRE BISCAYE-MESETA
(1984)
STUDY OF OPTIONS FOR THE
IRURZUN-IRuN CONNECTION
DES ALTERNATIVES DE L’ACCÈS
IRURZUN-IRuN
(1985)
BASQUE RAILWAY PLAN
PLAN FERROVIAIRE BASQUE
(1986)
Nº Nº Nº Nº Nº Nº Nº Nº Nº Nº
1314 15 18 2
3 5 5 8 16
60.460.154.468.662.8 39.162.691.293.896.2
9 9 7 1330 1326333232
21,63023,20023,00021,45028,770 27,91029,13040,47145,32248,162
Maximum tunnel length Long. tunnel maximum (m) 8,7408,75014,7608,9105,030 6,9705,1204,1906,110 6,110
Length in viaduct (m)
Long. en viaduc (m)
Maximum viaduct length (m)
Long. viaduc maximum (m)
3,4103,4502,8702,5307,930 7707,05013,725
12,78112,861
860 910
600 610 1,580 320 1,6001,0801,080 2,195
3.2.3. Results and conclusions of the study
The study indicated in point 2.1, ”Estudio de alternativas ferroviarias
en el País Vasco” (Study of railway options in the Basque Country),
February 1989, was written by RENFE – Basque Government (INECO).
Parameters were employed that were suitable for maximum velocities of 300 km/h, a minimum track radius of 5,000 m, and maximum
gradient of 12 thousandths, all of this on a UIC or international gauge.
Three corridors were considered:
-
Bilbo - Irun: (50 tunnels and two viaducts)
Bilbo - Elorrio stretch (31 km).
Elorrio - Tolosa stretch (44 km).
Tolosa - Irun stretch (29 km).
- Vitoria - Bilbo: A tunnel of 17 km, 10 tunnels totalling 32 km, 6
viaducts, (one of them of 1,000 m). 52 km.
30
- Vitoria - Elorrio: (A tunnel of 8.8 km) 36 km. Vizcaya - .Bilbao at
67 km. 21.5 km in total (4), and 2 viaducts (one of 450 m).
- Alsasua - Zumárraga: 30 km (13 tunnels and 3 viaducts). A tunnel of 6 km, with 21.3 km in total. 1,170 m over viaducts, one of
them of 925 m.
- Irurzun - Tolosa: 36 km - Irurzun - Irun: 67 km. 11 tunnels (19
km) one of 10.7 km and 8 viaducts (4.8 km) (one of 1,975 m).
In the Alsasua – Irurzun stretch a dividing of the line and adaption to
220 km/h was foreseen, the same as in Vitoria – Alsasua.
The stretches were combined to arrive at 6 solutions, (see figures
2.6 to 2.11), five which integrated all of the functional possibilities, plus
that of the R.T.P., which as can be deduced from the previously mentioned, only contemplated the Vitoria-Bilbao connection in the Basque
Country.
GENERAL PLAN OF STRETCHES AND CORRIDORS
SCHÉMA GENERAL DES TRONÇONS ET CORRIDORS
SOLUTION 1:“OPEN U”
SOLUTION 1 : “U OUVERT”
Figure 2.6
Figure 2.7
SOLUTION 2: “CLOSED U”
SOLUTION 2 : “U FERMÉ”
SOLUTION 3: “ZUMARRAGA Y”
SOLUTION 3 : “Y ZUMARRAGA”
Figure 2.8
Figure 2.9
Project genesis and
scenarios
2.
VITORIA-BILBAO VITORIA-ELORRIO ALSASUA-ZUMARRAGAIRURZUN-TOLOSA VITORIA-ALSASUA ALSASUA-IRURZUN BILBAO-ELORRIOELORRIO-TOLOSATOLOSA-IRUN
R.T.P. SOLUTION
SOLUCIÓN P.T.F
X
X
X
OPEN U / U OUVERT
X
X X XX
CLOSED U / U FERMÉ
XX
X
X
X
X
ZUMARRAGA Y X
X X X XX
ELORRIO Y
X X X X XX
H
XX
X
X
X
31
2.
Project genesis and
scenarios
SOLUTION 4: “ELORRIO Y”
SOLUTION 4 : “Y ELORRIO”
SOLUTION 5: “H”
SOLUTION 5 : “H”
Figure 2.10
Figure 2.11
The journey times for the 5 options plus that of the R.T.P can be
seen in table 2.4
Table 2.4 Tableau
JOURNEY TIMES
TEMPS DE PARCOURS
Bilbao
Vitoria-Gasteiz
Bilbao
Bilbao
San Sebastián /
Saint-Sébastien
Vitoria-Gasteiz
Vitoria-Gasteiz
San Sebastián /
Saint-Sébastien
Iruña / Pamplona
Donostia / San Sebastián
R.T.P.
P.T.F.
Open U
U ouvert
Closed U
U fermé
Zumarraga Y
Y Zumarraga
Elorrio Y
Y Elorrio
H
21 min
26 min
26 min
47 min
26 min
26 min
16 min
22 min
22 min
41 min
22 min
22 min
59 min
59 min
1 h 05 min
55 min
1 h 05 min
55 min
59 min
54 min
59 min
49 min
59 min
46 min
1 h 45 min
1 h 13 min
1 h 19 min
46 min
46 min
46 min
1 h 40 min
1 h 04 min
1 h 07 min
35 min
35 min
35 min
40 min
40 min
40 min
40 min
40 min
56 min
40 min
40 min
40 min
40 min
40 min
47 min
1 h 26 min
54 min
54 min
49 min
46 min
46 min
1 h 26 min
48 min
48 min
41 min
36 min
36 min
1 h 34 min
41 min
41 min
57 min
1 h 16 min
41 min
1 h 34 min
34 min
34 min
49 min
1 h 11 min
34 min
For each connection, the upper time corresponds to a design for a velocity of
200 km/h and the lower time for a velocity of 250 km/h.
32
The following conclusions can be drawn from all of the previous
information:
• The consideration of options in this study does not only reflect a
triangular plan but also the existence of four principal traffic generation focus points (Bilbao, Vitoria, Pamplona and San Sebastián/
Irun) which form a plan with a quadrilateral shape in which the
connections to study are its four sides and its diagonals.
• With regard to their design, the U solutions improve connections
on the vertical sides of the quadrilateral (objectives of the R.T.P.),
and the Y solutions improve the diagonals that form the complementary connections (Vitoria - Irun, Bilbao - Pamplona and Bilbao - San Sebastián). But with regard to the principal connections
(the vertical sides of the quadrilateral) the Zumárraga-Y involves
a poor connection between Bilbao – Meseta, while the Elorrio-Y
leaves the problem of access to Irun from Pamplona unresolved.
Project genesis and
scenarios
2.
3.2.4. 1989: from technical analysis to political agreement
As a consequence of all the previously mentioned, on 27th February
1989 a mixed commission formed by Mr Jáuregui, the Vice President,
Barrionuevo, Minister, Elgorriaga, a delegate of the Government, and
representatives of the BSP (Basque Socialist Party), and BNP (Basque
Nationalist Party) “decided to begin the actions leading towards
establishing the projects involved in the BCAC’s new railway network,
adopting the solution denominated the Elorrio “Y” as the initial starting point for the development of the aforementioned projects. Also,
and as a consequence, the Ministry has moved the solution mentioned
to RENFE so that it can be considered during the production of the
Report on Conversion to European Gauge entrusted to RENFE by the
Central Government”.
• The Y solutions do not remove the need for any of the actions
in the R.T.P. proposals, and as with the U solutions, demand the
modernization of the Vitoria – Alsasua stretch and the duplication
and improvement of the Alsasua – lrurzun stretch foreseen in the
R.T.P.
• The H solution is the most complete from the functional point
of view, accomplishing satisfactorily both the vertical connections and the connection of the Basque capitals by means of the
diagonals, although it also demands the largest investment and it
generates longer trajectories in the transversal peninsula connections.
33
2.
Project genesis and
scenarios
3.3. PUTTING THE CHALLENGE ON TRACK. THE ELABORATION
OF THE CONSTRUCTION PROJECTS
Within the framework of institutional cooperation between the General Administration of the State and the Administration of the Basque
Country Autonomous Community and in accordance with the May
1989 protocol, a series of preliminary studies of a technical, economic
and environmental nature were being carried out to establish the configuration of the new railway system across the length of the routes
that were expected to be built in the territory of the Basque Country
Autonomous Community.
In this way, from 1989 until 2000 some preliminary studies at the
pre-project level for a New Basque Country Railway Network were carried out. These had the following general objectives:
• To resolve the most important problem, along with the Guadarrama route, of the Madrid-Paris railway axis.
• Allow compatibility between the circulation of high speed passenger trains and goods loads of up to 1,500 gtt with origin/ destination in La Meseta, Valle del Ebro and the South of France.
• Ensure railway links between the three capitals of the Basque
Autonomous Community with journey times of less than an hour.
• Ensure a good railway link with Navarra.
• Fix the definitive route design criteria.
Route criteria Critères de tracé
MINIMUM
TRACK RADIUS
RAYON MINIMUM
EN PLAN
3,200
m
MAXIMUM
GRADIENT
PETE
MAXIMUM
The studies of reference were:
• El Estudio de Alternativas Ferroviarias
del País Vasco (E 1 :50.000) (The Study
of Railway Options for the Basque Country) of December 1988 carried out as a
consequence of a preliminary agreement
between RENFE and the Department
of Transport and Public Works of the
Basque Government in order to study the
Bilbao-Meseta railway connection and
the North-South axis. It analyses 5 solutions: two with a U shape, two with a Y,
and another with an H shape. The “Elorrio Y” coincides in general with the route
which later figures in the Investigative
Study of 1998.
• El Proyecto Básico (E 1 :25.000) de la
Nueva Red Ferroviaria (The Basic Project
34
15 ‰
MAXIMUM EXCEPTIONAL GRADIENT
PENTE MAXIMUM
EXCEPTIONNELLE
18 ‰
VELOCITY
VITESSE
for the New Basque Country Railway Network) carried out by the Basque Government Department of Transport and Public
Works in December 1989, developed the
“Y Elorrio” solution, and is presented to
the Ministry and RENFE.
• As a consequence of the acceptance of
the “Basic Project” by RENFE, in collaboration with the Basque Government,
in January 1990, a study is completed
that offers six options, designed with high
speed parameters.
• Anteproyecto y Estudios Complementarios de la Nueva Red Ferroviaria del País
Vasco (The New Basque Country Railway
Network Pre-project and Complementary Studies), of May 1991, carried out by
RENFE, in collaboration with the Basque
250
Km/h
TRAFFIC:
MIXED
TRAFIC :
MIXTE
Government, defining the route then
selected (in a previous phase, in September 1990), from the options studied, at a
scale of 1:5000.
• Estudio de Rentabilidad del Proyecto
de una Nueva Red Ferroviaria en el País
Vasco (Study of Profitability of Project
for a New Basque Country Railway Network), carried out by the Railway Transport Infrastructure Authority of the MPWT
(Spanish: MOPT), in 1992.
• Anteproyecto de los accesos a Vitoria,
Bilbao y San Sebastián de la NRF en el
PV (Pre-project for accesses to Vitoria,
Bilbao and San Sebastián in the NBCRN).
April 1994.
• Memoria Resumen de Impacto Ambiental de la NRF en el PV
(Summary Report on Environmental Impact of NBCRN), from the
Railway Transport Infrastructure Authority of the MPWTE (Spanish: MOPTMA), sent to the Councils and Government entities
affected, in order to begin the process for Decree 1131/1982 for
the study of environmental impact. October 1994.
• Informe resumen 1994 Plan Territorial Sectorial (Summary Report
1994 Sectorial Territorial Plan), carried out by the Department of
Transport and Public Works of the Basque Government, sent to
the Councils and Government entities, at the same time as the
previous “Summary Report”.
• Avance del PTS de la Red Ferroviaria en el País Vasco, (Preliminary Report on the STP of the Basque Country Railway Network)
carried out by the Basque Government Department of Transport
and Public Works. January 1997.
• Plan Territorial Sectorial del RF en la CAPV (Sectorial Territorial
Plan of the RN in the BCAC), carried out by the B.G. Department
of Transport and Public Works. March 1998, documents of Initial Approval, Provisional Approval, and finally Definitive Approval
through an agreement of the Government Council on 27 February
2001.
• Estudio Informativo de la Nueva Red Ferroviaria en el País Vasco
(Investigative Study of the New Railway Network in the Basque
Project genesis and
scenarios
2.
Country), by the State Department of Infrastructure and Transport
of the Ministry of Public Works, presented to the Public in July
1998. Definitive Approval 24th November 2000.
• Estudio Informativo del integración del ferrocarril en VitoriaGasteiz (Soterramiento) (Investigative Study of the integration
of the railway in Vitoria-Gasteiz (Underground)), given definitive
approval on 29th February 2012
In addition a series of support studies were carried out, which are
indicated next.
1992 Dec. Sener-Ineco-Sofrerail
NRFPV
Maillon-Cle Dax-Vitoria Utude-Preliminaire
1992 Feb. Sofrerail
NRFPV
Etude Preliminaire D’une Liaison a Grande Vitesse Aquitaine-Euskadi
1992 Jun. Sofrerail
NRFPV
Nouveau Reseau ferroviaire d’Euskadi
1993 Mar. Ineco
NRFPV
Estudio sobre la influencia de los parámetros de trazado
en el coste de la Nueva Red Ferroviaria en el País Vasco
1997 Oct. Fernando Oñoro
NRFPV
Estudio de Implantación de la Estación de Astigarraga
en la Nueva Red Ferroviaria Vasca
1999 Dec. Sener
NRFPV
Estudio sobre el soterramiento del ferrocarril a su
paso por el casco urbano de Vitoria-Gasteiz y sobre el
emplazamiento de una posible estación intermodal de
viajeros
2000 Dec. Sener
NRFPV
Estudio de Accesibilidad del Tráfico de Mercancías a la
Nueva Red Ferroviaria del País Vasco
35
2.
Project genesis and
scenarios
2000 Dec. Gestec
NRFPV
Estudio de implantación de una estación de la Nueva
Red Ferroviaria en el área funcional de Durango
2002 Mar. IKT
NRFPV
Evaluación del Impacto sobre la Actividad Agraria de la
Infraestructura Ferroviaria MEDIDAS CORRECTORAS
Y COMPENSATORIAS
2003 Oct. ETT
NRFPV
Adecuación de la Demanda de Transportes a la Nueva
Red Ferroviaria del País Vasco
2003 Sep. Esteyco
NRFPVInstrucción Paisajística y Ambiental de
Infraestructuras de la Nueva Red Ferroviaria del País
Vasco
36
2003 Sep. Ineco
NRFPV
Estudio de Interoperabilidad de la Red Ferroviaria en el
país Vasco
2003 Oct. ETT
NRFPV
Características de las Infraestructuras Ferroviaria para
el Transporte de Mercancías
Once the execution of the works had been decided, the Ministry
of Public Works and the Basque Government decided to undertake
the necessary studies that were grouped together into the following
groups:
- Basic Projects
- Geotechnical Studies
- Construction Projects
Principal milestones in the
chronology of the Y
10th February 1987. Approval by the Basque Government
Council of the “Propuesta de alternativa del Avance
del Plan de Transporte Ferroviario del Ministerio de
Transportes, en la línea Madrid - Irún en su recorrido por
la CAPV”.
27th February 1989. Protocol created by the Central
Administration and the Basque Government for the
development of the Y projects.
12th December 1994. European Summit in Essen.
Inclusion of the Vitoria-Dax stretch among the 14 priority
projects of the European Union for all modes of transport.
Project genesis and
scenarios
2.
Principaux jalons dans la
chronologie du Y
1987
1988
1989
1990
1991
1992
10 janvier 1987. Approbation de la part du Conseil du
Gouvernement basque de la « Proposition d’alternative
de l’Avance du Plan de transport ferroviaire du Ministère
des transports, sur la ligne Madrid – Irún dans son
parcours par la CAPB.
27 février 1989. Protocole entre l’Administration centrale
et le Gouvernement basque pour le développement des
travaux du Y.
12 décembre 1994. Sommet européen d’Essen. Inclusion
du tronçon Vitoria - Dax, parmi les 14 Projets prioritaires
de l’Union européenne pour tous les modes de transport.
1993
24th November 2000. Approval by the
Ministry of Public Works of the Investigative Study of the
New Basque Country Railway Network.
1994
27th February 2001. Approval by the Basque Government
Council of the Sectorial Territorial Plan for the Basque
Country Railway Network.
1996
31st March 2006. First stretch allocated Vitoria-Bilbao,
Arrazua/Ubarrundia-Legutiano sub-stretch II. Construction
work begins in September 2006.
1998
24th April 2006. Agreement between the Central
Administration and the Basque Government on the
construction of the Gipuzkoa stretch of the NBCRN.
4th December 2007. First stretch allocated in Gipuzkoa
Ordizia-Itsasondo, with construction work beginning in
April 2008.
1995
1997
1999
2000
2001
2002
2003
24 novembre 2000. Approbation par le Ministère de
l’équipement de l’Étude informative du Nouveau réseau
ferroviaire du Pays basque.
27 février 2001. Approbation par le Conseil du
Gouvernement basque du Plan territorial sectoriel du
réseau ferroviaire du Pays basque.
31 mars 2006. Premier tronçon adjugé en Vitoria-Bilbao,
Arrazua/Ubarrundia-Legutiano sous-tronçon II. Début des
travaux en septembre 2006.
24 avril 2006. Convention entre l’Administration centrale
et le Gouvernement basque pour la construction du
tronçon guipuscoan du NRFPB.
4 décembre 2007. Premier tronçon adjugé en Gipuzkoa
Ordizia-Itsasondo, les travaux commençant en avril 2008.
2004
1st March 2010. First stretch completed in Vitoria-Bilbao,
Arrazua/Ubarrundia-Legutiano sub-stretch II.
2005
23rd November 2010. Approval by the Basque Government of the Protocol of collaboration with the Ministry of
Public Works, the Government of Navarra and the Basque
Government on the drafting of the investigative study of the
Cantabrian-Mediterranean high performance railway corridor
on the Pamplona-Connection “Y” Vasca stretch.
2006
October 2011. Revision of the Trans-European Transport
Network. The inclusion of the Y Vasca within Corridor 7
Lisbon-Strasbourg is ratified.
2010
18th April 2012. First stretch completed in Gipuzkoa:
Ordizia-Itsasondo.
2007
2008
2009
1 mars 2010. Premier tronçon terminé en Vitoria-Bilbao,
Arrazua/Ubarrundia-Legutiano sous-tronçon II.
23 novembre 2010. Approbation par le Gouvernement
basque du Protocole de collaboration avec le Ministère de
l’équipement, le Gouvernement de Navarre et le Gouvernement basque relatif à la rédaction de l’étude informative
du corridor ferroviaire de hautes prestations cantabriqueméditerranéen dans le tronçon Pampelune-Connexion « Y »
basque.
2011
Octobre 2011. Révision du Réseau transeuropéen des
transports. Est ratifiée l’inclusion du Y basque dans le
corridor 7. Lisbonne-Strasbourg.
2012
18 avril 2012. Premier tronçon terminé en
Gipuzkoa : Ordizia- Itsasondo.
37
3.
The New
Basque Railway
Network
3.1.
Configuration of
the network
The European Transport Policy
involves a major boost to railways, as the
most sustainable mode of transport.
_
The plan for the new network falls within the framework of the European Transport Policy, which gives a major boost to the railway system
in order to increase its competitiveness in comparison with the other
modes of transport, especially road, and contribute to establishing
sustainable mobility.
The Basque Y forms part of the Atlantic branch of the Priority Project
No.3, “High Speed railway axis of south-west Europe”, a key project
that guarantees the continuity of the Trans-European Railway Network
in the Iberian Peninsula.
Its strategic position in the Corridor, converts it into a fundamental
element in the “key trans-border link” VITORIA-DAX.
38
conFIguration of the network
The New Basque
Railway Network
3.
The Basque Y will involve the elimination of the
historical railway bottle-necks in the Basque Country
_
On a Spain-wide scale, the new infrastructure is included within the
high performance network of the Plan Estratégico de Infraestructuras
y Transporte (PEIT) (Strategic Infrastructure and Transport Plan) of the
Ministry of Public Works, within the Atlantic axle, and gives continuity
to the Madrid-Valladolid-Vitoria High Speed Line, extending it up to the
French border.
The Basque Y has been designed to operate on international gauge
track and with mixed traffic, that is to say, with passenger and freight
trains.
This double condition of mixed traffic and international gauge track
allows the definitive elimination of the gauge change in Irun-Hendaya,
and the consequent interruption in freight transport. It will resolve the
freight train problem in the ports of Orduña and Otzaurte, and the significant limitations to capacity and elevated maintenance costs involved.
Taking into account the complex geomorphological characteristics
and the valuable natural spaces in the Basque Territory, and with the
aim of minimizing impacts, a network has been designed with a minimal length, in a barycentric arrangement, and with branches located
in such a way as to take maximum advantage of the natural corridors
containing the most settlements.
39
3.
The New Basque
Railway Network
The New Network has been designed
The Y is configured like a
so as to avoid affecting the natural
three point star, with its end
parks in the Basque Country.
points in the capital cities.
_
_
The new network is configured like a three point star, with its end
points in the capital cities and the central nucleus located in the centre
of gravity, or barycentre, of a virtual triangle with vertices in the three
cities.
The new route has been designed for double
electrified track with an international gauge.
The new route has been designed for a double electrified track of
international gauge, complying with all of the technical specifications
of interoperability for multimodal corridors in the Trans-European Network TEN-T.
Being a network suitable for a mixed traffic of high speed passenger trains and freight trains, very demanding geometric parameters are
required of the route, with wide radii in the curves and much reduced
gradients.
In planning the route, the most demanding requirements relate to
the maximum velocity of the passenger trains.
In this case, the new lines have been designed for a maximum
velocity of 250 km/h, adopting parameters (radii, transitions and cants)
suitable for an operation that is compatible with slower freight trains.
40
_
The New Basque
Railway Network
3.
Basic Technical Characteristics Caractéristiques techniques de base
Traffic Trafic Mixed (Passenger and Freight)
Mixte (Voyageurs et marchandises)
Line Ligne Double Electrified Track
Voie double électrifiée
Track gauge
Écartement des rails
International Standard
1.435 m
Platform width Largeur de plateforme
14.00 m
Minimum radius Rayon minimum
3,200 m
Maximum gradient
Pente maximum
15 0/00
Electrification Électrification 25 kV. Alternating current
25 kV. Courant alternatif
Signalling
Signalisation
ERTMS levels 1 and 2
ERTMS niveaux 1 et 2
The range of compatibility adopted, will allow maximum velocities of
between 230 – 250 km/h for the fastest trains, with minimum velocities of
90-110 km/h for the slowest trains. In consequence, a minimum radius
of 3,200 m in plan view has been adopted and a maximum gradient of
160 mm, although in one interchange stretch the radius is 2,200 m.
In terms of the elevation view, the route is conditioned to cope with
the heaviest trains, for which reason the maximum gradient has been
generally limited to 15 thousandths, with exceptional cases involving
short stretches of special difficulty limited to18 ‰.
The complex geography of the Basque Country makes the adaption
of the terrain to any route extremely difficult. This is a problem that intensifies in the case of a high performance railway infrastructure with very
strict route parameters. This difficulty makes it necessary to build a large
number of structures – tunnels and viaducts – in order to overcome the
topological barriers imposed by the territory.
This translates into more than 70% of the route of the Basque Y running through tunnels and across viaducts, with an unbalanced weighting
of 60% underground and 10% over elevated structures.
The complicated topography makes it necessary
The Basque Y will have more stretches
for a succession of tunnels and viaducts.
_
underground than the Bilbao Metro.
_
PERMEABILITY / PERMÉABILITÉ
TUNNEL
TUNNEL
VIADUCT
VIADUC
OPEN AIR
CIEL OUVERT
60% 10%
30%
41
3.
The New Basque
Railway Network
The interchange produces a large triangle
formed by the three junctions of the lines.
_
In this network of lines positioned in a
three point star, the fundamental element
is the central nucleus or interchange, made
up of a large triangle formed by the three
junctions that make all of the connections
between the Basque capitals possible.
This unique element is the most complex
and difficult to execute of the entire Basque Y.
Even if this central node could be considered conceptually as a point in which the
three corridors of the Basque network flow
together, the rigidity of high speed railway
42
routes converts it into a curvilinear triangle
of significant dimensions, with its vertices
located in the municipalities of Aramaio,
Atxondo and Bergara.
The interchange is located in the geographic centre of the Basque country aiming
for a barycentric position, in order to minimize the collective length of the new railway
network.
With a plan view, the interconnection triangle is established in an inverted position,
with its base of nearly 10 km in length tak-
ing an east-west orientation that runs parallel with the coast in an appreciable way,
and with its southern vertex positioned very
close to Mount Besaide, a point where the
three historical territories meet.
From an elevation view, the interchange
takes the form of a large intermediary platform between the levels at which end points
of the Network are established: The Llanada
Alavesa located at an approximate elevation
of 550 m, and the coastline where the two
coastal capitals are located, which is practically at sea level.
The New Basque
Railway Network
3.
The requirement to avoid level crossings makes it
necessary to carry out very complex works in the
junctions.
_
In this way elevations are formed which
descend from 375 m at the southern vertex,
a junction point for the lines to Bilbao and
San Sebastián, to 290 m at the western vertex located in Atxondo, and to 250 m at the
eastern end in Bergara, a convergence point
for the lines which from Vitoria and Bilbao
head towards San Sebastián, continuing
along the Gipuzkoa corridor.
It is precisely these ends of the interconnection triangle, junction-convergence
points for the different branches, that create an added difficulty for the interchange
by demanding that all of the movements
occur at different levels in a similar fashion
to motorway junctions.
The need to avoid level crossings of
the different railway branches, required for
routes designed for high speed, makes it
is necessary to carry out very complicated
works in the three junctions, contending with
the difficulties that the pronounced topography of these zones adds.
43
3.
The New Basque
Railway Network
Stations, terminals and sidings
3.2.
Stations, terminals
and sidings
The new lines gravitate around the
stations of the three capitals.
_
The passenger services of the new High
Performance lines in the Basque Country
gravitate around the stations of the three capitals. These principally service the populations
of their metropolitan areas which together total
almost 1.6 million inhabitants, representing
73% of the population of the Basque Country.
These three main stations are located in
areas with a high level of metropolitan and
regional accessibility.
In the cases of Bilbao and Vitoria two new
stations will be built which will remodel the
urban space of the cities. The first will be built
in its current location (Abando) and the second
in a new location (Lakua). In both city accesses,
the fissures caused by the railways will disappear as the lines are kept underground.
44
The New Basque
Railway Network
3.
Section of the platforms of
the future Bilbao station.
_
High Speed access in the interior level.
_
The access to the new railway network in Bilbao has
already been defined, shaping the collective rebirth of the
current stations of Abando and La Concordia, in order to
combine the entirety of track gauges and current operators
in a single space: the high speed line and the local services
from RENFE, FEVE and Euskotren. In this way, the future
station of Abando will give shelter to the new routes that
stem from the new infrastructure, which to briefly summarise, will include regional services for the Basque Country
(Vitoria and San Sebastian) and Santander, as well as long
distance services.
This action achieves, along with maximum optimization
of railway operational capacity, a demonstration of commitment to pedestrians through the generation of wide
green recreational spaces in the very centre of the city, as
well as new commercial uses.
Access for Euskotren/ FEVE and Renfe local services.
_
Accessibility to Abando station is optimized by its position in the urban centre and, in addition, its inclusion of
metro and tramway connections. Furthermore, it is interwoven into the road network in such a way as to avoid the
need for new large access axis to the city instead opting for
a medium sized road structure whose operation is based
on the capillaries of the existing road network.
The platforms, for a total of 16 tracks, are arranged
underground on two levels, eliminating the current railway platform through the covering of the current trench,
and optimizing the transversal permeability between El
Ensanche and Bilbao La Vieja.
Urban integration
of the new station
and volumetric
study.
_
45
3.
The New Basque
Railway Network
With regard to the new network’s access
to the city of Vitoria-Gasteiz, it has been
designed as part of a global action denominated the “Projecto de integración del ferrocarril en la cuidad de Vitoria Gasteiz” (Project
for integration of the railway into the city of
Vitoria Gasteiz), in which four fundamental
elements have been integrated: the routes of
the New Basque Country Railway Network,
the route for the Burgos-Vitoria stretch, the
current Madrid – Irun Iberian gauge line and
finally the Jundiz freight terminal.
Integration of the railway in Vitoria-Gasteiz.
The solution ultimately developed proposes the execution of a new route underground in a twin-tube tunnel, both for
passengers and freight, called the Lakua –
Arriaga solution, establishing the passenger
station in the area of the San Juan de Arriaga
Park (Lakua), close to the new bus station.
Thus, the land occupied by the current railway route will be freed up for inclusion into
the urban fabric, in this way erasing the fissure created by the railway running through
the city.
_
This new station, which is completely
underground, will have a total of 8 tracks
arranged across only one level. The two general UIC gauge tracks divide in the station
to form six tracks, two general tracks, and
four sidings, all with platforms. The double
Iberian gauge track is a through track and is
made independent of the passenger station,
in this way forming the freight link.
The solution is complemented with the
design of the route between the connection
with the Burgos –Vitoria HSL and the crossing of the N-1 motorway, which occurs before
the current Jundiz freight station to reserve
the functionality as well as the plot of land for
the future Jundiz Intermodal Terminal.
Section of the platforms of the new station.
_
46
The network also incorporates the Irún cross-border station, which
will be the object of an important transformation, as part of the measures
foreseen for the remodelling of the Irún – Hendaya Railway Complex.
This Project includes the construction of a new Intermodal passenger station in which the high speed line and the local lines of Renfe and
Euskotren will run together, enhancing the connectivity between them
and access for the territories of Bidasoa and the eastern zone of Donostialdea to the high performance services.
The Basque Y is completed with the construction of a new station
in Ezkio Itsaso, strategically located in the Alto Urola, very close to
Zumárraga.
Its location in the Beasain-Zumárraga axis, allows easy access for
the inhabitants of this section, but also for the main populations of the
Alto Deba and Urola Medio, located within an action radius of some 15
kilometres.
The New Basque
Railway Network
3.
In total, the population established in this area of influence exceeds
155,000, which represents 21.6% of the residents of Gipuzkoa.
The geographic circumstances of the new Ezkio Itsaso Station
confer upon it an added strategic value.
Its location, very close to the watershed between the upper basins
of the Urola and the Oria, converts it into the optimal interconnection node for the Basque Y with the future Navarro high performance
corridor.
This new corridor will allow the Basque Y to connect with Pamplona and the Valle del Ebro, and will search for a natural passage
between the protected spaces of Aizkorri and Aralar which does not
affect them.
The Ezkio Itsaso Station is strategically
located in the centre of Goierri.
_
The new network will interconnect the principal
zones of activity in the Basque Country.
_
47
3.
The New Basque
Railway Network
Looking at the sphere of freight transport,
the Y will connect with the Irún - Hendaya
Railway Complex, and will involve the initiation of an ambitious programme to remodel
the existing railway installations with the
aim of modernizing and freeing up marginal
spaces, and developing an important urban
regeneration operation.
However, the most notable actions in this
area relate to the construction of two new
multimodal terminals in Júndiz and Lezo,
which are included in the Plan Estrategico
para el impulso de Transporte Ferroviaro de
Mercancías (Strategic Plan to Boost Railway
Freight Transport).
The two new terminals are located in
zones where the Iberian and international
gauge railway lines converge in points which
are very well connected with the high capacity road networks and within an area of important logistical zones fully under development.
The Irun-Hendaya railway complex will be
These new railway installations are
adjusted to meet the new European design
criteria in order to guarantee interoperability
and allow the circulation of trains of 750 m
in length. Crucially, this will ensure that the
railway represents a competitive and more
sustainable alternative to the current system
of transport of goods which is excessively
dependent on roads.
The Trans-European Transport
Network will convert the railway into a
sustainable alternative to roads.
_
48
the object of an important remodelling.
_
The New Basque
Railway Network
3.
Railway terminal in the
Port of Bilbao.
_
In a second phase, the New Network will
allow an international gauge connection with
the Port of Bilbao Terminal, by means of the
Southern Railway Link, the initial stretch of
the future Cantabrian corridor.
This new connection will represent an
important eastern expansion of the hinterland
of the Port of Bilbao, bringing it significantly
closer to south-east France, the Valle del
Ebro and the Mediterranean.
Operational plan / Schéma fonctionnel
The new network, which will be suitable
for mixed traffic, will be used by train compositions that significantly differ in circulation
speed, forming a heterogeneous mesh of train
routes that will require different operations to
be carried out such as passings, crossings
and parking.
In addition, it must be guaranteed an optimal response from the railway system in the
face of the events that can occur during commercial operation.
Bilbao
Distance between P.L’s/ Crossovers/ Stations
Distance entre P.A.E.T./P.B./ Gares
Railway Crossover
Poste de banalisation (P.B.)
All of this demands the construction of
a series of railway installations that allow
organisation and flexibility during operation,
and that additionally, must be put at the disposal of the passenger stations and freight
terminals, whose location is determined by
commercial interests and the logistics of traffic capture.
Station
Gare
Passing Loop
Poste de dépassement et de
stationnement des trains (P.A.E.T)
Logistics Platform
Plateforme logistique
49
3.
The New Basque
Railway Network
Intermediary railway
crossover.
_
Passing Loop.
_
There are normally two types of installation along the new high
performance and mixed traffic lines: sidings or passing loops, and
railway crossovers.
The separation between them is determined by the characteristics
of the traffic expected, and is normally of around 25 – 30 km.
They also have railway points at both ends which allow access to
the siding tracks from the two general tracks, and in addition make
it possible to change tracks in order to be able to circulate in both
directions on either of them, taking advantage of the performance of
modern automatic reversible working blocks, especially for the resolution of incidences in train traffic scenarios.
These installations require straight alignments of at least 1,500
metres in length that must be established in open air, in stretches
with a constant gradient and minimal slopes (almost horizontal).
The most fundamental technical installations are the intermediary crossovers, which only consist of a double point, with railway
switches designed to allow a change of track at elevated speeds.
Of these installations, those on the largest scale are the passing
loops which contain a given number of siding tracks that depends on
the needs of the operation foreseen.
Its purpose is to allow the circulation in both directions along the
two general tracks, especially in order to resolve incidences that
occur during operation.
There are at least two sidings, one for each direction, which have
platforms and are have extended headshunts which allow the siding
of the trains without occupying the live passing lines.
50
The New Basque
Railway Network
Connectivity. Journey times
3.
3.3.
Connectivity.
Journey times
The Basque Country occupies a strategic position in the intersection of the Great North – South, Paris – Madrid - Lisbon Axis, with two
important transversal corridors: Valle del Ebro and Cornisa Cantábrica:
Functionally, it constitutes a large hinge which from its central position in this trans-European-border node has the purpose of connecting
the Atlantic Arc formed of, in addition to the Basque Country and Aquitaine, the communities of Cantabria, La Rioja and Navarra.
From this strategic position, the Basque Y forms a large railway node
in the north peninsular that articulates the New Spanish High Performance Network, and will make a more direct connection possible with
the Valle del Ebro and the Mediterranean, following the future Navarro
corridor via Pamplona.
The Atlantic branch of the Priority Project No. 3,
The Y joins together in a great hinge that
is the shortest route between Madrid and Paris.
connects the south of the Atlantic Arc.
_
_
51
3.
The New Basque
Railway Network
The Basque Y forms the principal
railway node of the Atlantic Arc.
_
The planned solution boosts the communications between the three
Basque Capitals, which will be connected by an intercity railway network of high quality.
Faced with the marginal role of railways in movements across
medium and long distances, the new high speed lines will offer connections with the main cities in our area, with quality services and journey
times that are very advantageous in comparison with road transport
and are even competitive with planes over some routes.
Furthermore, upon establishing a direct connection on international
gauge between Bilbao and San Sebastián, and the French border, railway connections for the Metropolitan Area and the Port of Bilbao with
the trans-European transport networks are highly improved.
Bilbao-Madrid
Bilbao-Paris San Sebastián-Madrid
San Sebastián-Paris Vitoria-Madrid
Vitoria-Paris
NEW RAILWAY NETWORK NOUVEAU RÉSEAU FERROV.
BUS
AUTOBUS
PLANE
AVION
2h. 40min.
4h.
2h. 45min.
3h. 40min.
2h. 10min.
4h.
4h. 15min.
12h.
5h. 15min.
10h. 30min.
3h. 45min.
12h.
1h. 40min.
2h. 20min.
1h. 30min.
-
Comparison of the journey times for
the connections with Madrid and Paris.
_
52
The New Basque
Railway Network
3.
Improvements in journey times in the
Basque Country - Aquitaine Euro-region.
_
Time to Bordeaux
Time to Vitoria-Gasteiz
The Basque Y will also make the railway an
efficient alternative to road transport in journeys
between the 3 capitals, offering frequencies and
times for journeys that are very competitive,
with quality services and guaranties of safety,
punctuality and comfort.
In turn, the incorporation of the international
gauge along the current San Sebastián-Irún corridor by means of the installation of a third rail,
achieved through the petition by Iñaki Arriola to
the Ministry of Public Works and approved in
July 2011 with Victor Morlans the Secretary of
State for Infrastructure, will allow the integration
of local railway services into the San Sebastián
– Bayona axis, forming an integrated system of
public transport for the Basque Euro-city.
Journey times between the
Basque capitals.
_
53
4.
The integral
management of
the project
4.1.
The Gipuzkoa stretch:
a combined effort
led by the Basque
Government
Ministry of Public Works
Ministère de
l’Équipement
Basque Government
Gouvernement
basque
Agreement / Convention
2006 / 04 / 24
24 / 04 / 2006
Technical committee
Commission technique
1. The collaboration agreement and commissioning of ETS
On the 24th April 2006 a framework agreement was reached for collaboration between the State General Administration, Basque Country
Autonomous Community and the Administrator of Railway Infrastructure (Spanish acronym: ADIF) in the construction and implementation
of the New Basque Country Railway Network.
54
This agreement aimed at establishing the conditions in which the
Ministry of Public Works and the Administrator of Railway Infrastructure
would entrust the Administration of the Basque Country Autonomous
Community with the drafting of the construction plans, the management of the construction, the hiring for and execution of the construction works and collaboration in the administrative management of the
expropriation proceedings corresponding to the construction work on
the Gipuzkoa branch platform.
The collaboration agreement
and commissioning of ETS
The integral management
of the project
The Gipuzkoa stretch: a combined effort
led by the Basque Government
For the success of this important work under the authority of the
Department of Transport and Public Works of the Basque Government,
there is the need for cooperation from the public company administrating
the railway network in the Basque Country, Euskal Trenbide Sarea (ETS),
as well as the contribution of all the skills and effort of the engineers and
builders in the construction sector in the Autonomous Community, and
the rest of the State.
4.
For this reason, on 27th June 2006, the Basque Government entrusted
ETS with carrying out particular activities relating to the construction of
the “Basque Y”. Specifically, this involved the drafting of the construction
plans as well as the management of the construction works, the provision of the necessary technical assistance, the maintenance of the office
of administration of expropriations, and collaboration in the administrative management of the expedient expropriations corresponding to the
construction of the platform for the Gipuzkoa branch of the N.B.C.R.N.,
formed between Angiozar (Bergara) and Irun.
Functional model / Schéma fonctionnel
Donostia /
San Sebastián
Irun
Lezo
11,0
Ugaldetxo
Bilbo / Bilbao
Amorebieta
29,4
16,3
16,7
Durango
Elorrio
16,0
Aramaio
28,7
Tolosa
Bergara
26,2
20,3
Ezkio / Itsaso
14,0
Legutiano
16,7
Distance between P.L’s/ Crossovers/ Stations
Distance entre P.A.E.T./P.B./ Gares
Railway Crossover
Poste de banalisation (P.B.)
15,5
Jundiz
6,0
Vitoria / Gazteiz
Station
Gare
Passing Loop
Poste de dépassement et de
stationnement des trains (P.A.E.T)
Logistics Platform
Plateforme logistique
55
4.
of the project
The collaboration agreement
and commissioning of ETS
Environment
Geology & geotechnical
Prevention
Health & Safety
Administration
Draughtsmen / women
Environnement
Géologie et géotechnique
Prévention
Sécurité et santé
Administratifs
Dessinateurs ind.
Presidency
Présidence
Executive Vice Presidency
Vice-présidence exécutive
Dir. Innovation, Quality &
Environ. & International Dev.
Dir. Innovation, Qualité et
Environ. et Dév. international
Dir. Strategic
Planning
Dir. Projets
stratégiques
Projects
Projets
Construction
Works
Ouvrages
Project
Directors
Directeurs
de projets
Directors of
Construction Works
Directeurs de
chantier
Deputy
Directors of
Construction Works
Adjoints à la
direction de chantier
Dir. Communications
Dir. Comunicación
ORP
Prév. des risques du travail
Quality
Qualité
Environment
Environnement
I+R+D
R&D+i
Prebentzio jarduketak
Actions préventives
Security
Sécurité
Preventative
measures
D. générale
corporative
D. General
D. générale
Integral Management
of Projects
Direction intégrale des
Projets
Dir. Installations
Dir. Installations
Dir. Planning
& Projects
Dir. Planification
Et Projets
Corporate
D. General
Secrétariat général
Dir. Construction
Dir. Construction
Dir. Strategic
Planning
Dir. Projets
stratégiques
The Strategic Planning Management was
formed within the public entity ETS to this
end, with responsibility for the actions relating
to this new infrastructure, and with the aim of
carrying out the integral management of the
works in order to achieve the aim of planning
and building the most important infrastructure to be seen in the Basque Country in the
coming years.
In order to be able to carry out this job,
it is first of all necessary to draft the basic
56
Dir. Financial
Dir. économique et
financière
Dir. Human
Resources
Dir. R.H.
Dir. Purchasing
Dir. Achats
plans and corresponding construction plans,
adding detail to the initial design of the infrastructure defined in the Investigative Study
that was approved in November 2000 following the approval of the corresponding Declaration of Environmental Impact in October
2000.
To this effect and with the aim of creating
a strip of land reserved for the placement of
this infrastructure, in February 2001 approval
was given to the Sectorial Territorial Plan for
Operation
Dir. Exploitation
the Railway Network in the BCAC. Approval
came by means of Basque Government
decree 41/2001 of 27th February. This followed analysis by the Basque Country Territorial Distribution Committee, who gave their
unanimous approval in the session of 15th
February 2001. All of the administrations with
urban authority were represented, including the Association of Basque Municipalities
(Eudel) representing the local councils.
Organisation of projects and
construction works
of the project
4.
2. Organisation of projects and construction works
Route and reach of the Y Vasca.
_
Taking into account the corridor’s length and
topography as well the need to undertake work
across multiple fronts simultaneously in order
to control the timeframe of execution, it is necessary to divide the corridor into more manageable slices on a technical and economic basis.
Thus the corridor was divided into 20 construction stretches with variable lengths of between
two and six kilometres according to the topographical characteristics present, with variable
budgets of between 45 and 190 million Euros.
The central sector is the first to be undertaken. The construction plans for these
stretches were drawn up by the Basque Government during the years 2003 and 2005, and
needed to be adapted to Adif’s criteria relating
to the General Instructions for platform projects, technical specifications, and updated to
reflect current prices.
Later the work continues on drawing up the
plans for the rest of the stretches. To do this
it is necessary to hire specialist engineering
companies from within the autonomous community and from the rest of Spain, by means of
the corresponding public tenders.
Route of the Bergara Lezo line.
_
57
4.
of the project
Organisation of projects and
construction works
Support services
Services d’appui
Support services
Services d’appui
Coordination
& monitoring
services
services de
coordination
et de suivi
Supervision &
quality control
Supervision et
qualité
Support services
Services d’appui
Studies &
projects
Études et
projets
Environment
Environnement
Management of
project
Coordination
& monitoring
services
services de
coordination
et de suivi
Direction du
Projet
Health
& safety
Sécurité et
santé
Expropriations
Expropriations
Construction
Construction
Support services
Services d’appui
Support services
Services d’appui
Support services
Services d’appui
In the construction phase, it is also necessary to contract different
specialist engineers, as well as construction companies, or temporary
partnerships of various companies, each one with specific functions:
• Support and supervision in the execution of construction works.
• Execution of the construction works.
• Adherence to the works’ health and safety plan.
• Environmental management of the construction works.
• Quality control.
• Management of necessary expropriated land.
It is necessary to name a person responsible in each stretch for
each one of these tasks. In each stretch the following positions are
essential:
• Director of construction works
• Chief of works
• Health and safety manager
58
• Environmental director
• Quality manager
Finally, mention should be given to the many other companies
involved in activities related to the Basque Y such as security companies, laboratories, surveying services, topography related services,...
The first step taken for each stretch involves the hiring of a company to draw up the construction plans and later another to supervise
the works as well as specialist support engineers and temporary partnerships of construction companies needed for the execution of the
construction works. All this involves the introduction of a large quantity
of personnel, machinery and tools to the site, alongside the companies that form the management of the projects mentioned, working in a
simultaneous and coordinated fashion.
Construction plan
of the project
4.
3. Construction plan
The Basque Government is responsible for the administration of tenders for the
platform construction works on the different
stretches created along the Gipuzkoa corridor, advancing the costs of the works through
recourse to its own financial resources, and
later deducting these funds in quotas from
its contributions to the State Government in
line with the economic arrangement made
between both administrations.
However Euskal Trenbide Sarea (ETS) is in
charge of managing and hiring the assistance
necessary for the supervision and execution
of these construction works, in accordance
with the construction plans approved and to
the quality prescribed in them, while complying with current regulations.
In accordance with the agreement signed,
the approval of the Investigative Study and
construction plans for the New Basque
Country Railway Network corresponds to
an organisation with the relevant authority in
the State General Administration, which also
exercises a supervisory role and receives the
works once completed.
Thus it is Adif that is entrusted with this
responsibility, and must supervise the execution of the works to ensure that the construction plans approved for the platforms
are adequately carried out. It also authorises
the drafting of possible modifications which
then come under the remit of an inspector
named to this effect by the Ministry of Public
Works. Adif receives the construction works
once completed in order to continue with
the work associated with the superstructure
projects (tracks, electrification, signalling,
substations, and safety and communication
stations) under their authority.
In 2007, the Basque Government invited
tenders for the first stretch of platform of the
Gipuzkoa corridor of the “Basque Y”, the
Ordizia-Itsasondo stretch whose construction began in 2008.
State of the platform
construction works in
March 2013.
_
59
4.
of the project
This structure of inter-institutional relationships demands a clear will to understand and
find agreement among the different public entities and between both governments.
As can be appreciated in the attached
graphics, following some difficult and complex beginnings, including the assassination
by ETA of Inaxio Uria, the Gipuzkoa developer,
the relationship and pact between President
Patxi López and President José Luis Rodríguez
Zapatero of the State Government that began in
mid-2009, involved a well-defined and decided
commitment to the drive forward the most
important infrastructure project in the Basque
Country
Eraikuntza plana
LENGTH (KM)
LONGUEUR (KM)
BOE DATE DATE BOE 1
Bergara - Bergara
3.16
01 / 11 / 2010
100.65
Bergara - Antzuola
4.29
16 / 12 / 2009
125.07
Antzuola - Ezkio/Itsaso (west / ouest)
3.56
04 / 09 / 2010
128.90
Antzuola - Ezkio/Itsaso (east / est)
3.40
30 / 10 / 2010
133.05
Ezkio/Itsaso - Ezkio/Itsaso
2.84
10 / 09 / 2011
58.96
Ezkio/Itsaso - Beasain
2.49
08 / 06 / 2010
61.45
Beasain (west / ouest)
1.87
26 / 06 / 2009
44.45
Beasain (east / est)
2.16
10 / 02 / 2009
47.34
Ordizia - Itsasondo
2.86
08 / 09 / 2007
60.29
Legorreta
3.59
28 / 04 / 2009
78.07
Tolosa
3.79
23 / 06 / 2009
84.97
Tolosa - Hernialde
3.81
31 / 07 / 2010
112.48
Hernialde - Zizurkil
5.87
23 / 01/ 2012
169.01
193.58
Zizurkil - Andoain 4.97
08 / 09 / 2011
Andoain - Urnieta 2.81
04 / 09 / 2010
80.07
Urnieta - Hernani 5.25 04 / 09 / 2010
144.97
Hernani - Astigarraga
2.48
08 /09 / 2011
76.50
Astigarraga - Lezo (2 stretches / tronçons)
9.50
-
-
68.70
Total ETS Gipuzkoa
60
Bulletin officiel de l’État (Espagne)
ANNUAL PAYMENTS ACUMULATED IN THE CONSTRUCTION OF THE
NBCRN PLATFORM IN THE HISTORICAL TERRITORY OF GIPUZKOA ANNUALITÉS ACCUMULÉES DANS LES TRAVAUX DE PLATEFORME DU
NRFPB SUR LE TERRITOIRE HISTORIQUE DE GIPUZKOA
1000_
_18
17
906,5 _16
800_
_14
13
700_
_12
11
600_
_10
565,5
500_
_8
400_
5
300_
The current situation on all of the stretches
under the authority of the Basque Government,
allows us to forecast that the objective framed
for the connection by high speed railway of the
three capitals in the Autonomous Community
by 2016, will be met. This means that the three
historical territories will be equipped with a new
high performance infrastructure for mixed traffic
within a reasonably short timeframe.
1,699.80
1
900_
Over recent years, the Department of Housing, Public Works and Transport, led by Iñaki
Arriola, has awarded the construction works
for16 stretches, all now under construction,
including 2 which are already completed,
achieving an irreversible development in the
Basque Y.
BUDGET (ME)
Appel d’offres (ME)
_6
281,5
_4
200_
100_
0_
1
2008
_0
2009
Nº OF STRETCHES / Nº DE TRONÇONS
Nº OF STRETCHES / Nº DE TRONÇONS
68.7 km
_2
56,5
6,5
19
ANNUAL PAYMENTS ACCUMLATED
ANNUALITÉS ACCUMULÉES
2010
2011
STRETCHES IN CONSTRUCTION
OR COMPLETED
TRONÇONS EN EXÉCUTION OU
TERMINÉS
2012
AWARDED / ADJUGÉS CONSTRUCTION / EXÉCUTION
COMPLETED / TERMINÉS
17 (89%)
15 (79%)
2 (11%)
AWARDED / ADJUGÉS CONSTRUCTION / EXÉCUTION
COMPLETED / TERMINÉS
59 km (86%)
54 km (79%)
5 km (7%)
Landscape and environmental insertion
The Gipuzkoa accent
of the project
4.
4.2.
The Gipuzkoa accent
1. Landscape and environmental insertion
In today’s world, transport infrastructure cannot be conceived without first studying and understanding the territory which will host it. This
is understood in terms of a multidimensional space determined by concrete physical, ecological, economic, cultural and social determinants,
to which it is necessary to give an adequate weighting in the making
of decisions.
Current spatial planning and environmental assessment techniques
and instruments have helped to widen the field of vision of the professionals that participate in the formation of the infrastructure plans,
opening the way for the contribution of knowledge from very different
disciplines. With this has come an understanding that the environmental variable, along with the socioeconomic and operational variables,
allow one to confront the resolution of problems with a wider perspective and collective vision.
With this consideration in mind the New Basque Country Railway
Network has been planned above all taking into account the special
morphostructural and environmental characteristics, and the complex
occupation of the territory that exists in the Basque Country, or to be
precise, in the historical territory of Gipuzkoa. For this reason between
the years 2003 and 2004 the Basque Government contemplated the
elaboration of a standardised system with various criteria of landscape
and environmental harmonisation that were gathered in the “Instrucción paisajística y de infraestructuras de la Nueva Red Ferroviaria del
País Vasco” (Landscape and infrastructure instructions for the New
Basque Country Railway Network), as a complement to the Declaration
on Environmental Impact of 2000 and the approval of the Investigative
Study that took place in 2001.
61
4.
of the project
The Gipuzkoa accent
Engineering
Ingénierie
Drafting of the
basic plan
Rédaction du
Projet de base
Design criteria
Critères de conception
• Confirmation compliance D.E.I.
•Vérification respect D.I.E.
• Verification compliance
Landscape and Environmental
Instructions
• Vérification respect Instruction
paysagère et environnementale
• Suggestions for improvements
to design
• Suggestion d’amélioration en
conception
• Proposition mesures correctives
• Proposal of correct measures
Drafting of the
basic plan
Rédaction du
Projet de construction
Verification of plan and correct measures
Vérification de conception et de mesures correctives
Specific annexes / Annexes spécifiques
Environmental integration
Intégration environnementale
• Environmental integration
• Compliance with D.E.I.
• Correct measures
• Programme Environmental
Vigilance in Construction
•Respect de D.I.E.
•Mesures correctives
•Programme Surveillance
environnementale en chantier
Study of materials
• Reutilisation of materials
Plan approval
Approbation Projet
Assets and rights affected
• Compensation measures
agricultural land
Études de matériaux
•Réutilisation des matériaux
Biens et droits affectés
• Mesures compensatoires sols
agricoles
Tender for works
Appel d’offres des travaux
Improvements to Plan for Environmental Vigilance,
as criteria of adjudication
Améliorations en Plan de surveillance environnementale
comme critère d’adjudication
Adjudication of works
Adjudication des travaux
Contractor
Maître d’ouvrage
62
•Approval of Plan for
Environmental Vigilance
•Approbation du plan de
surveillance environnementale
•Verification of compliance with
Plan for Environmental Vigilance
• Vérification du respect du Plan de
surveillance environnementale et
des mesures correctives
The Gipuzkoa accent
of the project
4.
Example of documentation
for a stretch of the Basque
Y in which the impacts
generated are identified and
solutions are proposed.
_
The objective of the aforementioned
Instructions is to help define the project solutions that could best integrate good environmental practices, from the point of view of
the treatment of impacts upon weaving all
elements of the infrastructure into the landscape, and to make those drafting the plans
aware of the need to incorporate the environmental parameter into the drafting process
from the start.
Evidently, to carry out these objectives
it is always necessary to invest time and
resources in carrying out preliminary stud-
ies of character that allow the understanding
of each and every one of the environmental
determinants.
The analysis of these studies, along with
those specifically for the design of railway
routes has served as a basis for establishing the different project solutions, following a
criteria of functional-territorial-environmentaleconomic and construction procedure justification.
route in plan and elevation view, taking into
account the strict geometric conditions that
apply in the case of a high speed line. In particular, and with regard to solutions and proposals
of an environmental and territorial character,
standards have been considered which arose
out of previous experience with environmentally suitable infrastructure materials.
The proposals for solutions to the problems
identified refer in the majority of cases to the
63
4.
of the project
The Gipuzkoa accent
Criteria for harmonisation of
tunnels and viaducts.
_
Based on the information gathered in the environmental studies carried out and taking into account the route and the zones that it crosses,
the Landscape Instructions establish general criteria to be considered
when defining the defensive measures against erosion, environmental
recuperation, and landscape integration during construction, as well as
specific criteria for the design and integration of the cuts and fills, viaducts, margins and riverbanks, cut-and-cover tunnels, tunnel mouths
and adjacent slopes, trenches and banks, surplus material dumps, water
channels and drainage, as well as specific zones (construction installations, temporary and permanent access roads) and anti-noise barriers.
64
In reality, it is expected that these themes be addressed from the
development stage of the construction plans, in such a way that the
railway sections that are initially determined by the definition of the route
can be developed on the basis of a coherent logic of environmental and
landscape integration into new sections that allow improved conditions
of integration.
The Gipuzkoa accent
of the project
4.
Photomontage of the solution
ultimately proposed.
_
Extract from the solution in the
Investigative Study for the zone
around the Neighbourhood of
San Esteban.
_
1.1. Application in the Tolosa-Hernialde stretch
The plan for landscape or environmental compatibility with the terrain is a fundamental part of the first documents of approval for any
infrastructure. For the Tolosa stretch, its complex location close to
the city has been treated as a basic element in the development of all
phases of the construction project.
The plan view and height above the ground of the planned route has
been lightly revised, transforming the enormous trench proposed in the
Investigative Study, into a balanced succession of artificial or bored
tunnels, and viaducts, which keep the topography formed by a series
of mountains and valleys at the forefront.
Due to the proximity and visibility of the stretch from Tolosa, an
understanding of the dynamics of the urban environment and the combination of the consideration of technical factors and factors relating
to the integration of the route with other desirable actions have been
sought: the recuperation and transformation of the space abandoned
by the San Esteban quarry into a forest park in line with the future
urbanisation of the left margin of the River Oria; the establishing of new,
and improvement of currently unviable routes between the city and the
mountain; the proposition of solutions to establish a route that leads to
the improvement of the existing infrastructure affected, etc.
65
4.
of the project
The Gipuzkoa accent
Environmental factors.
_
1.1.1. Environmental determinants
In a first approximation and before defining the detail of the route
on a construction level, an exhaustive study of the environmental and
territorial factors that characterise the area is carried out with the aim
of identifying the principal determinants and adjustments necessary in
plan and elevation view in order to improve the integration of the design
into the territory. From this analysis different adjustments are derived
from the following observations:
· Effects on an oak wood qualified as a Zone of Environmental
Improvement by the “Avance del Plan Territorial Sectorial del área
funcional de Tolosa” (Preliminary report on the Territorial Sectorial
Plan for the Tolosa Section). This category applies to woods that
have suffered reversible modifications in character, and its criteria
of intervention relate to the conservation and regeneration of the
ecosystem. This therefore led to the realisation that it was neces-
66
sary to look for a new solution and another type of structure that
could provide compensation for this intervention.
· In the study of structural typology it would be necessary to take
into account the occupation of land of high agricultural value, in
addition to the need to guarantee the protection of public water
resources and riverbank vegetation with the minimum number of
piers in viaducts.
· The numerous springs and water sources demonstrate the permeable character caused by the fissuration of materials which contain
aquifers of a high and very high vulnerability. This is something
which was going to determine the construction process of the tunnels, limit the location of the auxiliary elements for construction,
and create the need to adopt various preventative and corrective
measures to guarantee the supply of the existing wells and the
quality of the subterranean water.
The Gipuzkoa accent
of the project
4.
1.1.2. Compatibility of infrastructure and
territory. Solution adopted.
In a second phase, and as a consequence
of all of the determinants identified previously, the placement of the planned route
proceeded. It was justified as being necessary to slightly move the site with respect to
the Investigative Study in its path through the
San Esteban quarry, with the aim of separating the railway platform from the urban centre of Tolosa and minimising the effect on the
many farmhouses and homes in the zone,
maintaining at all times the functional and
geometric requirements of the route for the
Tolosa railway crossover.
The height above ground level was also
adjusted with the aim of achieving a better
integration into the topography of the terrain and so minimise the visual impact of the
stretch from Tolosa.
The passage through the San Esteban
quarry was ultimately resolved with a viaduct
superimposed on a filling which is supported
on the lower terrace of the old quarry and
which partially hides its piers, allowing the
later plantation of oaks to return the current
“woody” aspect. In this way a reduced visual
impact from the urban centre of Tolosa and
from the footpath that runs parallel with the
River Oria is achieved, avoiding at the same
time any effect on the ADIF Madrid- Irun line.
Section proposed for the
San Esteban viaduct.
_
Photomontage of the solution
ultimately proposed for the old
San Esteban quarry zone.
_
Finally, a consensual solution was sought
to the problem of the location of surplus
material with the local councils affected. This
consisted in the movement of the left over
material to the Apattaerreka thalweg for the
widening of the existing industrial zone.
67
4.
of the project
The Gipuzkoa accent
Salubita Viaduct.
_
The environmental and landscape suitability measures adopted for
the new infrastructure in this stretch are described next:
·Protection and conservation of the land and vegetation: All of
the topsoil excavated is reused and gathered into ridges in specific
zones; in addition a soil sowing process occurs in order to avoid the
degradation of the original structure due to compression. With the aim
of impeding more effects on the surrounding vegetation, a perimeter of
stakes and fencing is installed in addition to the placement of splints
around the trunks of the closest trees.
· Protection of the fauna. The study of the fauna revealed that there
are neither effects of special importance nor a barrier effect. However,
with the aim of preventing any type of effect on the breeding periods of
any relatively remotely located species (Egyptian vulture, peregrine falcon, sand martin, and Eurasian hobby), the use of explosives is limited
in the trench and tunnel mouth excavation zones.
68
· Protection of the hydrological system and water quality. The
abutments and piers of the viaducts remain outside of the public water
resource domains and easement bands, and are more than five metres
from riverbank vegetation. New channelling is planned following the
indications of the Basque Water Authority. Other preventative measures
are planned: the installation of barriers for the retention of sediments;
the monitoring of springs near to the planned route; the installation of
lamellar settling tanks in the tunnels; the impermeabilisation of auxiliary zones. For the operational phase, retention deposits are installed
in order to store the liquids accidentally spilled by the freight traffic in
the mouths of the tunnels, below the San Esteban viaduct, and in the
Arane trench.
· Protection of heritage and archaeology. Based on a documentation study and an intensive archaeological inspection, it is concluded
that only the necessary demolition of the Arane Farmhouse constitutes
a critical impact. In accordance with the technicians of the Provincial
Council of Culture, a compensatory measure is carried out before the
The Gipuzkoa accent
of the project
4.
Sequence of photos of the south
face of the Arane farmhouse.
_
Photos of the spring-trough
beside the Arane farmhouse.
_
beginning of construction work. This involves the documentation of
possible elements associated with the structure that are not currently
visible, and others such as the chalk quarry, the spring-trough and the
path of water linked to it which today can only be intuitively identified
due to the vegetation masking it, as well as manual surveys aimed at
documenting the original foundations of the farmhouse, the collection
of data on the size and position of its various faces, and clarification of
its chronology.
· The prevention of noise in inhabited areas and in zones of fauna
related interest. During the drafting phase of the plan a campaign to
measure current noise levels and a prediction of emissions was carried
out. It was concluded that in order to comply with the current legislation relating to noise it was necessary to place acoustic insulation in
the mouths of the tunnels and install acoustic screens on the viaducts.
A study of vibrations was also carried out in which it was concluded
that the limits framed in the current legislation would be complied with.
69
4.
of the project
The Gipuzkoa accent
Environmental integration of
the tunnel mouths.
_
Example of the final state of a high
speed tunnel mouth.
_
· Environmental recuperation and integration into the landscape
of the construction. The restoration treatments have been defined
while taking into account the ecological and landscape characteristics
of the surrounding area. Native species of vegetation are used with the
aim of guaranteeing the success of the treatments and reducing the
costs of maintenance.
In order to facilitate the contribution of the topsoil and its later revegetation, the fillings are planned with a section of type 3H:2V.
For the rock banks and rock fill walls a section of 1H:1V is chosen,
reducing in this way the space they occupy. However, for the later restoration treatment it was necessary to provide them with support from
a tri-dimensional nylon mesh anchored in place to hold the topsoil. This
is necessary for the planned hydro-seeding.
70
Special treatments were chosen for some zones such as the filling
below the San Esteban viaduct, the tunnel mouths, the fillings of the
cut-and-cover tunnels, the Arane trench, the viaduct shadows, areas of
recuperation of temporary construction work roads, stretches of road in
disuse and zones effected by the auxiliary installations of construction.
For example, in the case of the tunnel mouths, the plan foreseen
involved attaching a cut-and-cover tunnel to the bored tunnels in order
to support a filling of earth with rock banks 3H:2V and reinstate the
original gradient of the slope. Topsoil is provided on top of the filling
and a process of hydro-seeding takes place. Finally the plantation of
trees and bushes is carried out, creating a formation prepared for its
future agroforestry use and in accord with the vegetation that predominates across the landscape on the slopes of Tolosaldea.
of the project
Reutilisation of materials
The Gipuzkoa accent
4.
2. Reutilisation of materials
2.1. SUSTAINABILITY CRITERIA
In agreement with the criteria set out by the Plan Director del Transporte Sostenible del Gobierno Vasco (Basque Government Sustainable
Transport Management Plan), the construction of transport infrastructure should be implemented with parameters pertaining to sustainability
and environmental protection.
With the aim of compliance with these directives and in particular,
of minimising the need for surplus material deposits and reducing the
need for excavation of filling materials and live quarries, from the start
both ETS and the Basque Government proposed that the new Basque
Country railway system in the Gipuzkoa corridor, should aim to reuse the
materials resulting from excavation during platform construction works.
Construction Projects
Projets de construction
With the ultimate aim of minimising the surplus materials left over
from construction works the following lines of action were developed
with the intention of optimising the need for these surplus deposits:
• To minimise the surplus material from excavation, achieving a balance between environmental integration of the excavations and the
generation of materials for the construction work itself.
• To reuse the materials generated by the excavations wherever possible; this could be in the construction itself, or in unconnected
construction projects lacking materials.
• To utilise excavated material as raw material in industrial and agricultural situations.
• To restore mining operations and abandoned quarries.
Other sources
Autres sources
Excavation materials / Matériaux d’excavation
• Identification
• Quantification
• Characterisation
• Reutilisation options
• Identification
• Quantification
• Caractérisation
• Alternatives de réutilisation
Contractors / Maîtres d’ouvrage
• Excavation programme
• Characterisation
• Quantification
• Needs for reutilisation in
construction works
Execution of
construction
Réutilisation en
chantier
• Programme d’excavation
• Caractérisation
• Quantification
• Besoins pour réutilisation
en chantier
Execution in
construction
Réutilisation sur
d’autres chantiers
Execution in
unconnected works
Réutilisation en
chantiers externes
Management of materials
Gestion des matériaux
Restoration of quarries
and dumps
Restauration
carrières et décharges
Restoration of
quarries and dumps
Réutilisation
industrielle/ agricole
Surplus deposits
Dépôt excédents
71
4.
of the project
The Gipuzkoa accent
2.2. FORMATIONS PRESENT IN THE CORRIDOR
Lutites and sandstones
Lutites et Grès
Marls and calcareous flysch
Marnes et Flysch calcaire
Limestone
Calcaire
Ophites and volcaniclastic rocks
Ophites et Roches volcaniques
Soils and variegated clays
Sols et Argiles bigarrées
Given the length of the Gipuzkoa corridor and the variety of lithologies present, a summary of the materials traversed by the corridor
has been produced in accordance with the reutilisation possibilities in
order to make an analysis of the reutilisation of materials proceeding
from excavation.
Summary of the lithologies
present along the route of the
Gipuzkoa line.
_
• Lutites and sandstones (detritic flysch and black flysch)
This is the formation that is most prominent along the route.
Composed of alternating lutites (80%) and sandstones (20%),
and sporadically small levels of conglomerates.
These materials can be used in the core of an embankment, and
to improve paths and forestry trails. They can first of all be used
in the execution of the construction works, and later for agricultural operations.
72
• Marls and calcareous flysch (calcareous flysch and detritic
calcareous flysch)
This is a group of rocks with a significant calcium carbonate
content that includes marlstone, calcareous marlstone and
marly limestone.
Equally as in the case of lutites and sandstones, this material has
the potential to be used in levellings, as the core, embankment
foundation or in raised levels, albeit in this case with greater
demands. It can also be used in the restoration of paths and
tracks.
of the project
The Gipuzkoa accent
It is possible to use it in the industrial sector; by mixing it with
limestone it can be used in the production of cement and to
generate a good quality cement powder.
4.
This type of rock can be employed as a high performance material but the material present in the corridor presents a high grade
of micro-fissuring which makes it unusable in these applications.
Nonetheless it is valid for almost any level of an embankment.
• Limestone
• Soils and variegated clays (Trias)
Limestone is a sedimentary rock formed of calcium carbonate.
Marly limestone which also contains a high percentage of calcium carbonate is also included in this group.
This is a resource that is abundant in the Basque Country, with
a large quantity of applications. The construction sector is the
principal customer. It is used in the production of aggregates,
cement, as well as asphalt limes and conglomerates. It can also
be used in levellings at practically all levels, and furthermore, in
rock fills and rock fill walls, etc.
• Ophites and volcaniclastic rocks
Included within this group are the rocks of volcanic origin. Principally this means altered ophites, although ribs of volcanic rock of
other origins have also been detected.
Under this category formations of very different origins and compositions have been included, but in all cases with the shared
characteristic of forming levels of loose material.
These are principally quaternary superficial formations (topsoil,
alluvials, colluvials, eluvials, descalcification clays, anthropic fillings, etc.) and Triassic variegated clays.
These materials have a high grade of moisture, heterogeneity,
and clay content, reasons for which they cannot be considered
highly usable.
The topsoil can be employed for the covering of banks with
an eye to the future return of vegetation as included within the
measures of environmental restoration. It will be possible to reutilise the argillaceous levels as a seal and impermeable layer over
surplus deposits and abandoned mine operations.
Characterisation of materials Caractérisation des matériaux
Soil and Variegated
Clays (Trias)
Sols et Argiles
bigarrées (Trias)
Ophites and Volcanic Rocks
Ophites et Roches volcaniques
Limestone
Calcaire
14%
8%
47%
10%
Lutites and Sandstones
Lutites et Grès
21%
Marlstones
Marnes
73
4.
of the project
The Gipuzkoa accent
2.3. MANAGEMENT OF MATERIALS
ble excess of material being produced. It is estimated that the reutilisation of materials in the stretches of the corridor itself is around 15%.
In any civil engineering project the primary objective during design
is to achieve a balance of the land in relation to the construction itself
and/ or together with adjacent works when there are various stretches
as in the case of the new railway network. However this solution is
difficult to achieve in high speed railway routes which are determined
by the need for a wide radius in plan view, and reduced longitudinal
gradients, that added to the mountainous topography, as is exactly the
situation along the Gipuzkoa corridor, results in around 70% of the corridor running through tunnels. Although this solution is better than the
open air trench option due to its lesser impact on the environment and
lower volume of surplus material generation, it still involves an inevita-
The management of materials aims to take advantage of this surplus of materials proceeding from the different stretches, and use them
in the construction work and/ or adjacent works. In addition to the filling of the necessary thalwegs in compliance with the environmental
requirements fixed by the relevant authorities, and improving the surface of these to facilitate the later exploitation of them, the intention has
been to reutilise the rest in accordance with the characteristics of the
formations passed through and possible exploitations, as described in
the previous chapter.
Reutilisation of materials Réutilisation des matériaux
Reutilisation in
construction work
Réutilisation en
chantier
•Fillings (embankments,
rock fillings, over
cut-and-cover tunnels)
•Prepared subgrade
•Sub-ballast
•Ballast and granular
layers
•Rock fills for
protection of banks
•Rock fill walls
•Topsoil
74
Reutilisation on other
stretches
Réutilisation dans
d’autres tronçons
•Comblements (remblais,
remblais de pierre, sur
faux tunnels)
•Couches de forme
•Sous ballast
•Tout-venants et couches
granulaires
•Enrochements pour
protection des talus
•Murs d’enrochement
•Terre végétale
Reutilisation in unconnected construction work
Réutilisation en
chantiers externes
Quarry and mine
restoration
Restauration carrières
et mines
Industrial / Agricultural
reutilization
Réutilisation
industrielle / agricole
•Urbanisation fillings
•Ballasts and granular
layers
•Stabilised soil
•Creation of agricultural soil
•Aggregates for concrete and
conglomerates
•Production of cement clinker
•Comblements
urbanisation
•Tout-venants et couches
granulaires
•Sols stabilités
•Création de sol agricole
•Granulats pour bétons et
agglomérés
•Fabrication de clinker de
ciment
Surplus deposits
Dépôt excédents
2.4. REUTILISATION IN CONSTRUCTION
WORKS
The first option at the time of drafting the
construction plans was to minimise the surplus materials from excavation, achieving
equilibrium between the environmental integration of the excavations and the generation of materials for the work itself.
Therefore, the first exploitation of excavation materials is employment in the fillings
that are executed as part of the construction work itself. This includes fillings applied
The Gipuzkoa accent
to artificial tunnels, in the cores, cementing and crowning of embankments, for the
railway line itself, as well as in the service
tracks, roads, fillings for the repositioning of
channels, execution of rock fillings, production of concrete, and surfacing of provisional
access roads etc.
Once the necessities of the construction
work itself have been satisfied, the second
option when trying to minimise the surplus
materials to be taken to the surplus deposits has been the reutilisation of them in any
other stretches of the corridor demanding
Cut-and-cover tunnel awaiting covering
Infography of the final
with surplus material in Tolosa.
situation.
_
_
of the project
4.
these materials, where they are used for the
same purposes as in the stretch itself.
The materials have also been reutilised
in construction works unconnected with the
corridor in similar ways to those that exist on
the corridor itself, essentially in fillings and
embankments. This has come about out in
the case of the public entity ETS-RFV whose
need for filling materials arises from the
execution of fillings for construction works
carried out for the Basque Government and
on its own network. The materials are also
needed by projects from other developers in
Gipuzkoa.
75
4.
of the project
The Gipuzkoa accent
2.5. LANDSCAPE AND ENVIRONMENTAL
RESTORATION OF QUARRIES AND
MINES
Another of the principal destinations for the left
over material within the construction works on the
Gipuzkoa corridor is the landscape and environmental restoration and recuperation of abandoned
quarries and mines. Following are some examples
of these actions taken from particular cases in the
historical territory of Gipuzkoa:
Landscape
• Allegi quarry (Legorreta municipality)
The Allegi quarry is being reclaimed, for which
reason a part of the excavated material from
the tunnels on this stretch has been directed
towards the environmental replenishment of
this abandoned quarry facing the municipality of Legorreta. The aim is to renovate this
area both from the environmental point of
view and in terms of the visual landscape.
• Miraballes old gypsum mine (municipality
of Aduna)
In this case, an agreement has been reached
for the environmental and landscape recuperation of the old Miravalles mine between
the Departments of Transport, Industry, Innovation, Commerce and Tourism, and Environment, and the Aduna local council, with
the collaboration of ETS-RFV and by means
of the contribution of a significant volume of
surplus material from the new infrastructure
stretches being built in the surrounding area.
In the past this mine was used as a deposit
for residuals from the steel industry, and it
is currently causing pollution of the surface
water with leachites.
The technical solution proposed consists in
the sealing of the two mine openings and the
collapse and filling of the galleries. This is followed by banking up the terrain to achieve
the comprehensive recuperation of the entire
area which is currently much degraded.
76
integration of the
Allegi quarry.
_
Aerial view of the
Allegi quarry.
_
Miraballes (Aduna).
_
2.6. INDUSTRIAL AND AGRICULTURAL REUTILISATION
Within the actions involving exploitation by industry, it is worth
highlighting the collaboration between the ETS-RFV and Tailsa in the
expansion of the second phase of the Appata industrial area. This
involved the contribution of surplus material from the closest stretches
of the corridor with the aim of generating a large space of land for
industrial development.
This action is of vital importance for the industrial development of
the Tolosaldea territory, given that in this territory, as is the case for the
entire Gipuzkoa province, industrial land is scarce and very difficult to
find as hardly any locations remain available.
The Gipuzkoa accent
of the project
4.
This action benefits from the wide support of environmental organisations and the councils of the municipalities of Ibarra and Tolosa
where the industrial area is located.
Likewise, in various stretches the calcareous formations of limestone (principally) and marly limestone (secondly) have been reused
as a raw material in the construction sector both as aggregates for
concrete and also cement and derivatives. In many cases, in addition
to achieving the reutilisation of materials on the corridor it has been
possible to supply cement producers with this raw material, slowing
down the environmental impact of quarries and prolonging their useful
lives. It is worth mentioning as an example of this the exploitation of
material from the tunnel in the Andoain-Urnieta stretch in the quarries
of Rezola and San Jose, which fall within the boundaries of the municipalities of Andoain and Urnieta.
Route of the Zizurkil-Andoain and
Andoain-Urnieta stretch in which the state
of the Buruntza and San José quarries can
Filling for the expansion of
be seen.
the Apatta Industrial area.
_
_
77
4.
of the project
The Gipuzkoa accent
2.7. OTHER ACTIONS
In addition to the possible reutilisation of material mentioned previously, a study is looking at the possibility of actions to improve the
environment in the historical territory of Gipuzkoa in collaboration with
other organisations. For example:
• Goiburu (Urnieta)
This is a location previously filled as the result of uncontrolled
dumping which will be regularised and filled with surplus material
from the excavation of the Urnieta-Hernani stretch of the Gipuzkoa corridor, thereby restoring the environment and achieving a
perfect integration into the landscape.
Initial state of the
Goiburu filling site.
_
78
• Troya (Mutiloa) Mine
The galleries of the old Troya mine are currently flooded with water
directed from the mouth of the mine “with the aim of exploiting its
purifying capacity” to the sterile pool, which is currently contaminated with the heavy metals lead and zinc.
Currently, an action plan is being analysed that consists in carrying out the drainage of the pool and filling it with material. This is
a process that can exploit the surplus material from the nearest
stretches of the railway infrastructure under construction, and will
allow the recuperation of the surrounding environment affected by
this focal point of contamination.
The Gipuzkoa accent
of the project
4.
2.8. SURPLUS DEPOSITS
In those cases in which there are no viable
options available for the reutilisation of the surplus materials, the option chosen is to locate
them in the thalwegs in the areas surrounding
the construction works that are environmentally
suitable for the storage of surplus deposits. For
this it is necessary to comply with the regulations and gain the pertinent permissions of the
relevant environmental authorities in accordance
with “Decree 49/2009, of 24th February through
which the elimination of residuals through their
deposit in dumping sites and the execution of
fillings is regulated”.
Legorreta deposit for
surplus materials.
_
In this way, instead of widening the effects
with small widely dispersed deposits, it has
been decided to reduce their number by concentrating the materials in particular points. For
this reason it is necessary to find locations with
a large capacity, admitting only those locations
which are less sensitive from an environmental
point of view, and which comply with the relevant environmental regulations.
In those cases where it has been possible,
agreements have been reached with fill sites
that are already authorised, such as in the case
of the Igartzola fill within the municipal boundaries of Ezkio, which with a capacity of more than
2,000,000 million cubic metres has allowed the
elimination from the construction phase of 4
surplus deposits initially foreseen in the construction plans approved.
Muru surplus
material deposit.
_
In some cases the location chosen also
arises out of a request from a particular council
or land owner, whose aim is to improve the morphology of the terrain, and in this way achieve
zones that are perfectly integrated into the territory and suitable for agriculture or raising cattle.
Oiarbide (Legorreta)
filling site.
_
79
5.
The Gipuzkoa
corridor
5.1.
Characteristics of
the corridor
1. Geography and territory
IMPORTANT ELEVATIONS
MONTS IMPORTANTS
ALTIMETRIC DISTRIBUTION
DISTRIBUTION ALTIMÉTRIQUE
100m
200 m
300 m
400 m
500 m
600 m
700 m
800 m
900 m
1,000 m
1,100 m
1,200 m
1,300 m
1,400 m
1,500 m
80
1
10
14
44
46
60
70
41
25
27
33
34
6
6
0.20 %
1.98 %
2.77 %
8.71 %
9.11 %
11.88 %
87 17.23 %
13.86 %
8.12 %
4.95 %
5.35 %
6.53 %
6.73 %
1.19 %
1.19 %
SIERRA Sierra
ALTITUDE Utm x
Utm y
ALTITUDEutm x utm y
Aizkorri
Aizkorri
1,528 m
555136
4755824
Larrunarri / Txindoki Aralar
1,346 m
574432
4763936
Udalatx Udala
1,117 m
539687
4771134
Hernio Hernio
1,075 m
568964
4780283
Mandoegi
Adarra / Mandoegi
1,045 m
589060
4777700
Erlo
Izarraitz
1,026 m 558561
4784211
Erroilbide
Aiako Harria
837 m 598655
4793020
Adarra
Adarra / Mandoegi
811 m
584466
4784481
Geography and territory
Characteristics of the corridor
The Gipuzkoa corridor
5.
Relief, rivers and the Oria Corridor.
_
The topography of Gipuzkoa is very uneven and mountainous,
with numerous deep and narrow valleys resulting in alluvial planes of
very little expanse. The principal elevations, Aizkorri and Larrunarri
/ Txindoki, reaching up to 1,528 and 1,346 metres respectively, are
not excessively high and the majority of the peaks are between 600
and 800 metres. However, if we take into account the average altitude and the proximity of the coastline it is possible to appreciate the
abrupt character of the topography, where the principal rivers flow
in a SW–NE direction contrary to the principle geological direction
of NW-SE. This has created a relief grid that is especially complex
with very closed and isolated valleys that encompass diverse fluvial
courses among which we can highlight the Rivers Deba, Urola, Oria
and Urumea. The predominantly wet climate combined with the characteristics of the relief and other geographical conditions cause the
rivers flowing into the Cantabrian Sea to be short and of high volume.
All this has led to the configuration of a relief with very dense vegetation and tree cover in which there are abundant steep sloping
valleys enclosing rivers, and which give the Gipuzkoa landscape a
rugged character.
81
5.
Geography and territory
Main infrastructure and urban centres.
_
In relation to the previously mentioned, communication between
the valleys is very difficult and the principle rivers constitute the
best communication corridors, especially the Deba, Urola, Oria and
Urumea corridors, whose alluvial plains have in addition formed the
scarce number of flat terrains. Thus, since historic times these basins
have had a high level of occupation, both in terms of settlements
and transport infrastructure. This last aspect is accentuated by the
fact that Gipuzkoa constitutes the natural path of communication with
the rest of the continent. It is not therefore difficult to understand
the extreme difficulty that exists when confronting the incorporation
82
of new infrastructure, and even more so if we take into account the
demanding design parameters of the new high speed railway infrastructure.
Thus, it is not strange to see that the general configuration of the
Gipuzkoa corridor is tunnel – viaduct, with more than 70% of the route
planned by tunnel, nor the enormous importance of the geology, not
only in terms of the important conditions placed on planning by the
relief, but also due to the huge implications in the typology and costs
of the infrastructure.
Route composition
5.
2. Route composition
Route parameters
One of the principal characteristics of high speed railway routes is
their geometric inflexibility in comparison with mountain roads whose
adaptation to the terrain is notable. This inflexibility of the routes is due
in part to the necessity of passenger comfort in relation to the velocities of travel and also to the soft gradients required for freight transport. Thus, mixed traffic (passengers/ freight) must satisfy an additional
determinant resulting from the difference in velocity between traveller
trains with velocities of between 250 Km/h and 350 Km/h, and freight
trains with much lower velocities of 90 Km/h to 120 Km/h, which is
reflected in the need to impose a minimum curve radius.
In consequence, and overcoming the restrictions inherent in the
situation, it is necessary to design the high speed routes with long
curves and mild gradients which, when applied to such a rugged relief
as that found in Gipuzkoa, necessitates what is practically a succes-
sion of tunnels and viaducts without intermediary embankments. However, and also in relation to the inflexibility of the route, what at first
involves a great economic and engineering effort, translates in the case
of Gipuzkoa into great territorial permeability (absence of infrastructure
barrier effect) and a low visual impact on the surrounding environment.
Minimum normal radius in plan view
Rayon minimum normal en plan
Maximum gradient:
Pente maximum
3.200m
15mm/m
Operational velocity (passengers)
Vitesse d’exploitation (voyageurs)
Operational velocity (freight)
Vitesse d’exploitation (marchandises)
Maximum cant
Surhaussement maximum
230km/h
90km/h
150mm
* Source Investigative Study / Source Étude informative
Territorial permeability
Perméabilité territoriale
89%
Open air
Ciel ouvert
11%
15%
Viaduct
Viaduc
74%
Tunnel
83
5.
However, while the design of extremely long tunnels appears optimal, for functional reasons relating to both economic and construction
related factors, the routes have to “breath” and exit into the open air,
thus the management of surplus material from the excavation of the
tunnels is relevant. As a result, the routes planned by the project are
the result of a compromise between a wide range of conditions and
counterpoised demands.
Route composition
With these premises, the planning of the route of the Gipuzkoa Corridor begins with the basic insertion of the corridor presented in the
Investigative Study, as described next.
In this image one can see the gentle
route planned for the Gipuzkoa stretch
and the proportion of tunnels and
viaducts (orange/ red) compared to
embankments and cuts (in blue).
_
84
Route composition
Igarobidearen ezaugarriak
5.
Profile of the Gipuzkoa corridor.
_
Description of the Bergara – Astigarraga
route
The route of the Gipuzkoa corridor begins
in Bergara and continues with a west – east
orientation until Beasain where it turns to the
north-east in order to arrive at Astigarraga following the natural corridor of the Oria River,
where the GI-632 to Beasain and N-1 to San
Sebastian roads are located. The start of the
corridor is restricted by its nature of being
an interchange for the considerably complex
Mondragón – Elorrio – Bergara node, and follows a path towards the coast passing over
the Deba valley and Kortatxo Sakon and
Zumárraga massifs to terminate in the municipality of Ezkio/Itsaso. In this municipality the
future Ezkio/Itsaso station will be located and
possibly the connection with the Navarro corridor. This is the reason why the route in this
Principal reference points
of the corridor.
_
zone follows a very horizontal straight line in
open air along a longitude of some two kilometres.
After negotiating the station, the route
heads towards Beasain in a succession of
tunnels and viaducts with very little visual
presence until Tolosa, where the high speed
line passes along more of the surface and
takes on a more commonplace nature. Later,
the route heads towards Astigarraga, negotiating the Andoain quarries and twice crossing the Rivers Oria and Urumea with three
impressive viaducts.
With regard to the altimetry, the railway
platform starts in Bergara at an elevation of
250 m and proceeds from the interchange in
a progressive ascent towards an elevation
of 310 m before entering into the Zumárraga
tunnels, later descending to an elevation of
250 m in the proximity of Ezkio/Itsaso. Next
it begins a gentle descent to the boundary of
Andoiain where it reaches an elevation of 70
m in its passage over the Oria viaduct and
climbs along the length of the Aduna tunnel in
order to cross the GI-131 road on the boundary of the municipality, descending once and
for all to the elevation of 12 m on its way
through Astigarraga.
85
5.
Characteristics and
magnitudes of the corridor
3. Characteristics and magnitudes of the corridor
As a result of the composition of the route, the Gipuzkoa corridor
between Bergara and Astigarraga has a length of 58,668 metres and
an incline of 240 metres, which therefore translates into a gradient of 4
metres per kilometre (4 thousandths/m). The percentage of the railway
platform in tunnels or cut-and-cover tunnels reaches almost three quarters of the length, thus clearly superior to the quantity of open air zones
and embankments, an aspect that has led at times to talk of the Gipuzkoa “metro”.
If we understand permeability as the quantity of the route that does
not present a barrier effect to transit or communication flows in the territory, the percentage reaches practically 90% of the length, which offers
a clear idea of the extent of the integration of the infrastructure.
In relation to the previously mentioned, the number of tunnels and cutand-cover tunnels in this corridor is 25 and 11 respectively, usually with
tunnels of between 1,500 and 3,000 metres. One tunnel worth highlighting is the twin tube tunnel of Zumárraga, which has a total length of 5,450
metres. For reasons of aerodynamics and comfort during a train’s passage through a tunnel, the open area or section of a typical tunnel is 85
m2 for a double track and 55 m2 for a single track tunnel.
PERMEABILITY / PERMÉABILITÉ
TUNNEL
TUNNEL
VIADUCT
VIADUC
TUNNEL
TUNNEL
43.17 km 86
74% VIADUCT
VIADUC
OPEN AIR
CIEL OUVERT
8.79 km
6.71 km
15%
11%
OPEN AIR
CIEL OUVERT
Characteristics and
Succession of tunnels and
Entrance mouth of the Zumárraga
viaducts in Beasain.
twin tube tunnel.
_
_
5.
87
5.
Characteristics and
Itola (Beasain) Viaduct.
_
Sections of slab track type.
_
88
Characteristics and
With regard to the structures involved, the corridor consists of 32 tunnels and viaducts whose
typical length is between 200 and 400 metres,
with the Hernani viaduct notable for its length of
1,025 metres. Thus, the viaducts are also characterised by two additional magnitudes, the span or
clearance between piers and their height. In general, the average span fluctuates between 40 and
60 metres, with the maximum distances reaching
120 metres in the Hernani viaduct, and with pier
heights of up to 30 metres, although there are
also exceptional cases such as the Deba viaduct
with a pier height of 85 metres.
With respect to the stretches on embankments, it is worth indicating their minimal importance, except for in the run up to Ezkio/Itsaso
station. This characteristic, a result of the succession of tunnels – viaducts, has led to the
anticipation of the use of slab track in practically
the entire length of the corridor, which is different
to the usage of track on ballast in the majority of
railway infrastructure in Spain.
Principal magnitudes of construction
The construction work on the railway platform between Bergara and Astigarraga also
offers some notable construction magnitudes.
Along the rail platform’s 58.7 km of length and 14
metres of width, some 10.4 million cubic metres
are excavated in the open air and 6.3 million in
tunnels. The two together add up to the equivalent of more than five times the Cheops pyramid.
5.
Excavation Excavation
Open air excavation
Excavation à ciel ouvert
22,059,199.10 m3
Excavation transport
Transport des excavations
138,340,216.21 m3*km
Embankments and fillings
Remblai et comblements
Structures Structures 34,870,845.46 m3
8,793 ml
Reinforced concrete
Béton structurel
776,000 m3
Reinforcing steel
Acier pour armer
80,600 Tn
Pre-tensioning steel
Acier pour précontraindre
3,290Tn
Laminated steel
Acier laminé
8,070 Tn
Slurry walls
Écrans de béton
6,100 m2
Piles and micropiles
Pieux et micro-pieux
408,000 ml
Tunnels and galleries Tunnels et galeries 43,170 ml
Tunnel and gallery excavation Excavation en tunnel et galeries
9,618,760.62m3
Concrete Béton
1,306,000 m3
Ribs Cerces
708,000 ml
Rock bolts Boulons
3,190,000 ml
The management of all of this excavated
material involves its transport to points of reutilization, principally in this or other works of construction, or as a last resort to surplus material
deposits, with an average transport distance of
between 8 and 10 kilometres.
89
5.
Characteristics and
Placement of support
following excavation.
_
Front of Kortaxo - Sakon tunnel
excavation, western mouth.
_
Execution of coating
with formwork
carriage.
With respect to the tunnels, the average volume of excavation is from 100 m3 to 120 m3
per metre of tunnel, although due to the necessity of creating emergency and interconnection
galleries, this figure increases up to an average
of 220 m3 per metre of track. The excavation
of the tunnels is carried out through a repetitive excavation cycle – supports established
following advances of between 3 and 5 metres
according to the type of material. In the first
of the phases, excavation, the process commonly used is the employment of explosives
and mechanical means such as roadheaders
or hammer drills. In the second support phase,
the tunnel is reinforced using bars (rock bolts)
and props (ribs) along with sprayed concrete
(shotcrete). Once the excavation is complete,
the tunnel’s interior is covered in thirty centimetres of concrete, and the walkways are formed.
90
_
Characteristics and
5.
Antzina (Antzuola) Viaduct.
_
Lastly, concrete and steel are the materials
commonly used in the construction of structures for reinforcing or pre-stressing in the different elements of construction. Although it is
mainly bridges and viaducts that are thought of
when one talks about structures, other less visible and forgotten structures are equally important, such as cut-and-cover tunnels, excavation
supports and retaining walls, among others.
If we add up the volume of concrete employed
in the Bergara – Astigarraga stretch, the impressive figure of 2,082,000 m3 is obtained, equivalent to building the pyramid of Chephren. In this
respect, this infrastructure involves a technical
and material effort of the highest order, as well
as a significant impulse to the local economy.
Piles structure below
motorway
_
Zone of cut-and-cover
tunnels in Legorreta
_
91
5.
The Bergara – Astigarraga axis
IA
LD
SE EK
CT O
OR II. S
ES EK T
TE O
II REA
5.2.
EK
FRANCIA
HENDAYA
IRUN
DONOSTIA-SAN SEBASTIÁN
OIARTZUN
IA
LD
SE EK
CT O
OR I. S
ES EKT
TE OR
I EA
BIZKAIA
ASTIGARRAGA
ERRENTERIA
EK
8
HERNANI
ZIZURKIL
GIPUZKOA
ANDOAIN
DI
SE ALD
CT EK
OR O
CE SEK
NT TO
RA RE
L A
M
EN
D
SE SEK EB
CT T AL
OR OR DE
OE EA KO
ST
E
ASTEASU
HERNIALDE
ER
6
TOLOSA
ELORRIO
ALEGIA
TOLOSA
ZUMARRAGA
URRETXU
2
LEGORRETA
EZKIO/ITSASO
ITSASONDO
ANTZUOLA
BEASAIN
3
GABIRIA
92
92
4
ORDIZIA
ORMAIZTEGI
ADUNA
ANOETA
BERGARA
1
URNIETA
7
5
IKAZTEGIETA
NAFARROA
Bergara > Antzuola
5.
1 Bergara > Antzuola
Bergara-Bergara and Bergara-Antzuola Stretches
Territory Alto Deba
BasinMunicipalities
River Deba
Bergara, Antzuola
Construction Projectslength
Bergara-Bergara
Bergara-Antzuola
3,160 m
4,300 m
Total
7,460 m
Longitudinal profile
Physical Environment
The trajectory of the high speed network in Gipuzkoa territory is from
the start determined by a respect for the Leze-Txiki caves that mark
the position of the eastern angle of the triangle that interconnects the
branches of the Y. The first part of this stretch is characterised by four
thalwegs defined by watercourses that pour into the Angiozar thalweg,
located to the north and practically parallel with the route, whose river
is also a tributary of the Deba. These watercourses are accompanied
by forest plantations (radiata pine) and some natural acidophilic oak
woodland, without great numbers of any one particular species of flora.
It is essential to highlight the Eduegi farmhouse which is listed as a
Heritage Site. Although the farmhouse is lacking attention, the planned
route of the high speed line falls into its perimeter of protection. Thus, a
modification of the decree mentioned is necessary in order to make the
monument compatible with the route while also preserving patrimonial
integrity, both in terms of the landscape and noise. The planned route in its turn north east heads towards a more mountainous profile and encounters the Udula massif which has an Atlantic
type vegetation where the ground is mostly occupied by forest, and a
stream whose margins are covered by Cantabrian alder groves.
93
5.
Bergara > Antzuola
Description of the stretch
Permeability
Perméabilité
6,379 m / 85.50%
Open air
Ciel ouvert
1,081 m
14.50%
23.15%
Viaduct
Viaduc
1,726 m
The passage over the four thalwegs is carried out by means of four corresponding viaducts. The first of these corresponds to the
Otzaileko stream with a length of 100 m and
flanked by two cut-and-cover tunnels, the
Loidi and Aldai Azpikua, of 123 m and 90 m in
length respectively. Between the Aldai Azpikua cut-and-cover tunnel and the zone next
to the Eduegi farmhouse (of 51 m in length)
lies the thalweg defined by the Altzeta stream,
with the 140 m viaduct that carries its name.
From the Eduegi farmhouse this viaduct
enters over the third thalweg by means of a
viaduct of 425 m in length called Lamiategi,
94
which precedes the Azkarruntz cut-and-cover
tunnel whose length is 576 m.
After the Azkarruntz artificial tunnel stands
the viaduct over the River Deba, of 900 m in
length. It is unique, both for the large number
of conditions that have to be resolved and
restrict the placement of supports, and for
the type and height of its piers. This viaduct
crosses the Vitoria/ Gasteiz-Eibar Motorway,
the aforementioned river and the GI-632 road
in an area close to an industrial zone and
electricity substation. This viaduct constitutes
the highest point of the Gipuzkoa line with
62.35%
Tunnel
4,653 m
pier heights of up to 85 m. Its length, importance and the conditions facing it require a
composite solution that makes its execution
feasible through a launch system.
The Udala massif is crossed by the Kortatxo-Sakon tunnel, of 3,706 m in length and
with 2,720 m of parallel emergency gallery
that guaranties the safety of passengers. The
stretch returns to open air over the Antzina
viaduct of 164 m in length which lies next to
the Antigua viaduct over the GI-632 road, and
finishes in the Egurribai cut-and-cover tunnel
of 158 m in length.
Bergara > Antzuola
5.
Construction Procedure
The execution of the piers by means of a climbing formwork is
identical for all the viaducts. This method is not used in the case of
the decks. The decks of the Olzaileko, Altzeta and Antzina viaducts
are executed using full falsework, with gantries in the channels to
avoid problems with them. The Lamiategi viaduct is constructed by
means of a launching gantry while the deck of the Deba viaduct was
positioned by launching preassembled deck from one of the sides.
The Kortatxo-Sakon tunnel is executed using the New Austrian
Method: head, bench and invert. After the section supports are
placed the coating is carried out with movable formwork that is reutilized in the execution of the cut-and-cover tunnels, during whose
completion the slopes are restored to their initial state using the previously excavated material.
VIADUCTS
VIADUCS TOTAL LENGTH
LONG. TOTALE
MAXIMUM HEIGHT HAUTEUR MAX. MAXIMUM SPAN
TRAVÉE MAX.
Olzaileko
Stream / Ruisseau 100 m 20 m 40 m
Altzeta
Stream / Ruisseau 140 m
18 m
40 m
Lamiategi
31 m
40 m
Deba
River / Fleuve
900 m
86 m
80 m
Antzina
20 m
46 m
TUNNELS
TOTAL LENGTH
LONG. TOTALE
FREE SECTION
SECTION LIBRE
Loidi
Artificial / Artificiel
123 m
85 m2
Aldai Azpikua
90 m
85 m2
Azkarruntz
576 m
100 m2
Kortatxo – Sakon
Bored / Foré
3,706 m
85 m2
2,720 m
26 m2
158 m
100 m2
Larrialdietarako galeria / Galerie de secours
Egurribai
95
5.
Elements of interest
Deba Viaduct
The Deba viaduct is one of the unique structures
in the corridor due to the height of its piers,
which also places conditions on the system of
construction used.
96
Bergara > Antzuola
Antzuola > Ezkio/Itsaso
5.
2
Antzuola-Ezkio/Itsaso West and Antzuola-Ezkio/Itsaso East Stretches
Territory BasinMunicipalities
Urola garaia
Urola
Antzuola, Urretxu, Zumárraga,
Ezkio/Itsaso
Construction projectslength
Atzuola-Ezkio/Itsaso West
Atzuola-Ezkio/Itsaso East
3,560 m
3,390 m
Total
6,950 m
2 Antzuola > Ezkio/Itsaso
Physical environment
Two streams shape the topography of this stretch of the surface
on both sides of the Alto de Deskarga; to the west lies the Deskarga
stream, whose bed and banks are very well conserved; to the east
the Santa Lutzi stream, which is in a more degraded state. Both are
crossed by viaduct.
The landscape here is defined by a mosaic of agriculture and forest with a sprinkling of farmhouses, whose coexistence alongside the
railway route has received the consent of environmental organisations.
97
5.
Permeability
Perméabilité
5,950 m / 85.60%
Open air
Ciel ouvert
1,000 m
14.40%
7.15%
Viaduct
Viaduc
78.45%
495 m
Tunnel
5,455 m
The Antzuola-Ezkio/Itsaso stretch begins
with a display of symmetry at the point where
the Bergara-Antzuola stretch finishes; where
the former presented a succession of tunnels-viaducts, the latter continues with a succession of viaducts-tunnels, with an average
length of 6,950 m in its passage across the
municipalities of Antzuola, Urretxu, Zumárraga and Ezkio/Itxaso.
Across the thalweg generated by the River
Deskarga stands a 495 m long viaduct of the
same name which does not alter the course
of the river through the territory nor affect the
GI-632 road or San Blas Hermitage, a place
of pilgrimage from nearby Antzuola.
98
The design of the elevated stretch of the
Zumárraga tunnels is determined by the priority given to future passenger safety on the
high speed line. For this reason each track is
separated from the other within two twin tunnels that are interconnected through 13 galleries. As a result, one of the shafts is buried
at 5,500 m and the other at 5,410 m.
This twin tube tunnel is maintained at a
distance of 110 m below the urban centre of
Zumárraga and the River Urola, and provides
an entrance a few metres from the open air
having arrived in the Municipality of Ezkio/
Itsaso.
5.
The execution of the Zumárraga tunnel is divided into two
stretches with different mechanical methods used. In both the
head is performed first and then the bench.
In the West stretch, drilling is carried out with two roadheaders, one per tube, of different types. Following the excavation of
the corresponding passage comes the positioning of supports
adequate to the characteristics of the terrain.
VIADUCTS
VIADUCS Deskarga
Stream / Ruisseau
TUnNels Zumárraga
Bored / Foré
TOTAL LENGTH
LONG. TOTALE
TRAVÉE MAX.
495 m 25 m 70.60 m
TOTAL LENGTH
LONG. TOTALE
FREE SECTION
SECTION LIBRE
5,455 m
2x56 m2
The East stretch is executed with blasting for the harder and
more abrasive rock. After charging and detonating the explosives
the next step is to ventilate and clean up the area while also placing provisional supports. After removing the debris the permanent supports are positioned. The softest sections of rock are
handled with backhoe.
After executing the head and the bench, the insulation and
coating processes are performed.
99
5.
Zumárraga Tunnel
The Zumárraga tunnel is a twin tube
tunnel with interconnection galleries for
passenger evacuation.
100
Ezkio/Itsaso > BEASAIN
5.
3
Ezkio/Itsaso > Beasain
Ezkio/Itsaso-Ezkio/Itsaso and Ezkio/Itsaso-Beasain Stretches
Goierri
Oria River
Ezkio/Itsaso, Ormaiztegi, Beasain
Ezkio/Itsaso-Ezkio/Itsaso
Ezkio/Itsaso-Beasain
2,840 m
2,493 m
Total
5,333 m
3 Ezkio/Itsaso > Beasain
The route travels along a medium slope across a reasonably steep
morphology, passing over valleys with streams of different magnitudes (Santa Lutzi, Igarzabal, Zabalegi, Epelde and Jauregi).
In the majority of the terrain crossed there are abundant tree formations (principally radiata pine plantations) alternating with meadows and cultivated fields, except in the valleys where the meadows
and the alder groves on the banks of the streams are predominant.
One of the unique items in the environment around the planned
route is the “via crucis” that is passed between the Ezkio/Itsaso town
hall in the Santa Lutzi-Anduaga neighbourhood and the sanctuary of
the Virgin of Ezkioga, a local place of pilgrimage.
101
5.
Permeability
Perméabilité
3,249 m / 60,93%
Open air
Ciel ouvert
2,084 m
39,07%
18,07%
Viaduct
Viaduc
964 m
102
After the centre of Zumárraga, the route
continues along Goierri terrain passing
through the Ezkio/Itsaso and Ormaiztegi
municipal boundary on route to Beasain,
almost parallel with the Santa Lutzi and
Estanda streams that form a passage connecting the Oria and Urola valleys.
long, in open air, and contains two platforms
of 410 m and a set of tracks that includes
main, siding and headshunt tracks. Foreseen
for the future is the construction of the Ezkio/
Itsaso station linked to the passing loop,
which will provide a service to a part of the
Goierri and Tolosa territories.
The stretch begins on the right bank of the
Santa Lutzi stream. Having got over the stream
bed and the GI-2632 by means of a 400 metre
viaduct, it continues on the northern side of
the residential centre of Santa Lutzi-Anduaga,
a place where the Ezkio/Itsaso passing loop
is located. The passing loop is 1858 metres
The route advances with one viaduct each
over the Rivers Zabalegi and Epelde of 272
and 223 metres, constructed with the same
structural method and generous spans, guaranteeing territorial permeability in these valleys. The 555 m Atsuain tunnel follows after
them.
42,86%
Tunnel
2,285 m
At the exit of the tunnel, the route enters
the valley of the Jauregi stream, crossing
below the GI-3352 motorway which provides
access to Itsaso and is in a position that coincides with the exit opening. Immediately afterwards is another viaduct of 69 metres which
allows the passage of the railway route over
the stream to continue in an easterly direction through the 1,730 metre long Sorozarreta
Tunnel. The Ezkio/Itsaso- Beasain stretch finishes in the valley of the Arriarán stream, now
in Beasain.
5.
This stretch is to a great extent in open air. Part of the excavated materials are reused in the execution of the embankment
on which the passing loop sits, making it necessary to execute
piled slab on the aforementioned embankment. The viaducts of
this stretch are executed by means of full falsework with gantries
used to cross the channels. The Santa Luzi Viaduct ensures an
adequate clearance over the GI-2632 road. In order to give continuity to the Ezkio/Itsaso access road (GI-3351) a higher passage
is executed using U girders and with anchored piers.
The Atsusaín and Sorozarreta tunnels which are executed
using roadheaders following the criteria set out by the New Austrian Method are found in the final part of the stretch. It is worth
highlighting the execution of the cut-and-cover tunnel in the eastern mouth of Atsusain, over which the access road to Itsaso (GI3352) will be diverted.
VIADUCTS
LONG. TOTALE
TRAVÉE MAX.
Santa Lutzi Stream / Ruisseau400
15
48
Zabalegi
Stream / Ruisseau272
26
49
Errezti
28
49
Jauregi
Stream / Ruisseau69
10
30
TUnNels TOTAL LENGTH
LONG. TOTALE
FREE SECTION
SECTION LIBRE
Atsusain
Bored / Foré
55585
Sorozarreta
Bored / Foré
1,73085
103
5.
Ezkio/Itsaso Passing Loop
The Ezkio/Itsaso Passing Loop
constitutes an essential element in the
future operation of the high speed line.
104
BEASAIN > Itsasondo
5.
4
Beasain > Itsasondo
Beasain West, Beasain East and Ordizia-Itsasondo Stretches
Territory Basin
Municipalities
Goierri
River Oria
Ordizia, Itsasondo, Beasain
Beasain West
Beasain East
Ordizia-Itsasondo
1,872 m
2,150 m
2,860 m
Total
6,882 m
4 Beasain > Itsasondo
The zone of Goierri through which the route passes is a territory of
rugged physiographic features, with steep slopes and closed valleys
through which fluvial courses of different entities flow (Zabalondo,
Eztanda, Asti, Aramburu, Usurbe and Mariaras).
The zones of greatest environmental value are associated with
the banks of the rivers (riverbank vegetation) and with the remaining
presence of acidophilic oak groves and Atlantic mixed forest in the
openings of the tunnels. The presence of listed species, such as the
indigenous crab, the European mink, the kingfisher and the dipper is
known to be linked to these fluvial courses.
105
5.
Beasain > Itsasondo
Description of stretch
Permeability
Perméabilité
6,649 m / 96.62%
Open air
Ciel ouvert
233 m
3,38%
11,36%
85,26%
Viaduct
Viaduc
782 m
The stretch begins with a viaduct over
the Zabalondo stream and the GI-2635 and
GI-3192 roads. This is an in situ post-tensioned box section viaduct with five spans
(43+3x46+43) anchored to abutment 2.
Next, the route passes through the Arriarán tunnel reaching in this way the Vega de
Itola, which is crossed by means of the Itola
viaduct, a viaduct of nine spans (30+7x46+30)
and the same characteristics as the Zabalondo viaduct.
In order to cross the next valley the Itola
tunnel is executed, reaching the only embank-
106
ment of the stretch in Gudugarreta, of some
80 m in length. The Beasain East stretch finishes with the Loinaz tunnel, opening the way
to a viaduct over the Usurbe stream, of the
Beasain East stretch, which consists of two
spans with post-tensioned lightened slabs on
piers.
Next is the Beasain East tunnel development which finishes the stretch with a viaduct
over the Mariarás stream of a similar type to
that of Usurbe but with box section.
Finally there is the tunnel of the OrdiziaItsasondo stretch.
Tunnel
5,867 m
BEASAIN > Itsasondo
5.
The tunnels have been developed using the New Austrian Method
with excavation by blasting. This has been carried out in two phases:
head and bench. The generic supports based on gunite and rock
bolts are applied after allowing a certain relaxation of the terrain.
Afterwards, the section is lined using geotextile and PVC lamina,
and is covered with a ring of concrete 30 cm thick.
It has been possible to carry out part of the foundation work for
the viaducts superficially using pad foundations but in some cases it
has been necessary to resort to the in situ piers solution. A centring
falsework has been used, supported by auxiliary towers. In Itola and
Zabalondo it has been carried out in phases, span by span while
in Usurbe and Mariarás, given the number of spans, falsework has
been erected around the entire structure.
VIADUCTS
VIADUCS Zabalondo
Road and stream
Route et ruisseau
TOTAL LENGTH
LONG. TOTALE
TRAVÉE MAX.
224 2646
Vega de Itola River / Rivière382 27 46
Usurbe
Stream / Ruisseau70
13
35
Mariaras
21
53
LONG. TOTALE
FREE SECTION
SECTION LIBRE
Arriaran
Bored / Foré
47995
Itola
Bored / Foré
21995
Loinaz
Bored / Foré
37095
Beasain Este
Bored / Foré
196785
Ordizia Itsasondo
Bored / Foré
283285
107
5.
The viaduct over the Vega de Itola
constitutes a unique structure on this
stretch.
108
Beasain > Itsasondo
Legorreta > Tolosa
5.
5
Legorreta > Tolosa
Legorreta and Tolosa Stretches
Goierri and Tolosaldea River Oria
Legorreta, Tolosa,
Alegia
Legorreta 3,585 m
Tolosa3,791 m
Total
7,376 m
5 Legorreta > Tolosa
The second part of the Goierri zone sits in a variable environment,
with a topographically sunken interior valley, through the bottom of
which runs the River Oria. There are a multitude of mountain brooks
which run down the slopes until joining the Oria on its left bank; in
a score of different points the upper stretches of brooks are found,
normally of a small scale, the channels of the River Zubina and River
Ugarte being the most important.
The area of study in part corresponds with the Site of Community
Importance (SCI) ES2120005 Oria Garaia - Alto Oria, a space that forms
part of the Natura 2000 European Network of Protected Natural Areas.
Also considered areas of importance are the main brooks and the
vegetation on their banks, the areas of lush oak grove-mixed wood
located on the slopes of elevated inclines, and the rocky walls of the
Allegi quarry, in Legorreta.
109
5.
Legorreta > Tolosa
Permeability
Perméabilité
7,057 m / 95.68%
Open air
Ciel ouvert
319 m
4,32%
8,61%
87,07%
Viaduct
Viaduc
635 m
The route passes through the municipal
boundaries of Legorreta, Alegia and Tolosa
leaving Goierri behind and entering the district of Tolosaldea. It runs parallel with the
corridor defined by the River Oria and the N-1
on its left side, crossing a rugged zone with
steep inclines and closed valleys.
The Legorreta Tunnel of 2,952 metres in
length is comprised of two bored tunnels
united by a cut-and-cover tunnel located in
the same zone as the Allegi quarries in Legorreta. This structure will remain filled with surplus material from construction allowing for
the restoration of the landscape of an area
marked by the quarry openings. In addition,
the tunnel contains two intermediate evacuation galleries that connect with the exterior
to guarantee the safety of passengers. At the
110
entrance and exit of the tunnel the beds excavated by the Zubina and Lasarte streams are
crossed by one viaduct each of 144 and 383
metres in length and carrying their names.
Already in the municipality of Tolosa, a cutand-cover tunnel of more than 500 metres in
length achieves the integration of the railway
infrastructure into the landscape in a hillside
stretch to continue crossing the valley of the
Ikaztegieta stream by means of an equally
named viaduct of 108 metres in length.
This structure opens the way to two tunnels, denominated Nº 1 and Nº 2, of 1,518 and
1,455 metres in length respectively. Between
the tunnels the route crosses the Txuritxo
stream in a stretch of 35 metres in open air.
Tunnel
6.422 m
Legorreta > Tolosa
5.
The deck of the Lasarte Viaduct is built with a launching gantry, to allow progression across successive spans. The first phase
of the Zubina viaduct is executed by raising and locating the supporting girders, and welding them together; following, the plates
that make up the base of the deck are placed in a horizontal fashion and the concrete is applied to the upper slabs. The Ikaztegieta viaduct is built using centring, crossing the zones of riverbank
vegetation. All the piers are executed using climbing formwork.
The execution of the Legorreta and Tolosa tunnels follows the
New Austrian Method (head, bench and invert); the application of
supports is based on the employment of sprayed concrete, rock
bolts, mesh and ribs. The excavation method (mechanical or by
blasting) depends on the quality of the material found.
VIADUCTS
VIADUCS Road and river
Route et rivière
Zubina
Lasarte/Ugaran River and stream
Rivière et ruisseau
Ikaztegieta
TOTAL LENGTH
LONG. TOTALE
TRAVÉE MAX.
1442656
3833851
TUnNels 19
TOTAL LENGTH
LONG. TOTALE
42
FREE SECTION
SECTION LIBRE
Legorreta
Bored / Foré
2,94185
Artificial
Artificial / Artificiel
Nº 1
Bored / Foré
1,51885
Nº 2
Bored / Foré
1,45585
508100
111
5.
Legorreta Tunnel
The Legorreta tunnel is unique in its conception of
two tunnels joined by means of a cut-and-cover
construction window.
112
Legorreta > Tolosa
Tolosa > Zizurkil
5.
6
Tolosa > Zizurkil
Tolosa-Hernialde and Hernialde-Zizurkil Stretches
Territory Basin Municipalities
Tolosaldea
River Oria
Tolosa, Hernialde, Anoeta, Asteasu,
Zizurkil
Tolosa-Hernialde
Hernialde-Zizurkil
3,811 m
5,870 m
Total
9,681 m
6 Tolosa > Zizurkil
The environment around this stretch corresponds to the hills and
gradual slopes of the left margin of the corridor of the N-1 and of the
Oria, mostly occupied by a mosaic of agriculture and forest, composed
of meadows and farmland alternating with parcels of reforestation of
conifers and broad leaf forest.
The route avoids affecting zones declared of archaeological significance and the sites and buildings listed as supra-municipal and municipal heritage sites (as for example the village of Basagain, in Anoeta).
The environment is partly Karst, for which reason there is an abundant circulation of subterranean water. The numerous surges and
springs demonstrate the permeable character caused by the fracturing
of materials.
113
5.
6 Tolosa > Zizurkil
Tolosa > Zizurkil
Permeability
Perméabilité
9,108 m / 94.15%
Open air
Ciel ouvert
537 m
5,85%
11,11%
83,04%
Viaduct
Viaduc
1,069 m
It begins its journey in the southern opening of the Aldaba Txiki tunnel, of 687 m in
length. This tunnel continues on from the
proposed ending of the previous Tolosa
stretch, but both are built independently.
Next, the viaduct of Salubita, with a length
of 142 m, crosses the stream to which it
owes its name, and likewise the GI-2634 and
GI-3714 roads. After this the Auzo Txikia tunnel of 210 m is planned which is followed by
another viaduct of 93 m in length that allows
passage over the Oaska stream.
From this point on, the route runs close
to the Iberian gauge Madrid-Irun rail line,
located 30 m below the new line. In order
to cross the gap the construction of the San
114
Estaban viaduct is proposed. This is 246
metres long and flanked by cut-and-cover
tunnels, the Olarrain and the Arane, of 179
and 358 metres respectively. The operation in this zone close to the urban centre
of Tolosa is conceived in such a way as to
avoid the clearing of slopes and to facilitate
the integration of the route into the landscape and environment in front of the town
mentioned. The 90m Luzuriaga viaduct lies after a
stretch of trench of 200 m in length, and then
following this is the tunnel of 1,544 m that
allows the crossing of the Alto de Montezkue
foothills.
Tunnel
8,039 m
The route continues until Zizurkil with a
succession of tunnels and viaducts that cross
heathland and watercourses that feed into
the River Oria on its left bank. The majority of
the time the line travels underground through
the tunnels of Anoeta, Asteasu and Zizurkil
and the cut-and-cover tunnel of Ugarte, that
together add up to a length of 5km. Likewise
the viaducts over the Hernialde, Alkiza, and
Asteasu brooks of 25 m, 69 m and 404 m in
length resolve the problem of the infrastructure’s crossing of these obstructing valleys.
Tolosa > Zizurkil
6 Tolosa > Zizurkil
5.
The Salubita, Oaska, San Esteban and Luzuriaga viaducts are
executed using centring at the height of the surrounding land. The
decks of the Hernialde and Alkiza viaducts are constructed in just
one phase, supporting the formwork directly on falsework, except
for the stage over the stream where centring is employed. The deck
of the Asteasu viaduct is constructed using a launching gantry.
The Aldaba Txiki, Auzo Txikia, Arane, Montezkue, Anoeta,
Asteasu and Zizurkil tunnels are executed with the New Austrian
Method, in two phases: head and bench. The length of each step
forward and the method of excavation (mechanical or blasting) is
determined according to the quality of the material found. After each
step supports are placed. Once the support process is complete,
impermeablization and coating is carried out.
VIADUCTS
LONG. TOTALE
MAXIMUM HEIGHT HAUTEUR MAX. Salubita
Stream and roads
Ruisseau et routes
Oaska
Stream / Ruisseau93
San Esteban Railways Chemins de fer
MAXIMUM SPAN
TRAVÉE MAX.
142 3060
21
50
2462854
Luzuriaga
Stream / Ruisseau90
18
38
Hernialde
Brook / Ru
Alkiza
Brook / Ru
69 730
Asteasu
Brook / Ru
404 3550
25 725
LONG. TOTALE
FREE SECTION
SECTION LIBRE
Aldaba Txiki
Bored / Foré
68785
Auzo Txikia
Bored / Foré
21085
Olarrain
17985
Arane
35885
Montezkue
Bored / Foré
1,54485
Anoeta
Bored / Foré
1,37285
Asteasu
Bored / Foré
2,57685
Ugarte
26885
Zizurkil
Bored / Foré
84595
115
5.
6 Tolosa > Zizurkil
Asteasu viaduct
The Asteasu viaduct constitutes
the largest piece of infrastructure
in this area.
116
Tolosa > Zizurkil
Zizurkil > Urnieta
5.
7
Zizurkil > Urnieta
Zizurkil-Andoain and Andoain-Urnieta Stretches
Territories
Donostia - Beterri, Tolosaldea
BasinMunicipalities
River Oria and
River Urumea
Zizurkil, Aduna,
Andoain, Urnieta
Construction Projectslenght
Zizurkil-Andoain
Andoain-Urnieta
4,970 m
2,810 m
Total
7,780 m
7 Zizurkil > Urnieta
The principal protagonist is the River Oria, which is crossed by a
large viaduct that goes over its banks and bank vegetation. There are
tunnels on each side of the river (Aduna and Andoain) that run through
predominantly Karst areas.
The enclaves of greatest biodiversity in the environment are comprised of spots of indigenous woodland (Cantabrian alder groves and
acidophile oak groves or mixed oak leaf woods) and the dry calcareous
scrub land that occupy the slopes of mount Buruntza.
Within the surrounding area there are also several heritage sites,
with it worth highlighting the village of Buruntza, placed under the category of monument, or monument group and the Camino de Santiago
in Urnieta, categorized as a monument group.
117
5.
Zizurkil > Urnieta
Description of stretch
Permeability
Perméabilité
7,395 m / 95.04%
Open air
Ciel ouvert
385 m
4,96%
9,48%
85,56%
Viaduct
Viaduc
738 m
The rail infrastructure begins crossing
the valley cut out by the Antzibar Stream,
by means of a 200 m viaduct. Next, it enters
the Aduna tunnel, the principal piece of infrastructure on the stretch at 4718 m in length.
This tunnel, the second longest of the
Gipuzkoa branch after the Zumárraga tunnel,
represents a challenge because of its geographical and hydro-geological complexity,
passing through formations causing various
technical difficulties. The tunnel includes an
emergency gallery on the right side of the
main gallery of 2,720 m in length and another
of some 890 m that connects with the exterior in the zone of the Azpikola quarry, now
118
already within the boundary of the municipality of Andoain.
The narrow valley run through by both the
River Oria and the N-1, whose carriageways
are located on both sides of the river at this
point, is crossed by means of the 339 m long
Oria viaduct. The structure has been adjusted
to the conditions of the environment, resulting in a central span of 115 m to be constructed using the progressive cantilever
technique.
Next, the 1,939 m long Andoain tunnel
runs below mount Buruntza, whose limestone
deposits are taken advantage of and mined
Tunnel
6,657 m
by the Buruntza and San José concessions.
The exit of the tunnel is created with a structure consisting of low piers below the Andoian
link road recently opened by the Gipuzkoa
Regional Council.
Finally, the viaduct over the GI-131 road of
199 m in length crosses over the Leizotz junction, the Camino de Santiago, and also the
Urnieta rail tunnel belonging to the Madrid Irun line of the ADIF that runs underground at
a shallow depth.
Zizurkil > Urnieta
5.
The Oria viaduct’s piers are made with climbing formwork. Due
to its height, a tower crane is placed alongside for the elevation
of the formwork. The deck is built using the progressive cantilever
method in the central zone and in adjoining spans, and in the rest
the construction is executed by means of centring because the
terrain and its height permits the placement of supports.
With regard to the execution of the Andoain tunnel, again the
New Austrian Method is chosen. In the execution of this viaduct
that crosses the GI-131 it is worth highlighting the three phases of
the decking, the first of which is the hoisting and placement of the
supporting girders, with reinforcement of the join between them
with a post-tensioning bar system. Following this, the plates that
form the base of the decking are fitted in a transverse way, and
concrete is applied to the upper slab.
VIADUCTS
LONG. TOTALE
TRAVÉE MAX.
Antzibar
Oria
River / Rivière 339 30 115
GI-131GI-131
199
TUnNels 23
7
TOTAL LENGTH
LONG. TOTALE
45
30
FREE SECTION
SECTION LIBR
Aduna
Bored / Foré
4,71885
Andoain
Bored / Foré
1,93985
119
5.
Aduna tunnel
The Aduna tunnel represents a design
and construction challenge due to its
high hydrological complexity.
120
Zizurkil > Urnieta
Urnieta > Astigarraga
5.
8
Urnieta-Hernani and Hernani-Astigarraga Stretches
Territory Donostia - Beterri BasinMunicipalities
River Urumea
Urnieta, Hernani,
Astigarraga, Donostia / San Sebastián
Construction Projects
LENGTH
Urnieta-Hernani
Hernani-Astigarraga
5,250 m
2,475 m
Total
7,725 m
8 Urnieta > Astigarraga
Looking in detail and with attention given to diverse aspects, the
geomorphology of the environment is defined by an amalgamation of
even and stepped areas that reach up in undulations, and by the alluvial plains of the River Urumea. This is mostly a peri-urban landscape,
dotted with meadows, cultivated land and alder groves on the margins
of the channels that cross it. On the slopes, acidophilic oak woods
appear, contributing a grade of quality to the terrain.
The River Urumea in Hernani is listed under the Natura 2000 network
as Site of Community Importance (SCI ES2120015 Urumea River), as
it is identified as a habitat for shad and salmon, and a nesting site for
sand martins.
Moreover, there are 5 heritage sites in the area surrounding the route
that have the maximum protection status: Maspero Farmhouse, Olatxo
Farmhouse and Foundry, Ergobia Bridge and the Camino de Santiago.
121
5.
Permeability
Perméabilité
6,204 m / 80.31%
Open air
Ciel ouvert
1,521 m
19,69%
33,58%
Viaduct
Viaduc
2,594 m
After completing the viaduct over the
GI-131, the stretch begins by means of a
cut-and-cover tunnel close to the Azkonobieta Farmhouse and a special yew tree. This
structure precedes the Urnieta tunnel, of
2,157 m in length, after which the rail platform
crosses over the Uban stream with a viaduct
of 163 m in length and arrives at the Hernan
municipal boundary. The route continues in
the open air alongside the neighbourhood of
Errotaran until a cut-and-cover tunnel of 185
m in length that precedes a viaduct over the
River Urumea. This structure of 801 m, stands
close to the sagardotegis of the Altzueta
neighbourhood, crossing the Ibarluze zone
and its own river with a 96m span.
122
The Urumea viaduct links together with
the 770 m long Hernani tunnel after a lower
earlier stage crossing the GI-3410. The other
extreme of the tunnel connects with a box
structure that allows passage below the Hernani turn-off of the Urumea motorway.
The route continues between the Orbegozo industrial zone and the River Urumea
which it crosses on three occasions so giving shape to the Hernani viaduct, of 1,095 m
in length and the longest and most unique
structure on the route. Its prolongation by 440
m opens the way to a 95 m gantry – cantilever
structure that moves the route to the same
platform as the conventional gauge line and
46,73%
Tunnel
3,610 m
its ballast superstructure, and after a total of
2,475 m interlinks with it with a third rail.
For this to happen the conventional gauge
line opens, and two new tracks emerge to
replace the existing ones, with a 1,540 m track
on the left and a 1,546 m track on the right
which crosses below the international gauge
platform. Both tracks accommodate the plan
for freight transport routes in the future, and
likewise the continuation of the high speed
route towards France.
5.
All of the tunnels are executed using the New Austrian Method
with excavation with explosives.
The Uban viaduct has a prefabricated deck structure with shallow
foundations, while the Urumea viaduct is executed using a launching gantry, except in the span of 96m which is executed with the
progressive cantilever method.
The construction procedure for the Hernani viaduct is based on
the use of centring with support given to the foundations of the piers
in spite of their small height due to the poor characteristics of the
terrain. In the last two jumps over the River Urumea, artificial peninsulas with provisional supports are executed to reduce the length
of the spans (67.7 m and 120 m respectively). Once the deck and
masts are executed and the braces begin functioning the peninsulas
are removed.
VIADUCTS
LONG. TOTALE
TRAVÉE MAX.
Uban
Brook / Ru Urumea
River / Rivière801 21 96
Hernani
River / Rivière1,095 9 120
Prolongation
Hernani Viad.
Madrid-Irun Line
Prolongement Ligne Madrid-Irun
viad. Hernani
1631946
4401030
Hegal-atari egitura
Ibaia / Rivière95 593
Structure
encorbellement-portique
LONG. TOTALE
FREE SECTION
SECTION LIBRe
Urnieta
Bored / Foré
2,15785
Hernani
Bored / Foré
77095
Urnieta
49885
Errotaran
18585
123
5.
Hernani viaduct
The 1,095 m long Hernani viaduct constitutes
the longest viaduct of the Gipuzkoa branch
and its typology is unique in the high speed
development up to now.
124
The current
San Sebastian – Irun – Bayona connection
Access to cities and french border
5.
5.3.
Access to cities and
french border
1. The current San Sebastian – Irun – Bayona connection
The current state of rail transport in the Basque Country is the fruit of
a slow development that began in the middle of the 19th century, on par
with the rest of the State.
The first initiatives towards the implantation of rail in the Basque Country had already begun in 1845; however, it was not until 1864 that the
Madrid-Irun railway construction was completed. A few years later the
Bibloa-Madrid line was inaugurated. The narrow gauge lines were mostly
built by private enterprise and among others, consisted of the Bibao San Sebastián line, inaugurated in 1900, and the Bilbao-Santander line.
This transport network, comprised of Iberian and metre gauge railways,
has remained in place and is what we see in the Basque Autonomous
Community today.
Currently the rail system in the Basque Country Autonomous Community (BCAC) consists of four networks of two different gauges, which
are also dependent on three different administrations. In the Donostialdea section, the metre gauge line managed by Euskal Trenbide Sarea
and the Iberian gauge line managed by ADIF exist side by side, and are
both connected to the French railway network SNCF running on standard gauge (UIC) through Irun – Hendaya.
5.3.
Sarbidea hirietara eta
frantziako mugara
Current railway network in
Spain France Connection
Donostialdea.
(River Bidasoa).
_
_
125
5.
The current
San Sebastian – Irun – Bayona connection
Source: DOT.
_
126
As a result of the different gauges of line in
the BCAC it is impossible to interchange rolling stock, and the railway structure is complex and incomplete. Furthermore it is worth
highlighting the problems that derive from the
different gauges of the State network and the
European network which impede the continuous flow of traffic on the border between
Spain and France, making it necessary to
stop and change over both passenger and
freight loads in complex railway installations.
connecting Europe – Iberian Peninsula, taking into account that historically a large part
of European Peninsula – Continent traffic has
been guided through the natural Irun pass.
With the opening of the new railway network
the strategic position of the Basque Country –
Aquitaine takes on new relevance as a hinge
This situation requires coordination
between the responsible bodies in the French
and Spanish administrations to form an agree-
It is not in vain that the Governments of
the Basque Country and Aquitaine are collaborating with the aim of setting up both territories as logistical platforms that will allow
them to increase their value as strategic areas
of transport.
ment on a solution for the new high speed
route of the new railway network, reached by
means of a cross-border project that encapsulates the interests of all parties involved. To
this end, an association of economic interest
denominated the “Pyrenees High Capacity
Crossing” has been created by the Governments of Spain and France that is responsible
for analysing the different route options and
its operational inclusion into the networks of
both countries. This association is comprised
of the two rail administrations, ADIF and RFF
and includes the participation of the regional
and autonomous communities affected that
can participate in monitoring the programme.
The new San Sebastián – Irun –
french border connection
5.
2. The new San Sebastián – Irun – French border connection
The solution for the connection between the New Basque Country
Railway Network and the French railway network is currently planned
in two phases with different time frames, although both are part of the
final definitive solution.
In the first phase, with a view to opening the service in 2016, the
access to the cities of San Sebastián and Irun along the new high
speed network will be created using the existing conventional Madrid
- Irun line, connecting both networks in Astigarraga and thereby taking advantage of the current railway platform. There is therefore also
time for the coordination of the two administrations involved in order
to reach a consensus regarding the second phase of the high speed
route through a new Astigarraga – France corridor.
However, this solution creates a challenge both in terms of making the two gauges of track (Iberian and standard) compatible in the
connections between networks, and the inclusion of a third rail with
multipurpose sleepers along the entire route which allows the simultaneous circulation of trains of both standard and Iberian gauge along
the same track.
Tunnel with slab track and third rail.
Source: ADIF
_
Donostia-Irun-French border connection.
First phase of connection.
_
127
5.
The new San Sebastián – Irun –
french border connection
Furthermore, the decision has been taken to introduce an additional
connection during the second phase that will permit passenger trains
that are making a commercial stop in the centre of San Sebastián to
be incorporated into the French high performance network without
the need to pass through the Irun-Hendaya complex. This option will
make it unnecessary for this traffic to stop in Astigarraga station, for
which reason this installation can be simplified significantly, to function
exclusively as a technical connection between networks.
Steps are therefore currently being proposed that will provide
continuity through the current network (before adaptation) for standard gauge high speed trains as far as the stations of San Sebastián
and Irun, as well as allow an uninterrupted service heading towards
France. In order to do this it is anticipated that a mixed gauge (third
rail) will be added to the existing line between Astigarraga (point of
connection with the new high speed line) and Irun (link with the French
conventional network), which will permit the utilization of the corridor
by standard gauge trains proceeding from the high speed line, while
still maintaining the services that are currently offered on this line to
local and freight trains.
In relation to the transport of passengers, once work is complete,
a double connection for high speed services to France will be established, one for direct trains by means of a new high speed platform,
and a second for connection services along the Madrid – Paris line
between the cities of San Sebastián – Irun – Hendaya – Bayona.
San Sebastián - Irun –French border
connection. Current solution.
_
128
Diagram of the final
connections.
_
San Sebastian freight transport
diversion and Lezo intermodal station
5.
3. San Sebastian freight transport diversion and Lezo intermodal station
ADIF currently offers a radial network with two principle axes,
Miranda-Bilbao and Miranda-Irun, which is completed by the Ebro Valley transversal axis (Miranda – Castejón) and the Navarra connection
to France (Castejón – Pamplona – Alsasua). With regard to FEVE and
EuskoTren, they maintain a metre gauge line that runs parallel with the
coast that is of little operational efficiency over a long distance but is
functionally necessary.
The Madrid – Irun rail line is one of the great European railway lines.
The Miranda de Ebro-Irun stretch captures the traffic from Portugal
and the western peninsula half of the country, as well as the traffic
coming from Navarra and part of the Ebro basin, connecting them with
Europe. It is of a similar importance for the transport of passengers and
for the transport of goods.
In relation to the previously mentioned, freight trains heading
towards Europe along the Atlantic corridor cross the urban centres of
San Sebastián and Irun, and carry out the operations necessary for
onward transport in the Irun - Hendaya rail complex.
Within the measures involved in the connection of the new rail network with France, we must remember that two significant measures
affecting mixed traffic (passengers – freight) are proposed for the last
phase directed at avoiding the flow of freight traffic through the urban
centre of San Sebastian along with establishing an intermodal freight
station in Lezo that will allow connections between networks of metric
(ETS), Iberian and standard gauge (ADIF), as well as free up space in
the Irun rail complex.
In this last phase mentioned, in addition a link will be introduced
between the new direct Astigarraga – France route and Lezo station,
which will be equipped with the third rail solution between Astigarraga and the intermodal link mentioned, in this way creating the San
Sebastián freight transport diversion.
Freight train connections for
Location of Lezo rail
Europe through Irun.
platform.
_
_
129
5.
Track with a third rail
4. Track with a third rail
The railways in each country adopted different track gauges in their
initial stages that ranged from 500 to 1,676 mm, of which 10 standards
currently remain. Some of these gauges even operate together in the
same country simultaneously as the result of different private investment
initiatives. From the technical perspective, the cause of this great diversity of gauges principally relates to defensive motives, economic interests and topography.
The Iberian gauge is characteristic of the Iberian Peninsula (Spain
and Portugal) and was originally established using the traditional measurement of 6 Castilian feet, or 1,674 mm, although with the appearance
of the Spanish National Railway Network in 1995 the current width of
1,668 mm was defined. The railway network in Spain was developed
with this gauge until the arrival of the Madrid - Sevilla AVE in 1992.
Different standards of railway gauge in the
world. Source Wikipedia.
_
The standard gauge, international gauge or what is sometimes
called the UIC gauge historically began being used as a reference
with the central European and north American manufacturers who
adopted the gauge from the plan by George Stephenson, developer of the world’s first public railway line to use steam. However
the normalisation of this gauge did not occur until the Berna international railway congress (1886) where the gauge of 1,435 mm
was adopted.
Third rail embedded in track in station.
Source ADIF.
_
130
With the passage of the years it has been demonstrated that
the differences in gauge at the French border have constituted a
problem in the railway connections with Europe for passengers
and freight, making it necessary to make change overs on the line
before journeys can continue. This situation was partly mitigated
by the appearance of gauge changers in the 60’s, which consist
in the change of coach and wagon axles, a complete change of
bogies and the change of the track gauge for a vehicle or for a
group of vehicles.
Track with a third rail
5.
Another solution to the problem of different gauges
consists in the placement of three rails on the same
sleeper, therefore allowing circulation on two different
gauges. In this case, Iberian gauge (1,668 mm) and
standard gauge (1,435 mm). Until now this solution
has been used in the border zones of Irun and Port
- Bou but at speeds that are too low for utilisation in
high speed lines.
The technological development carried out by
ADIF in this field has achieved the possibility of high
performance circulation using a third rail, which is to
say, with higher speeds of up to 200 km/h on both
gauges, making this solution ideal for routes with
mixed passenger and freight traffic along the same
platform . In switch zones, the creation of a crossover
for tracks of both gauges involves in the majority of
cases a technical restriction that limits the velocity to
200 km/h at these points.
Three rail track on ballast and
Although conceptually the idea of a third rail is
very simple, it brings with it notable technical complexity, both in terms of the infrastructure solutions
made necessary and the later management of the
traffic. It requires the modernisation of elements that
are closely involved: among others, the adaption of
the infrastructure, switches, track circuits, signalling
systems, multipurpose catenary wire systems, three
rail sleepers, more power of electrification, as well
as the management associated with the necessity
of creating compatibility between very dense traffic
of freight trains with greater load per axle and electric traction power, and traffic of faster and lighter
trains, all of which demands innovative operational
practices with relation to the infrastructure and traffic
management systems.
example of switch. Source ADIF.
_
Thus, the solution using a third rail requested by
the Council of Housing, Public Works and Transport and agreed with the Ministry of Public Works in
July 2011, is the optimal option to resolve the San
Sebastián - Irun - French Border connection in mixed
traffic and represents a technological challenge to
overcome.
131
6.
Notable
works
6.1.
Tunnels
1. Introduction
High speed train tunnels do not have specific special characteristics
that in themselves distinguish them from all other tunnels, but rather are
the result of the application of a diverse set of design criteria relating to
such things as the dimensions of the trains, the general characteristics
of the high speed route, the comfort and health requirements of passengers and the safety guidelines that apply.
These criteria determine the following aspects of the final geometry
of a tunnel:
1.The area given to the trains has to have the minimum dimensions
required to allow the circulation of one or two trains.
2.The general characteristics of the route place conditions on the
maximum gradients and curve radii. The gradients have to be as
gentle as possible and the radii must be very wide so that trains
can circulate at the speeds required.
132
3.In addition the route must have the characteristics necessary to
ensure that the passengers enjoy a comfortable journey. This
aspect takes on special importance in tunnels. This is because a
train’s entrance into a tunnel at high speed can cause shock waves
to be generated in what is known as the piston effect, and once
inside the tunnel and in accordance with the blockage ratio, pressure waves can be produced that cause discomfort to passengers
if the entrance sections are not controlled. This ultimately translates into a recommended tunnel section conditioned by these
parameters that generally varies around 85m2 for very long double
circulation tunnels and 95m2 for tunnels of short length.
4.The guidelines relating to tunnel safety, both national and international, not only determine the geometry of the tunnel to a great
extent but can also determine their typology.
General characteristics
Notable works
Tunnels
The free section must be adapted so that there is a passable
pedestrian walkway in case evacuation is necessary. In addition,
in the case of very long tunnels, the need for evacuation routes
can make it necessary to look to interconnected twin tube designs
with connection galleries so that if needed one tube can serve as
an evacuation route for the others.
Even if we talk functionally about tunnels in terms of all artificial constructions that are employed as lines of communication running underground, we differentiate between bored tunnels and artificial tunnels in
order to distinguish between these different constructions.
6.
We therefore denominate bored tunnels those whose construction
has required the removal of material from a pre-existing natural source
by means of underground labour. While the rest of the tunnels which
are constructed following an excavation in open air and then finally
covered over are popularly known as artificial tunnels.
The construction of the Gipuzkoa corridor involves both an authentic human and technological challenge; it implies the perforation of
twenty-three bored tunnels with approximately 43 Km of route underground, and thus more than 73% of the route running underground. Of
these 43 Km more than 40 correspond to the bored method, which is
equivalent to 68% of the route, alongside which the perforation of the
evacuation galleries must also be added.
2. General characteristics
Lengths
Longueurs
Construction project
Projet de construction Track
Voie
Stretch Tunnel
Tronçon Tunnel
Bored tunnels
Tunnels forés
Nº Total Tunnel 1
Tunnel 2 Tunnel 3 Nº
Cut-and-cover tunnels
Faux tunnels
Total Tunnel 1 Tunnel 2 Tunnel 3 Evacuation
galleries
Galeries
évacuation
Nº
Total
1BERGARA-BERGARA
Dbl. / Doub.
3,160840.00 4840.00576.00141.00123.00
2BERGARA-ANTZUOLA
Dbl. / Doub.4,289 3,863.50 13,706.003,706.00
1 157.50 157.50
1 2,750.40
6,949
5,456.00
2
5,502.00
5,037.00
5,875.00
13
295.07
3-4ANTZUOLA-EZKIO ITSASO W-E* Dbl. / Doub.
5 EZKIO ITSASO-EZKIO ITSASODbl. / Doub.2,840
6 EZKIO ITSASO-beasain
Dbl. / Doub.
2,494
2,285.89
2
2,285.89
1,730.55
555.34
4
1
785.57
7 beasain WEST / OUEST
Dbl. / Doub.1,572 1,065.00 31,068.00 479.00 219.00 370,00
8 beasain EAST / EST
Dbl. / Doub.2,159 1,967.00 11,967.001,967.00
9 ordizia-itsasondo
Dbl. / Doub.
2,860
2,832.00
1
2,832.00
2,832.00
1
304.00
10 legorreta
Dbl. / Doub.3,585 3,045.00 12,952.002,952.00
1 93.00 93.00
2 177.00
11 tolosa
Dbl. / Doub.3,7913,522.2022,973.101,517.90
1,455.20 3549.10507.60 23.90 17.60 2461.00
12 tolosa-hernialde
Dbl. / Doub.
3,6112,976.0032,441.00687.00210.001.544,002537.00179.00358.00 1463.30
13 hernialde-zizurkil
Dbl. / Doub. 5,870 5,061.08 3 4,792.951,372.122,575.86 544,97 1 268.13 268.13
3 1,556.79
14 zizurkil-andoain
Dbl. / Doub.
4,970
4,718.57
1
4,718.57
4,718.57
2
3,638.00
15 andoain-urnieta
Dbl. / Doub.
2,810
2,011.00
1
2,011.00
2,011.00
1
996.00
16 urnieta-hernani
Dbl. / Doub.
5,2493,609.7922,926.79
2,157.79769.79 2683.00498.00185.00 21,080.30
17 hernani-astigarraga
Dbl. / Doub.2,460
59,169
43,256
23
40,176
18
3,126
29
12,507
*For
the Zumarraga tunnel the average length of the two
tunnels has been calculated. / Dans le tunnel de Zumárraga
73.11%67.90%
5.29%
on a comptabilisé la longueur moyenne des deux tunnels
133
6.
Notable works
The cost of a tunnel is determined by a
series of factors such as the typology of the
tunnel (section, single tube, twin tube), the
length, the depth, and critically, by the geological and geotechnical characteristics of
the obstructing material.
The excavation and support of a tunnel
constitute the main costs involved, and this
varies in accordance with the quality of the
rocky mass being tunnelled through. The
quality of the rocky mass is going to essentially depend on a series of factors acting
together such as lithological characteristics,
the spatial relations of existing discontinuities in the rock resulting from its geological history, the presence of water, the state
of tectonic forces and geological evolution.
Even with all this, the final behaviour of the
terrain can vary according to the depth of the
tunnel as the behaviour of some lithological
circumstances can vary with an increase in
pressure.
The Gipuzkoa corridor passes through
a wide range of lithological situations and
levels of depth, which allows us to conclude that the principle characteristic of the
Gipuzkoa corridor is its very richness of terrain variety and behaviour. Thus, no sooner
do we find ourselves excavating a tunnel in
134
Tunnels
massive limestone with excellent geotechnical behaviour then we pass to a tunnel in clay
or loose sand with extremely poor characteristics or possibly even find ourselves beside
one of the principle faults running through
the Basque Country.
The cost of the tunnels has a heavy
impact on the total cost of the project, and
on the cost per lineal metre of tunnel in some
zones even exceeds that of the stretches. In
addition, it is important to point out that there
is a geographical variance in cost of a lineal
metre of tunnel.
The cost of a lineal metre in the central
sector is less than the rest of the stretch. This
is explained by the fact that the tunnels in this
sector are shorter than in the other sectors
and secondly by the calcareous and calcareous clastic flysch that is predominant in this
sector, as well as the lesser depth of these
tunnels (occasionally passing 200m below
ground) and to the relative structural simplicity of this area that results in well behaved
rocky mass.
The cost per lineal metre of the tunnels
in the eastern and western sectors is higher.
This is primarily due to the length of the tunnels, which results in an important increase
in costs due to the necessity of adding evacuation galleries, and which in many cases
involves the construction of galleries parallel with the tunnel along a good part of their
length.
Among the longest tunnels we can highlight the Zumárraga tunnel which at 5.4 Km
constitutes the longest tunnel of the entire
Basque Country, as well as the almost 4.3
Km long Kortatxo Sakon, and the 4.7 Km
Aduna tunnel. In the case of the Kortatxo
Sakon, Zumárraga and Asteasu tunnels
greater depth also plays a role, and in the
case of the Zumárraga tunnel, its twin tube
configuration is a further contributory factor.
In the western sector the principal geological condition is the predominance of
some clastic formations. Clastic flysch presents a lower competence than the calcareous flysch of the central sector. In the eastern
sector the principal geological condition is
the high structural complexity and the strong
presence of Trias (Keuper) clay and Jurassic
materials.
Notable works
Tunnels
6.
Cost in Euros per lineal metre Coût en euros par mètre linéaire
30.000,00 E
25.000,00 E
20.000,00 E
15.000,00 E
10.000,00 E
Cost Tunnels / Coût tunnels
5.000,00 E
Cost Stretch / Coût tronçon
Western Sector
Secteur Ouest
DETRITIC FLYSCH, MAXIMUM DEPTHS, LARGE TUNNEL
LENGTHS.
FLYSCH DÉTRITIQUE, COUVERTURES MAXIMUMS,
GRANDES LONGUEURS DE TUNNEL.
Central Sector
Secteur Central
CALCAREOUS FLYSCH AND DETRITIC CALCAREOUS, LIMESTONE, DETRITIC
FLYSCH, TRIAS KEUPER, COMPLEXITY, MEDIUM DEPTHS, MANY STRETCHES
WITH MORE THAN ONE TUNNEL.
FLYSCH CALCAIRE ET DÉTRITIQUE CALCAIRE, CALCAIRES, FLYSCH DÉTRITIQUE,
TRIAS KEUPER, COMPLEXITÉ, COUVERTURES MOYENNES, NOMBREUX
TRONÇONS AVEC PLUS D’UN TUNNEL.
hernani-astigarraga
urnieta-hernani
andoain-urnieta
zizurkil-andoain
hernialde-zizurkil
tolosa-hernialde
tolosa
legorreta
ordizia-itsasondo
beasain
East / Est
beasain
West / Ouest
EZKIO ITSASO-beasain
EZKIO ITSASO-EZKIO ITSASO
ANTZUOLA-EZKIO ITSASO
ekialdea / Est
ANTZUOLA-EZKIO ITSASO
West / Ouest
BERGARA-ANTZUOLA
BERGARA-BERGARA
0,00 E
Eastern Sector
Secteur Est
TRIAS KEUPER CLAY, DETRITIC FLYSCH, LIMESTONE,
CALCAREOUS AND DETRITIC CALCAREOUS FLYSCH,
GREAT STRUCTURAL COMPLEXITY, MEDIUM HIGH
DEPTHS.
TRIAS KEUPER ARGILES, FLYSCH DÉTRITIQUE,
CALCAIRES, FLYSCH CALCAIRE ET DÉTRITIQUE
CALCAIRE, GRANDE COMPLEXITÉ STRUCTURELLE,
COUVERTURES MOYENNES HAUTES.
135
6.
Notable works
Tunnels
Geological environment
3. Geological environment
The geological configuration of the Basque Country is the result
of millions of years of both sedimentary and tectonic evolution over a
period of approximately 260 Ma. Practically the entire Basque Country
Autonomous Community lies inside the Basque-Cantabrian Basin. The
origin of this landscape is linked with the processes of the opening of
the Atlantic Ocean, the drift of the Iberian plate, and finally alpine orog-
eny. The materials that do not belong to this basin are situated to the
northeast of Gipuzkoa in the Macizo de Cinco Villas (Five Valleys Massif). This is the only vestige existing in BCAC territory of the pre-existing
Palaeozoic materials. This Palaeozoic massif served as a dividing line
with the Pyrenean basin and is of great importance in understanding
the enormous complexity of these bordering zones.
Geological Map of the Basque-Cantabrian Basin – Taken from the EVE Map of Hydrocarbons
Carte géologique du bassin basque-cantabrique – Tirée de la carte des hydrocarbures de l’ EVE
a)
Palaeozoic
a) Hercynian granite of Peñas de Aya
PALÉOZOÏQUE
a) Granite hercynien de Peñas de Aya
Permo-Triassic / PERMIEN TRIASIQUE
Triassic / TRIASIQUE
Marine Jurassic / JURASSIQUE MARIN
Early Cretaceous detritic
CRÉTACÉ INFÉRIEUR DÉTRITIQUE
Early Cretaceous carbonated.
Urgonian
CRÉTACÉ INFÉRIEUR CARBONATÉ
URGONIEN
Supra-Urgonian / URGONIEN
Late Cretaceous
b) Alkaline submarine volcanism
CRÉTACÉ SUPÉRIEUR
b) Vulcanisme sous-marin alcalin
Tertiary / TERTIAIRE
Fault / FAILLE
Thrust fault / CHEVAUCHEMENT
Cabuérniga fault
faille de Cabuérniga
Ubierna fault
faille d’Ubierna
Frontal thrust fault over the Aquitaine
Basin and over Alto de las Landas
chevauchement frontal sur le bassin
d’Aquitaine et le Haut des Landes
136
Bilbao fault
faille de Bilbao
Frontal thrust fault over the
Ebro basin
chevauchement frontal sur le
bassin de l’Èbre
Leiza fault
faille de Leiza
Pamplona fault
faille de Pampelune
Frontal thrust fault over the
Duero basin
chevauchement frontal sur le
bassin du Duero
Tunnels
The Basque-Cantabrian Basin is bordered on the west by the
Asturian Palaeozoic massif. This border between the Asturian Mountains and the current Mesozoic materials coincides with what was
the ancient coastline during the life of the basin. To the south, its
limit is defined by the Palaeozoic massif of the Sierra de la Demanda,
known today as the Sierra de Cantabria thrust fault and which marks
the limit between the Basque-Cantabrian fold chain and the Ebro
tertiary basin. The northern limit is constituted by the slope of the
continental shelf in the Bay of Biscay. To the east it is fundamentally
limited by the Basque Palaeozoic massifs, Cinco Villas and Alduides
although its structural limit is in the Pamplona fault.
Notable works
6.
The fact that the Basque-Cantabrian Basin lies surrounded by Palaeozoic massifs is not a mere coincidence, given that its origin lies in
the thinning of the continental crust that existed during the Palaeozoic,
and that had been the result of the Hercynian orogeny. This thinning is
controlled by the principle Hercynian structures and is creating a kind
of border groove of Hercynian relief on its limits.
During the Permian period a distensive stage began that led to a
fast thinning of the terrestrial crust and a growth by expansion of the
surface of the basin; this phenomenon together with fluctuations in
the oceanic levels have determined the sedimentary characteristics of
the basin.
Profile of the Basque-Cantabrian Basin – Taken from the EVE Map of Hydrocarbons
Profil du bassin basque-cantabrique – Tiré de la carte des hydrocarbures de l’EVE
Palaeozoic / PALÉOZOÏQUE
Late Cretaceous
CRÉTACÉ SUPÉRIEUR
Permo-Triassic / PERMIEN TRIASIQUE
Supra-Urgonian / SUPRA URGONIEN
Triassic / TRIASIQUE
Early Cretaceous carbonated Urgonian
CRÉTACÉ INFÉRIEUR CARBONATÉ URGONIEN
Marine Jurassic / JURASSIQUE MARIN
Tertiary / TERTIAIRE
Early Cretaceous detritic
CRÉTACÉ INFÉRIEUR DÉTRITIQUE
fault / FAILLE
137
6.
Notable works
Tunnels
This sedimentation in its Permian-Trias origins has a marked continental character that little by little evolves into a superficial marine environment. As the extension increases we pass into sedimentation with
a marked marine character and during the Early and Middle Jurassic
this extension halts. During the Middle and Late Jurassic another distensive stage begins that ends in the Early Cretaceous. In this period
the well-known drift of the Iberian plate towards the SW begins, with
continental sedimentation and a transition into typical marine sedimentation, with this latter becoming most important in the Aptian period.
During the Aptian period the Iberian Plate starts to turn SE and with this
movement another increment of expansion begins and an increase in
the subsidence forming an important “flysch” groove in the zone where
the seam between the Iberian and European plates lie. In this period a
period of creation of oceanic crust begins below the Iberian Plate with
a period of intense submarine volcanic activity taking place at the same
time that the supply of terrigenous material grows. During the Santonian period this volcanic activity ends and at the same time the period
of oceanic expansion finishes. During the Eocene and Oligocene periods the first sequences of alpine folding are produced.
The alpine folding generates the first NW-SE structural alignments
that coincide with the main tardihercinic faults such as the Bilbao or
Durango fault. To the east in Gipuzkoa, the Palaeozoic massifs execute
a structural shove and cause these alignments to turn in a more northerly
direction creating what we call the Arco Plegado Vasco (Basque Folded
Arch). At the same time this structural shove favours the appearance of
compressive structures such as thrust and reverse faults. The folding
has a clear level of take-off in the Keuper clay, and given its low density
and high plasticity they tend to emerge well through diapiric processes
or as extrusions through the main faults that at the same time can additionally drag or fold the overlying materials. All these phenomenon have
bestowed upon this zone a great geological and structural complexity.
Described under the different geological periods, we have the following distribution of materials present in the planned route of the
corridor:
Trias
After finishing the Permian and fundamentally during the Early Trias
the Buntsandstein facies predominate. These are continental facies
constituted of micaceous sandstones of a fine grain and lime lutites
(siltstone of a red colour). Later we find the Keuper clays, which are
138
related to very superficial sedimentary environments and a very dry
climate that favoured the formation of evaporative minerals (gypsum, anhydrite). At the same time, there was an important emission
of volcanic and sub-volcanic material that generated important ophite
deposits.
Jurassic
The Jurassic sedimentation is characterised by having a marked
marine character, caused by a general elevation of the sea or a thinning
of the terrestrial crust or a combination of the two.
The principal domains are:
1stInfalias. Lias calcareous Dolomite. Comprising of carnelians
generated by the dissolution of evaporates and dolomites.
These deposits were generated in inter and supra-tidal zones.
2nd Marlaceous Lias. During the Middle Lias the elevation of the
marine level and sedimentation produced in open marine shelf
conditions.
3rd During Dogger a withdrawal of the water, and the resulting shallowing over the marine shelf begins a carbonated sedimentation.
4nd During the Malm this withdrawal is evident; it generates a transition to a sedimentation from more superficial environments with
a detritic influence. The ceiling over this episode is constituted
predominantly of bioclastic and oolith limestone corresponding
to high energy shelves.
Notable works
Tunnels
6.
NEÓGENE
NÉOGÈNE
PLIOCENE
PLIOCÈNE
VILLAFRANCHIAN / VILLAFRANQUIEN
ZANCLEAN / ZANCLÉEN
RUSCINIAN / RUSCINIEN
MESSINIAN / MESSINIEN
TUROLIAN / TUROLIEN
TORTONIAN / TORTONIEN
AQUITANIAN / AQUITANIENSE
OLIGOCENE
OLIGOCÈNE
AGENIAN / AGÉNIEE
CHATTIAN / CHATTIEN
SUEVIAN / SUEVIEN
SUEVIAN / TUROLIEN
LUTETIAN / LUTÉTIEN
YPRESIAN / YPRÉSIEN
SUP. / SUP.
MED. / moy.
INF. / inf.
RHENAINIAN
RHÉNANIEN
NEUSTRIAN
NEUSTRIEN
DANIAN / DANIEN
CUISIAN
ILERDIAN
Senonian
sénonien
.
.
.a
M
P.
O
Intramessin...
14,5
16
20
23,5
NEOCASTILIAN / NEÉOCASTILLANE
CASTILIAN / CASTILLANE
1ST PYRENEAN / PYRÉNÉEN 1ª
40
PYRENEAN OROGÉNIC ALPINE PHASE
46
53
91
UTRILLAS
96
PREPIRENAIC / PRÉ-PYRÉNÉENNE
PHASE PYRÉNÉENNE OROGÉNIE ALPINE
NEOLARAMIC / NÉO-LARAMIEN
ACTIVE MARGIN
MARGE ACTIVE
PALEOLARAMIC / PALÉO-LARAMIEN
262
OPENING STAGE
ÉTAPE D’OUVERTURE
246
192
AUSTRIAN 1ST PHASE / AUTRICHIENNE 1ª F
110
114
076
075
122
PURBECK
TITHONIAN (PORTLAND) TITHONIEN
186
091
073
116
WEALD
BERRIASIAN / BERRIASIEN
KIMMERDGIAN / KIMMÉRDIGIEN
130
RIFT
135
NEOKIMMERIAN / NÉO-KIMMÉRIEN
141
PALEO-KIMERRIAN 1 / NÉO-KIMMÉRIEN 1ª F
054
146
OXFORDIAN / OXFORDIEN
160
BAJOCIAN / BAJOCIEN
167
AALENIAN / AALÉNIEN
176
TOARCIAN / TOARCIEN
180
PLIENSBACHIAN / PLIENSBACHIEN
187
SINEMURIAN / SINÉMURIEN
194
HETTANGIAN / HETTANGIEN
ZECHSTEIN
PERMIAN
PERMIEN
TRIASSIC
TRIAS
LATE
SUPÉRIEUR
CARNIAN / CARNIEN
MEDIUM
MOYEN
LADINIAN / LADINIEN
EARLY / INFÉRIEUR
SCYTHIAN / SCYTIEN
LOPINGIAN
LOPINGIEN
GUADALUPIAN
GUADELOUPÉEN
220
235
245
BUNTSANSTEIN
250
253
CAPITANIAN / CAPITANIEN
WORDIAN / WORDIEN
ROADIAN / ROADIEN
ARTINSKIAN / ARTINSKIEN
SAKMARIAN / SAKMARIEN
ASSELIAN / ASSÉLIEN
THURINGIAN / THURINGIEN
SAXONIAN / SAXONIEN
AUTINIAN / AUTINIEN
PALEO-KIMERRIAN 1 / PALÉO-KIMMÉRIEN 1
230
WUCHIAPINGIAN / WUCHIAPINGIEN
KUNGURIAN / KUNGURIEN
CISURALIAN
CISURALIEN
MUSHELKALK
ANISIAN / ANISIEN
CHANGHSINGIAN / CHANGHSINGIEN
042
PALEO-KIMERRIAN 2 / PALÉO-KIMMÉRIEN 2
205
Keuper
262
Volcaniclastic rocks
Volcanic complex Oiz unit
Roches volcanoclastiques
Complexe volcanique
Unité d’Oiz
264
272
3,4
290
300
035
041
038
036
CONTINENTAL RIFT
RIFT CONTINENTAL
PALATINE (pfalzian) / PALATINE (pfalcique)
SAALIC / SAALIQUE
246 Grey schistose malmstones
with interweaving sandy
limestone
Calcareous flysch
Oiz unit
Marnes schisteuses grises
avec intercalations de
calcaires sableux
Flysch calcaire
Unité d’Oiz
Beasain Oeste, Beasain
Este, Ordizia-Itsasondo,
Legorreta-Tolosa
050
201
RHAETIAN / RHÉTIEN
NORIAN / NORIEN
INTER RIFT
046
Tardihercinian
Tardi-hercynien
EARLY LIAS
INFÉRIEUR LIAS
BATHONIAN / BATHONIEN
Kimmerian
KIMMÉRIEN
154
CALLOVIAN / CALLOVIEN
MIDDLE DOOGER
MOYEN DOOGER
Tolosa, Hernani-Astigarraga
Tolosa-Hernialde
274
108
URGONIAN
URGONIENNE
2ND PYRENEAN / PYRÉNÉEN 2ª
34
88
APTIAN / APTIEN
Neocomian
néocomien
POSTOROGÉNIC STAGE
ÉTAPE POSTOROGÉNIQUE
BETIC / BÉTIQUE
11
87
BARREMIAN / BARRÉMIEN
HAUTERIVIAN / HAUTERIVIEN
IBERO-MANCHEGA 1
33
CONIACIAN / CONIACIEN
VALANGINIAN / VALANGINIEN
6,5
274 Alternation of sandy
malmstones and limestone
Calcareous detritic flysh
Oiz and San Sebastian unit
Alternance de marnes et
calcaires sableux
Flysch détritique calcaire
Unité d’Oiz et Saint-Sébastien
IBERO-MANCHEGA 2
72
TURONIAN / TURONIEN
EARLY
INFÉRIEUR
3,4
65
SANTONIAN / SANTONIEN
ALBIAN / ALBIEN
3,4
39
GARUMN
CAMPANIAN / CAMPANIEN
CENOMANIAN / CÉNOMANIEN
1.8
28
THANETIAN / THANÉTIEN
PALEOCENE
PALÉOCÉNE
CRETACEOUS
CRÉTACÉ
ORLEASIAN
ORLÉASIEN
N
BLIA
RAM BLIEN
RAM
RUPELIAN / RUPÉLIEN
PRIABONIAN / PRIABONIEN
BARTONIAN / BARTONIEN
EOCENE
ÉOCÈNE
LATE MALM
SUPÉRIEUR MALM
JURASSIC
JURASIQUE
MESOZOIC MÉSOZOÏQUE
ASTARAC
LANGHIAN / LANGHIEN
BURDIGALIAN / BURDIGALIEN
MAASTRICHTIAN / MAASTRICHTIEN
PHANEROZOIC MÉSOZOÏQUE
VALLESIAN / VALLESIEN
SERRAVALLIAN / SERRAVALLIEN
MIOCENE
MIOCÈNE
LATE
SUPÉRIEUR
0,01
PIACENZIAN / PLAISANCIEN
Neoalpine
NÉOALPINE
CALABRIAN / CALABRIEN
Mesoalpine
MÉSOALPINE
ACTUAL / ACTUEL
PLEISTOCENE
PLEISTOCÈNE
FACIES / U. LOCAL
FACIES / U. LOCALE
Paleoalpine
PALÉOALPINE
STAGE
ÉTAGE
Austrian
autrichien
SERIES
SÉRIE
HOLOCENE / HOLOCÈNE
PALEOGENE
PALÉOGÈNE
CENOZOIC CÉNOZOÏQUE
IVº
PALAEOZOIC
PALÉOZOÏQUE
Lithology present along the route EVE 1:25.000 and construction stretches
Lithologies présentes dans le tracé eve 1:25.000 et tronçons constructifs
E
YS M
TÈ
M
Ère
SY
S
S TE
ER
A
EO
N
Éon
Table of geological periods based on the table published by the IGME Tableau des temps géologiques basé sur le Tableau édité IGME
029
192 Alternations of siliceous
sandstones and lutites
Supra-urgonian black flysch
Alternances de grès siliceux
et lutites
Complexe supra-urgonien
Flysch noir
Legorreta, Urnieta-Andoain,
Hernani-Astigarraga
186 Black calcareous lutites
with sandstone veins Supraurgonian complex
fm Durango, Dalmaseda
and Zufia
Oiz unit
Lutites calcaires noires avec
Hercinian basement
passes gréseuses
Socle hercynien Complexe supra-urgonien
Fm Durango, Valmaseda et
Zufia
Unité d’Oiz
Bergara-Bergara, BergaraAntzuola, Antzuola-Ezkio,
Ezkio-Ezkio, Ezkio- Beasain,
Beasain Oeste
110
Bioclastic limestone
Urgonian complex
Calcaires bioclastiques
Complexe urgonien
Legorreta
091Massive urgonian limestone
with diffuse stratification
Urgonian complex
Calcaires urgoniens massifs
avec stratification diffuse
Complexe urgonien
Legorreta, Andoain Urnieta
073Dark grey greywackes, yellowish sands, versicoloured
lutite
Facies established in
urgonian
San Sebastian unit Grauwackes gris foncé,
sables jaunâtres, lutites
versicolores
Facies d’implantation
urgonienne
Unité Saint-Sébastien
Tolosa, Zizurkil-Andoain
054 Sandy malmstones and
lutites
San Sebastian unit
Marnes sableuses et lutites
Unité Saint-Sébastien
Tolosa, Zizurkil Andoain
042 Grey limestone, dolomite
limestone and veins of
cornieule
Calcaires gris, calcaires
dolomites et passes de
carnioles
Tolosa-Hernialde
041Cornieules.
Intra-deformational tears
Carnioles. Brèches intraformationnelles
Tolosa-Hernialde, HernialdeZizurkil, Zizurkil-Andoain
038 Volcaniclastic rocks
Roches volcanoclastiques
Hernialde-Zizurkil
036Ophites
Ophites
Legorreta, Hernialde Zizurkil
035 Variegated clays and
gypsums
Argiles bigarrées et plâtres
Legorreta, Tolosa-Hernialde,
Hernialde-Zizurkil, AndoainUrnieta, Urnieta-Hernani
029 Feldspathic quartz sandstones and red siltstones Grès quartzo-feldspathiques
et siltstones rouges
Tolosa-Hernialde, Hernialde
Zizurkil
050 Bioclastic limestone and
limestone with flint
Calcaires bioclastiques et
calcaires avec silex
Tolosa-Hernialde, ZizurkilAndoain, Andoain-Urnieta
046Marlaceous limestone
and neoclastic and marly
limestone stratifications Calcaires marneux et
néoclastiques et marnocalcaires stratifiés
Tolosa, Tolosa-Hernialde,
Zizurkil-Andoain
139
6.
Notable works
Tunnels
Cretaceous
This is the period that is more and better represented throughout
the length of the planned route. The Cretaceous can be summarised in
three words; flysch, Urgonian complex and Supra-Urgonian Complex.
140
The term flysch is currently admitted as equivalent to a rhythmic
alternation between materials of different hardness. In the planned route
we find four types of flysch series: calcareous flysch, calcareous detritic
flysch, black flysch and detritic flysch; each one of them are caused by
a sedimentary environment during a particular period.
The Supra-Urgonian complex develops
during the Middle Aptian and Albian. It is
characterised by its carbonated nature that
created grand limestone constructions. This
sedimentation lies over an open sea shelf
and was controlled by a system of blocks
that compartmentalized the sedimentary furrow at different highs and lows.
Later, from the Late Albian until Early
Cenomanian the Supra-Urgonian complex
develops, which constitutes a cycle of terri-
Tunnels
genous sedimentation that begins as a consequence of a new tectonic phase known
as the Austrian phase. This rejuvenated the
surrounding relief. The arrangement of the
sedimentary domains is configured in a practically parallel and face to face fashion resulting from the arrangement of the basin furrow
which ensures that sedimentary materials of
different origins are deposited.
Notable works
6.
fluvial character known as the Utrillas sands.
It is a deltaic and shallow marine domain that
gives rise to the Balmaseda formation that
laterally changes into the Zufia formation, and
because of the slope generated by the Bilbao
fault, at depth it is followed by a marine slope
domain or Durango formation.
The first domain located to the SW generates deposition in a NE direction and has a
141
6.
Notable works
While to the NE the erosion of another Palaeozoic massif called the Bizkaia massif generates another positional system known as the
Deba or Black Flysch formation that includes
coastal fan facies at deep submarine levels,
and finally distal turbidite facies or black flysch in the strict sense.
During the Late Cretaceous a phenomenon of oceanic expansion is produced that
separates the Iberian Plate from the European
Plate. During this stage paleogeographic
conditions are generated in the meridional to
distal shelf that generate an exchange of its
own materials for the deposit of materials of a
carbonated nature, with the change in nature
occurring in accordance with the variations in
sea level or the rhythm of subsidence.
Figures taken from the Geological
Map of the Basque Energy Body.
_
142
Tunnels
Linked to this process of oceanic opening
is the appearance of volcanic manifestations,
and although the first manifestations occur
during the Albian, it is not until the Cenomanian and Santonian that large fractures in the
ocean floor open that allow great quantities of
submarine volcanic material to escape to the
basin, known as a volcanic complex.
The route of the Gipuzkoa corridor begins
in Angoizar and travels across the territory of
Alto Deba with a NW-SE orientation until it
enters the Gohierri valley. The route crosses
the Rivers Deba and Urola in a perpendicular
fashion to finish parallel with the River Oria. In
this domain the planned route lies parallel to
the southern flank of the Bilbao anticlinorium,
lying just on the border of the periclinal closure
of this anticlinorium. The principal tectonic
accidents belong to the Angiozar fault, which
runs parallel to the flank of the anticlinorium,
the Antzuola fault and the Troy fault system.
The lithology is very homogenous because the
route runs parallel with the principal courses
and in essence is comprised of a detritic flysch series in which lutites predominate with
milimetric veins of sandstone, although metric packets of sandstone are also found here.
When these packets are of greater size and
constitute mappable packets they are identified as another lithology. This sandstone lutite
rock domain varies in its origin, and thus we
have a predominance of distal deltaic facies
in the Angiozar zone that evolves into turbidite
fan facies in the Antzuola Urretxu zone.
In its initial stages the planned route travels across the surface because of its prox-
imity to the distributor that makes up the
central triangle of the entire Basque Y. The
River Deba is crossed by an impressive viaduct. From here, the route goes underground
through two of the most important tunnels of
the Gipuzkoano corridor. First, we find the
Kortatxo-Sakon tunnel of more than 4.5 Km
in length that is also the deepest of the entire
corridor with 360 m up to ground level at the
maximum point. Next we find the Zumárraga
tunnel. This crosses through Mount Deskarga
and is going to be the longest tunnel in the
entire Basque Country. Upon finalizing the
Zumárraga tunnel the route returns to the
exterior with the aim of establishing the EzkioItsaso passing loop. From Ezkio Itsaso the
route changes course and takes on a SW-NE
orientation, travelling parallel with the course
Tunnels
of the River Oria. This change of orientation
means that the route passes perpendicular to
the principal geological alignments, for which
reason the lithological changes are more frequent from this point on.
In the stretch between Beasain and Tolosa
the materials that make up this expanse are
types of calcareous flysch. These materials
are in general more competent than detritic
flysch and in addition the fact that they are
located in the central zone of the periclinal
closure of the Bilbao anticlinorium has provided it with a marked schistosity that has
allowed its ancestral exploitation as slate. This
expanse that develops between Beasain and
Legorreta displays a certain structural repose
in comparison with the other domains.
Notable works
6.
From Legorreta onwards, the geology of
the route gets more complicated because
the route enters the most important tectonic
structures in the entire Basque Cantabrian
Basin. The Leiza Fault, considered by many
authors as the continuation of the North Pyrenean Fault and which along with the Regil
Fault and the Palaeozoic massifs is the principal conditioner of the tectonic complexity
of the zone. In relation to this, remember that
both the Leiza and Regil faults act along with
the Bilboa and Durango faults as the main tardihercinian faults that form the principal furrow in the Basque-Cantabrian Basin, playing
an active role before the creation of the basin,
and during the folding process, and changing
their character in accordance with the situation present at the time. The depth of these
Figures taken from the Geological
Map of the Basque Energy Body.
_
143
6.
Notable works
Tunnels
faults of a listric character is such that they are considered to penetrate
as far as the terrestrial mantle. Other phenomenon must be added to
this such as the structural shove that forms the Paleozoic massifs, and
the very high level of plasticity of the basin base that generates large
compressive structures such as the Pagoeta Mantle and Areñazu Overthrust. The base level of Trias Keuper clays serves as the take-off level
for the folding process, but in addition, given its low density and high
plasticity, not only provokes the intrusion of these materials through the
principal fractures but also favours the halokinetic movements of these
materials. These intrusions and movements drag or move the overlying
Construction typologies
and procedures
materials allowing the outcrop of Triassic and Jurassic material. This
material breaks through in particular between Tolosa and Zizurkil as
well as in Urnieta.
With regard to Zirzukil, the configuration continues being one of
shallow tunnels of medium length. However between Zizurkil and Urnieta the tunnels become longer and deeper, such as in the case of the
Aduna and Andoain tunnels. From here the route progressively moves
closer to the surface until it is completely above ground from Astigarraga onwards.
4. Construction typologies and procedures
There are basically two types of tunnel. Bidirectional tunnels made
up of a single tube equipped in its interior with a double track and unidirectional tunnels made up of two tubes equipped with a single track
each. The selection of one configuration or the other is not simple,
because each one has its advantages, but the configuration most used
is that of bidirectional tunnels, with the unidirectional tunnels reserved
for extremely long tunnels or for those situations in which evacuation
galleries cannot be established.
The double tube configuration not only involves a larger volume of
excavation than the single tube, but in addition increases the excavation at the tunnel mouths because a minimum separation is required
between the tubes. This can even result in the construction of double
viaducts. In the Gipuzkoa corridor the type most employed has been
the bidirectional tunnel, with the Zumárraga tunnel being an exception.
144
With regard to the design of the tunnels, this is undertaken with
a fundamental focus on safety both in the execution and operation
phases while at the same time optimizing the costs of support and
coating. For this, the New Austrian Method is employed, which more
than a method is a philosophy consisting in searching for the maximum
collaboration from the terrain in the support of the tunnel. This implies
not only searching for the geometric sections that most fit with this
purpose but also those that allow a certain relaxation of the terrain with
the aim of optimizing the amount of support. This implies that the final
design of the tunnel is really executed during the construction work.
The election of a construction system is one of the most important
aspects to complete the construction of a tunnel with success; the
procedure adopted must reduce to the least possible the number of
problems and risks that are inevitably involved in this kind of work.
and procedures
Tunnels
Diagram of twin tube tunnel.
Diagram of mono-tube tunnel.
Free section 57m .
Free section 85m2.
_
_
2
Notable works
6.
The following can be highlighted among
the most relevant determinants of the execution of a tunnel:
• The lithological nature, characteristics and
foreseeable behaviour of the terrain that
will host the excavation. Fundamentally,
the resistance and deformation characteristics of the terrain, stratigraphic or tectonic discontinuities, the heterogeneity of
the lithological units that make it up, the
grade of fracturation and/ or alteration,
as well as the geological features existing
along the planned route and the presence
of water.
• The length of the tunnel to be excavated
and its cross-section constitute some
important conditioners on the adoption of
different construction systems or procedures, the ability to meet the demands of
deadlines, and furthermore the type and
dimensions of the machinery required in
the project to be realised.
• Also, the depth of the tunnel can play an
important role in determining the selection of a construction procedure, as it limits the possibilities to create intermediate
fronts of attack or even ventilation holes
if necessary to meet the execution deadline. The effect will be greater the longer
the tunnel is.
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6.
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Tunnels
and procedures
Finally, we look at the performances of the
execution processes that can be achieved
with the different procedures, given that they
will significantly affect the cost of the work
and the timeframe for execution, both aspects
which are generally determining factors in the
selection of a construction procedure.
Of the different possibilities we will comment on the three most common methods:
1.Integral or tunnel boring machines
2.Conventional methods or perforation and blasting.
3.Mechanical means or point attack.
Unlike tunnelling machines, the conventional and mechanical means work through a
series of cyclical processes that imply some
interruptions to the rhythms of work while the
work process with tunnel boring machines
is continuous, both for open and shielded
machines. In addition these machines always
work across a complete section while with
the conventional or mechanical means it is
possible to work in different phases, generally two; head and bench.
The tunnel boring machines have had a
great profusion in recent years due to the
elevated level of performance that they offer,
but the requirements necessary for their
implantation have not been met anywhere in
the Gipuzkoa corridor.
This type of machine necessitates a double tube design due to the great difficulty
of producing a machine with the sufficient
diameter to make a double circulation tunnel
and the huge cost that this would involve.
The double tube design does however imply
a greater volume of excavation, not only
because of the need to build two different
tubes, but also because these have to be
circular.
146
Courtesy of Amberg
Infraestructuras.
_
This type of machine is designed for a
specific tunnel or if not, then the tunnel is
adapted to an existing machine. In any case
its implantation has a high cost that only
makes economic sense for very long tunnels.
Currently they are considered cost effective
for tunnels of at least 8 km. In the case of
employing shielded machines, the systematization of the support process is required
due to the necessity of using concrete arch
stones.
The most common processes used in all
of the methods with the exception of shielded
tunnelling machines are: Excavation, support, impermeabilization and coating.
Excavation consists in the opening of a
segment of the surrounding rock for a determined length of tunnel. This process can be
carried out well with blasting or mechanical
means. The possibility of being able to take
on the excavation in different phases allows
the geotechnical problems that can appear to
be better dealt with, and in turn favours a better performance during the excavation.
Upon excavating a segment of rock the
pre-existing system of forces is destabilised;
this disequilibrium generates a redistribution
of forces that tend towards a re-equilibration
back to the pre-existing system. Depending on the quality of the surrounding rocky
mass this can lead to a certain instability in
and procedures
Tunnels
Notable works
6.
the tunnel, even its collapse. These phenomenon can be controlled by limiting the length
of segment excavated and with supports. The
length of segment or pass normally fluctuates
between 1 and 5 metres in length.
The support process involves the application together, partially or individually, of a
series of stabilising elements that allow the
maintenance of the excavation in safe and
stable conditions. The use of these elements
varies in extent, increasing as the load bearing quality of the rocky mass gets worse. We
must take into account that it is possible to
excavate a tunnel without any kind of support
as long as the quality of the surrounding rock
allows it.
The most common elements that are
employed in the execution of a tunnel are:
Sprayed concrete: This consists in the
application of a layer of concrete sprayed
around the perimeter of the tunnel and whose
aim is to avoid the fall of wedges as well as
avoid the deterioration of the rock and contribute to minimising destabilising forces.
Rock bolts: The rock bolts are longitudinal elements comprised of bars or tubes of
steel that are fixed around the radius of the
perimeter to form an exterior network to the
excavation. They primarily serve to contain
the fall of blocks and wedges as well as contain destabilising forces.
These two elements are the most assiduously employed, but others such as metallic
ribs are also used if the conditions of stability
are not good. In addition micropile umbrellas can accompany the work. These consist
in the perforation and placement of metallic tubes parallel with the tunnel axis and in
front of the attack front with the aim of containing the terrain when it is highly unstable.
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Tunnels
The support placed depend directly on the geotechnical characteristics of the terrain and on its conditions of stability, no matter how
short or long the tunnel being excavated.
Other variables exist that place conditions on the placement of
supports, with the length of the tunnel and the presence of or contact
with water among those that stand out. These conditions affect the
number of supports, their design and their placement in the tunnel.
On occasions, and at times with more frequency than it might
appear, the supports designed for a tunnel project do not match
those that turn out to be necessary once the execution of the work
has got underway, even in spite of the current sophisticated tools and
methods at our disposal to undertake the analysis and study of the
support demands of a tunnel at the design stage.
148
and procedures
For this reason, beginning with the first phase, after the execution
of the tunnel begins it is necessary to continuously collect data on the
terrain and its behaviour in order to adapt the previous design to the
reality of the terrain that is revealed during construction.
This second phase requires the placement of qualified teams with
sufficient skill to adapt the project to the reality of the terrain found
in the construction phase. They must work towards technical and
economic optimization in accordance with the real conditions that
develop during the execution of the tunnel.
For this reason it is necessary to have a sufficiently flexible
approach to the execution of the tunnel to tackle and manage the differences that exist between the plans and reality, whenever there is a
divergence between the two.
and procedures
The reason for the differences that are at times revealed can be
found in the nature of the terrain, and in the design method, which is
only definitively established during construction.
Tunnels
Notable works
Despite a notable increase in geological and geotechnical examinations made in the drafting of projects in recent years, it is not easy
to combine all the information obtained in a numeric model, especially in cases where the model to be studied does not relate to an
isotropic and homogenous environment.
With regard to excavation methods, the method most employed
both generally and in the Gipuzkoa corridor is the denominated conventional method or perforation and blasting. It is based on the use of
blasting using explosives that on occasions can be complemented by
the use of auxiliary mechanical means (loaders, hammers, backhoes,
etc.) It is the most applied method because of its greater versatility
and adaption to the wide variety and lithological and geological heterogeneity of the terrains to be excavated, and because of the length
of the tunnels involved.
For this reason we must point out that the support process in a
tunnel has a first forecast phase that is carried out during the planning process using the data available at the time, and a second phase
of contrast and adaption to the real conditions once the execution of
the construction work is underway.
The method consists in the perforation of a determined number
of holes at the front of the tunnel in which explosives and detonators are planted with the aim of breaking apart the surrounding rock.
The number of holes and their length vary as a function of the lithological characteristics and load bearing capacity of the length being
6.
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6.
Notable works
extracted. The blasting must be designed to
combine a maximum extraction of rock while
avoiding disturbance to the tunnel environment. The length of open segment can fluctuate between 1 and 5 m.
With regard to mechanical methods
or point attack, this is based on the use of
machinery specifically designed for the construction and excavation of tunnels and mining that remove the area of the section of
tunnel at the front of excavation, taking out
the rubble by means of loading and transport
150
Tunnels
common in other types of construction (diggers and trucks).
Attack by point attack machines or roadheaders is limited by the resistance and abrasive characters of the rock to be excavated.
This method consists in the use of a cutting
drum equipped with a series of solid metallic picks. This machine allows the removal of
the entire section at the front of the excavation, by means of the rotation of the head and
thereby the cutting picks that are in contact
with the terrain. This allows the extraction of
and procedures
the terrain, and consequently the excavation
of the tunnel section in successive heading
steps.
This method presents various advantages such as the little or zero alteration to
the surrounding rocky substrate and positioned support as well as its adaptability to
changing sections. But on the negative side,
there are limitations to the excavation due to
resistance and abrasiveness as well as the
larger initial cost of the excavation equipment
and auxiliary installations.
and procedures
For this reason it is especially recommended for urban environments or terrains
that can be affected by the vibrations from
blasting. As far as performance is concerned
it can compete with conventional methods
across its range of utilization.
Tunnels
Notable works
most complicated part of the execution of
tunnels, although other construction phases
remain later.
eter boundary of the section with a geotextile drainage protection system sandwiched
between the lamina and the support face.
In the Gipuzkoa corridor this method has
been chosen for the Ezkio Beasain stretch and
the Ezkio Antzuola stretch.
In order to avoid the penetration and presence of water in the interior of the section of
tunnel, an impermeabilization treatment is
carried out around the support face, before
proceeding to the concrete coating of the
interior.
With the placement of support the first part
of the work is complete. This is generally the
This impermeabilization consists in the
placement of a PVC lamina around the perim-
The lamina acts like an isolation barrier
preventing flows of water that arrive at the
support face, impeding their contact with
the concrete coating, and consequently preventing them from reaching the interior of the
tunnel. In the lower part of the tunnel’s side
walls on each side, the lamina wraps around
a longitudinal grooved tube, where the water
is collected that circulates after contact
6.
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6.
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Tunnels
between it and the support face, in order to remove it to the exterior of
the excavation by means of the drainage collectors located below the
section platform.
The interior face of the section of tunnel constitutes the visible face of
a ring of concrete that is called the coating.
This ring, generally a bulk of concrete in the order of 30 or 40 cm
thick, is executed using a metallic formwork, moulded to the geometric
interior of the section, which is filled up by means of a pump with concrete that then occupies the space between the formwork mould and the
impermeabilization lamina positioned around the support face.
The final functionality of the coating is to create a flat face of low
rugosity in the interior of the tunnel section. This improves the aerody-
Tunnel safety
namic conditions and reduces the loss of energy caused by the friction
of air against the section face in the interior of the tunnel resulting from
the piston effect produced when the train passes through a tunnel at
high speed.
An additional effect of the coating is the improvement which its execution provides in the conditions of stability in the tunnel section in the
medium and long term. This ring is capable of developing an elevated
load bearing capacity that can be complementary in the case that an
additional demand is placed on the tunnel support structure. Such a
circumstance could occur in terrains that evolve over the transcourse
of time or when processes of degradation and loss of mechanical characteristics develop. The development of such phenomenon entails an
increase in the demands on tunnel support.
5. Tunnel safety
The tunnels, on account of being for the most part confined spaces,
are restricted from rapid and multiple access. For this reason problems
that are presented in open air scenarios are significantly increased, and
become much more sensitive issues.
Tunnels) from the ADIF and collected in the Instrucciones y Recomendaciones para la Redacción de Proyectos de Plataforma (Instructions
and Recommendations for the Planning of Platform Projects) by the
ADIF in its 2011 version.
This here is not a geotechnical analysis or a discussion of what this
branch of engineering devises to avoid collapses and other problems
of this nature (this aspect is being widely addressed in other chapters)
but rather a moment to reflect on the events that can occur in a tunnel
and the efficient modes of evacuation of passengers that are available
to minimise personal risk to them.
The two principal dangers in tunnels that are worth keeping in mind
are the undesired presence of water and fires. In either case, it is necessary to establish measures to control the event and evacuate passengers.
Numerous instructions have tried to define these aspects in the
different member countries of the European Union. However, it still
appears reasonable to homogenise the measures to be adopted, taking
advantage of the experience that the various European countries have
acquired in the execution of subterranean works. It is from here that
the Especificaciones Técnicas de Interoperabilidad (Technical Specifications of Interoperability) arose as a guide to minimums to consider.
These guidelines are widened on account of the Guía de protección y
seguridad en túneles ferroviarios (Guide to Protection and Safety in Rail
152
With respect to the presence of water, this is a determinant that must
be addressed from the start when fixing the parameters of the route by
for example avoiding low points in the interior of the tunnels, and where
they are inevitable, including the necessary wells and pumps. Thus the
longitudinal profile must include a minimum inclination that facilitates
the drainage of water and a maximum that avoids excessive speeds
although in this last case it is more a question of rail traction.
The control of this water depends on the placement of adequate
coating impermeabilization and on the drainage system that is adopted
to remove water resulting from infiltration, runoff, cleaning or fire extinc-
Tunnel safety
tion. In addition, in the case of runoff water proceeding from the exterior,
the solid elements are retained in suspension.
While the control of water lies halfway between the spheres of tunnel
safety and infrastructure design, the foreseeable installations needed to
combat a fire lie exclusively within the remit of safety, and fall under one
of two categories: passive and active.
Within the passive elements to adopt are the structural element
materials which on account of their qualities and dimensions offer stability over time and resistance against fire. Also included are added
elements such as insulation materials or the polypropylene fibres in
concrete.
Fire protection. One word comes quickly to mind: water. This is the
active element and all safety measures stem from its adequate placement within the installations to enable supply in places where it could
be necessary. This depends on the length of the tunnel. In the case of
short tunnels (less than 1 Km) a dry riser system is included, in tunnels
of medium length (between 1 and 2 Km) a water supply point is foreseen for the tunnel mouths, and in long tunnels (2 Km or more) pressurised water pipes are included. In all cases the tunnels are continuously
accompanied by ventilation systems.
Tunnels
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6.
The evacuation of passengers has three fundamental aspects: how
to move through the tunnel once the train has been abandoned, how to
get out to the exterior and where to wait once outside, and the rescue
process.
In order to be able to move through the tunnel, walkways are
included beside the sidewalls (on both sides in a double track tunnel
and on one side in a single track) for any length of tunnel. In order to
be able to reach the exterior in short tunnels (less than 1 Km in length),
the tunnel mouths are used. From this length on, either direct exits are
included every kilometre, with galleries or escape tunnels, or sideways
exits to another tunnel or gallery are included every 400m. In the exit
there are rescue safety zones for at least 300 people, with access for
whatever teams are necessary to preserve its integrity.
The range of possibilities increases at the time of proposing how
travellers are to get out to the exterior, both relating to the length of the
tunnel and the depth of its location in the territory as well as the viability
of placing emergency galleries.
Leaving aside the Beasain East and Ordizia-Itsasondo tunnels that
came before the development of the measures mentioned, the Gipuzkoa branch presents five solutions that allow travellers to abandon tunnels.
First of all, in the tunnels of less than 1,000
metres in length travellers leave through the
entrance and exit mouths of the tunnel.
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6.
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Tunnels
Tunnel safety
In those tunnels of more than 1,000 metres
in length evacuation galleries can be placed that
break up the length of the tunnel into maximum
sections of the distance mentioned, such as is
the case of the Legorreta, Tolosa and AldabaTxiki, Montezcue, Anoeta and Urnieta tunnels.
When this length increases and the execution of numerous galleries becomes highly
costly or the location of the emergency gallery
exit means that access by wheeled vehicles is
not viable, a gallery parallel with the tunnel with
interconnection galleries every 400 m is proposed. This is the case of the Kortatxo- Sakon
tunnel.
154
Tunnel safety
Tunnels
Notable works
6.
On occasion, with a view to optimising solutions, the option taken is a mixed solution with
evacuation galleries and parallel galleries with
interconnections every 400 m. This mixed solution, as shown in the next figure, is provided in
the Sorozarreta, Asteasu, Aduna and Andoain
tunnels.
Special mention is deserved for the Zumárraga tunnels, of 5,500 m in length, that adopt
the twin tube solution with interconnection
galleries every 400 m, in such a way that each
tunnel serves as an evacuation gallery for the
other.
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6.
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zumarraga tunnel
6. Zumarraga tunnel
The Zumárraga tunnel is not only the longest in the Gipuzkoa corridor but is the longest across the entire New Basque Country Rail
Network and its completion will convert it into the longest tunnel in the
entire Basque Country. Furthermore, it is the only tunnel in the entire
Gipuzkoa corridor that has a double tube configuration due to the
impossibility of situating transversal evacuation galleries.
The tunnel is located on the Antzuola-Ezkio Itsaso stretch and lies
immersed inside a mountainous zone bathed in different streams that
form valleys of great natural beauty, such as the Deskarga and the
Ojarbide, and that separate the Alto Deba (Bergara) and the Gohierri
Valley (Urretxu, Zumárraga).
The extensive urbanisation within the municipality of Zumárraga
was taken into account at the time of planning the route, making it necessary for the majority of the route to run underground.
The route axis maintains a west-east alignment between the municipalities of Antzuola- Ezkio/ Itsaso, also passing through the municipalities of Urretxu and Zumárraga on its way. The route meets all of the
conditions imposed by the IGP 2008 for a project with a velocity of 250
Km/h.
Elements whose geometric definition is aimed towards the design of
a complete infrastructure. This definition applies to all of the particular
aspects of construction: cuts, embankments, tunnels, viaducts, high
and low passes, transverse drainage construction, the reposition of
affected roads, the resolution of effects on public services, and the
design of adequate environmental impact measures.
The sections of tunnel have been built in line with the current “Recomendaciones para dimensionar túneles ferroviarios por efectos aerodinámicos de presión sobre viajeros” (Recommendations for determining
railway tunnel dimensions to minimize aerodynamic pressure effects
on passengers) and the UIC data.
The cross-sections considered have been projected to have an aerodynamic free section of 56 m2.
The works for this tunnel are located in the municipal boundary
between Antzuola and Zumárraga, Gipuzkoa province. Due to condi-
156
tions prevailing in the route, both tubes run alongside each other with
a variable area of separation of between approximately 25 and 55 m
between axis. This aspect has geotechnically conditioned the design.
The zone affected by the Zumarraga tunnel’s route is located in the
eastern sector of the Basque-Cantabrian Basin, bordered by the Anguiozar Fault to the north and the Udala and Bilboa Faults to the west and
southwest respectively. The materials that outcrop in the route’s western zone are of a clastic origin from the Cretaceous period.
The massif monotonously alternates between thin layers of lutite
and fine grain calc-sandstone of grey and black colour. The packets of
sandstone are usually arkosic and are found in bunkers of varying sizes,
with a tabular morphology, at times piled up one on top of the other,
forming interweaving packets of centimetres and decimetres in size.
This lithology of a fine grain size shows an intense banding subparallel to the stratification of the series, defined by an alternation of
grey and black levels in accordance with the proportion of graphite and
carbonated material that is contained in its matrix and cement. In a general way, the location of the lutite material follows a principal course of
N 120º E, with dips towards the south-southwest of 45º to 80º. This
structure varies locally upon meeting numerous folds of a scarce amplitude and readjustment fractures that modify the general tendency of
the series.
In the zones of fractures and faults the lutites usually appear considerably altered and weathered due to the tearing of the associated structures so complicating the geological interpretation of the front. These
tears are the consequence of orogenic movements of the pre-existing
structures such as the Urkiola fault and the Aitzgorri fault, which on a
regional level can be considered as ramifications and prolongations of
the Bilbao-Alsasua fault. It is precisely this tectonic feature that is most
worth highlighting and that determines the structural arrangement of the
outcropping materials..
This lithology is considered lutite with sandstone and is found inside
the Oiz Unit, Durango Sector, Supra-Urgonian complex (AlbienseCenomaniense), of the Late Jurassic period, bordered on the south by
the Bilbao-Alsasua fault and to the north by the Durango and Anguiozar
fault.
zumarraga tunnel
Next some of the main tectonic structures are described that are
recognised in the areas surrounding the route, although not necessarily in it.
- Antzuola Fault: Fracture of limited continuity that has a sub-vertical dip towards the SE and an orientation of N50E.
- Angiozar-Olaberría Fault: This regional fault has an orientation of
N110E and sinks the north block of the likewise named valley. It is
a reverse fault, with sub-vertical dips towards the south and a step
component heading in a destral direction.
- Troya Fault: The Troya Fault system could affect the route, with
an approximately N-S course located to the east of the locality of
Zumárraga which it could even pass through as it is responsible for
the different topographical elevations existing between the locality
of Zumárraga and the valley of the River Santa Lucía.
In addition to the previously mentioned faults, the route travels
across a number of secondary faults, generally positioned in a transversal fashion.
The tunnel is of the twin tube type and represents 74.5% of the
length of the route on this branch.
Notable works
Tunnels
6.
The elevation of the first alignment of 13 thousandths is maintained
until K.P. 1+318, after the tunnel stretch has already begun. The second
alignment has a slope of -10.5 thousandths, and passes to -2 thousandths in the K.P. 5+316. Based on these movements it connects with
the axis on which the Ezkio/Itsaso station is established. With this route
it is possible to pass roughly below the valley between the K.P.’s 5+600
and 5+700 with a minimum distance to the surface that will require specific geotechnical measures. For this reason the tunnel exhibits two
clearly different zones:
The stretch included between Antzuola and Zumárraga has a maximum depth close to 230 m which makes it one of the deepest tunnel
locations. The crossing below the urban centre of Zumárraga is carried
out with coverage by a cap of rock that fluctuates between 75 and 140
m. Meanwhile the stretch between Zumárraga and Ezkio is hosted by
an area containing some conditions of very low coverage and in very
unsettled rock. With this it avoids creating a scar across the Santa Lutzi
valley, which has already been punished with the presence of other
infrastructure.
The total length of the bored tunnel is 5,502 or 5,037 m measured
from the tunnel axis under consideration and has a free section foreseen
as being 56 m2. A total of 14 connection galleries placed equidistantly at
approximately 400 m apart are projected.
Tunnel Mouth In Antzuola.
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Tunnels
zumarraga tunnel
The construction is of such importance that the partition of the
stretch into two different construction projects was recommended,
establishing one stretch in Antzuola and the other in Ezkio Itsaso with
the limit located in the tunnel’s own interior. The excavated materials are
fundamentally lutite with millimetric sandstone veins.
The characteristics of resistance and abrasiveness have permitted
an attack using roadheaders. This decision was adopted by the contractor on the western stretch. However, it is predicted that the benching will be addressed using the perforation and blasting technique.
The roadheaders employed are of high performance with approximate weights of 120 and 300 Kwa cutter heads.
It is interesting to observe that different classes of roadheader are
being employed, both forward attack and transverse attack.
158
Tunnel 1 Roadheader.
Tunnel 2 Roadheader.
_
_
zumarraga tunnel
Notable works
Tunnels
6.
The excavation is carried out in two phases called head and bench,
with sections of 51.74 m2 in the head phase and 35.85 m2 in the bench
phase.
Phase 1. Heading by
mechanical means.
_
Phase 2. Benching by
perforation and blasting.
_
The length of heading and the placement of supports are dependent on the quality of the obstructing rocky mass. The different types of
support and advance are established in accordance with the different
types of terrain to be crossed. The placement of supports is supervised
using instruments that allow us to see deformations and tensions in the
support with the aim of analysing how adequate the provision is to the
terrain excavated, and thus optimizing it following the principles of the
New Austrian Method.
A team of geologists analyse each excavation front in order to determine the quality of the rocky mass and assign the relevant head and
support types. The data we are provided regarding deformations from
convergence tests, pressure cells, strain gauges, and key levellings
serve to corroborate the decisions taken or lead to a reinforcement of
the support structures within a useful timeframe.
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6.
Notable works
Tunnels
zumarraga tunnel
Pressure cell.
Strain gauge rod.
Convergence bolt. _
_
_
Autoperforating rock bolt load cell.
Tunnel 1 Front.
Tunnel 2 Front.
_
_
_
Rib placement.
_
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LEGORRETA tunnel
Tunnels
Notable works
6.
7. Legorreta tunnel
The Legorreta stretch crosses the municipalities of Itsasondo, Legorreta and Tolosa.
It is bordered by the Zubina and Lasarte
streams, both tributaries of the River Oria. The
topography that it crosses is characterized by
its rugged character, with steep slopes and
closed valleys. The result of this is that practically the entire route runs underground.
The route is 3,585 m long of which 2,952
m run in tunnels, translating into more than
82% of the route in tunnels. It connects with
adjoining stretches (Ordizia – Itsasondo and
Tolosa) by means of a viaduct each, crossing elevations of approximately 30 m. The
bridge over the Zubina stream of 144 m and
with two supports, connects with the Ordizia
– Itsasondo stretch, and the bridge over the
Lasarte viaduct of 382.6 m and with seven
piers, connects with the Tolosa stretch.
The tunnel is formed of a single tube with
a double track and is 2,491 m in length with a
free section of 85 m2.
The Legorreta stretch, located between
Itsasondo and Tolosa, is one of the stretches
that has best incorporated the spirit of environmental integration which the Ministry of
Housing, Public Works and Transport has
desired present in its projects.
The aspects best representing this on the
stretch are:
Tunnel Safety
The establishment of four evacuation lines.
Two emergency galleries, one by means of a
bored tunnel and the other by means of an
artificial tunnel. The small length of the galleries must be highlighted, which allows rapid
evacuation in a moment of necessity.
In accordance with the railway safety
directives and guidelines, the stretch includes
four evacuation lines, two galleries in a transversal position relative to the tunnel and two
more platforms located at the ends of the viaducts.
Geological Complexity
Landscape and environmental integration
The implementation of the reduced tunnel mouth design and the exploitation of
previously degraded areas as zones for
establishing construction works and later
improvements.
Great lithological variety and structural
complexity upon passing through the Legorreta system of faults, a product of the Leiza
fault, considered the continuation of the North
Pyrenean Fault.
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6.
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Tunnels
LEGORRETA tunnel
Evacuation platform beside the
Zubina viaduct in the Itsasondo
exit mouth.
__
Emergency gallery and
intermediary evacuation
platform in the cut-and-cover
tunnel zone.
_
Platform of emergency gallery II
and evacuation platform.
_
162
LEGORRETA tunnel
Notable works
Tunnels
6.
Evacuation platform at the end of
the Lasarte viaduc.
_
Although in terms of functionality the Legorreta tunnel is considered a single tunnel, in reality is formed by the union of two bored tunnels: Legorreta 1 of 1,097 m in length and Legorreta 2 of approximately
1,751 m in length. Both tunnels join in a valley located in the central
part of the route which is exploited as a tunnel mouth and intermediate
attack zone. Finally, the two tunnels connect by means of the construction of a cut and cover tunnel of approximately 93 m which diverts the
existing river in the valley over the top of itself.
View of the valley in the quarry zone.
__
163
6.
Notable works
Tunnels
LEGORRETA tunnel
Within this cut-and-cover tunnel the first evacuation gallery, which
is also constructed by means of another cut-and-cover tunnel of 40 m,
is also located. The second evacuation gallery is located in Legorreta
tunnel 2 and is 140 m long in total, of which 125 m is bored.
Geologically this stretch stands out for two reasons, its lithological
variety and its structural complexity.
One of the main peculiarities is the exit mouth of Legorreta 1, which
is built in an ancient quarry, Allegui, which is in addition exploited as a
surplus material deposit. In order to connect the thalweg with the tunnel it is necessary to excavate a trench that communicates the thalweg
with the ancient quarry.
Trias Keuper. It displays two facies: Variegated versicoloured clay,
of reddish, greenish and brownish-grey colour and high plasticity. Ophite, a volcaniclastic material of a basalt nature and ophitic
texture.
With regard to the lithology of the stretch, we can find:
Cut-and-cover tunnel in
intermediary thalweg.
_
164
LEGORRETA tunnel
Micritic limestone with rudists and corals (CaR). They display an
abundant fauna of rudists, corals and lamellibranches, etc. They are
found with a massive structure.
Bioclastic and calcareous limestone (CaB) displayed in levels of
a metric and decimetric order. These lithologies are found bordered
by faults belonging to the Legorreta system of faults.
Black flysch. Alternating between silicon sandstones of a millimetric order with a fine to thick grain and with ochre and brownish-grey
tones, and black lutites.
Notable works
Tunnels
6.
Detritic calcareous flysch. Succession of glauconitic marls and calcareous muddy lutites with dark grey colours that alternate in a varying proportion with fine grain sandy limestone, stratified in decimetric
banks.
The principle geographic features present in the zone are the periclinal closure of the Bilbao Anticlinorium, whose NW-SE orientation
marks the principle alignments and is bordered by the Angiozar fault
and Leiza fault, which is of regional importance and derives from a system of dissociated faults with divergent steps known as the Legorreta
system of faults. The planned route runs practically parallel with the
main alignment of this fault.
In the calcareous detric flysch (FCC). Monotonous carbonated
series whose limestone levels do not usually exceed 30cm and that
displays a marked schistosity.
Structural diagram of
the Tolosa Area.
Taken from EVE Basque
Country geological map
1:25.000
_
165
6.
Notable works
Tunnels
The geological complexity means that the quantity of surveys in
the geotechnical survey campaign reaches a high number. A total of 36
boreholes were drilled and samples taken, involving the perforation of a
total of 1,833.25 metres. This represents 1 borehole for every 100 m of
route with an average depth of 168 m. In addition 5 dynamic penetration tests have been carried out, 6 profiles of electrical tomography and
a total of 28 seismic refraction profiles.
The development of the campaign was initially very limited by the
reticence of the majority of land owners to give permission for the
realisation of surveys on their properties, which together with the con-
West tunnel mouth Legorreta 1,
K.P. 207+060.
_
166
LEGORRETA tunnel
tinuous boycott campaigns by the groups opposing the new railway
network has meant that the completion of the geotechnical campaigns
has been delayed.
We must highlight and express our gratitude for the work carried
out by all those who participated in these early stages, who in addition
to doing an excellent job, had to do it within a hostile environment and
under pressures that were difficult to bear. Without this dedication and
commitment it would not have been possible to finish this work essential to the development of the construction project.
LEGORRETA tunnel
Tunnels
Notable works
6.
East tunnel mouth Legorreta 1,
K.P. 208+157
_
East tunnel mouth Legorreta 1,
K.P. 208+250
_
167
6.
Notable works
Excavation of the cut-andcover tunnel trench.
_
Excavation of the cut-andcover tunnel trench.
_
168
Tunnels
LEGORRETA tunnel
LEGORRETA tunnel
Tunnels
Notable works
6.
Tunnel mouth to Koate
emergency gallery
_
East tunnel mouth Legorreta II
K.P. 210+001
_
169
6.
Notable works
Introduction
6.2.
1. Introduction
The Gipuzkoa corridor is approximately 59km long between Bergara
and Astigarraga, of which almost 15% (8.77km) of the railway platform is
crossing a bridge or viaduct, the former being defined by a distribution
of piers that creates at least three spans. Given that there are 32 bridges
and viaducts on the stretch, one can conclude that their average length
is 275 metres.
When it is necessary to cross thalwegs of a short length, given the
abrupt nature of the topography in this case, in general bridges with two
or three spans are designed with a maximum distance between supports
of between 30 and 60 metres. This allows the crossing, with adequate
clearance, of the streams and roads within the areas of the route. The
length of these bridges is usually around 100 metres, but reaches up to
140 metres in some cases. In the case of two span viaducts, whose silhouette resembles a hammer, these usually reach lengths of between 70
and 100 metres. With regard to elevation above ground level, the height
of piers does not usually exceed 20 metres.
When the thalwegs are wider and it becomes necessary to use more
than three spans to cross them, we talk about viaducts, whose lengths
can reach values that significantly exceed even a kilometre. However, a
more relevant aspect in the design of viaducts is the maximum distance
to cross between piers as this determines the thickness of the deck. The
normal maximum length of a span is between 60 and 80 metres, which
allows the crossing of fluvial channels or varying large pieces of infrastructure. Spans exceeding 100 metres are exceptional.
Table summarising the structures of the corridor Tableau résumé des structures du corridor
STRETCH TRONÇON STRUCTURE
STRUCTURE
TOTAL LENGTH
LONGUEUR TOTALE
MAX. SPAN
TRAVÉE MAX.
TYPOLOGY
TYPOLOGIE
CONSTRUCTION PROC.
PROCÉDÉ DE CONSTRUCTION
CONCRETE BOX SECTION
FALSEWORK
VIADUCT / VIADUC : Olzaileko
100.0040
BETON SECTION CAISSON
CINTRE
FALSEWORK
VIADUCT / VIADUC : Altzeta
140.0040
CINTRE
BERGARA-BERGARA
SELF-SUPPORTING
CONCRETE BOX SECTION VIADUCT / VIADUC : Lamiategi
425.0040
LAUNCHING FALSEWORK
CINTRE AUTOLANCEUR
VIADUCT / VIADUC :
COMPOSITE LATTICE SECTIONLAUNCHED
900.0080
RIVER Deba / FLEUVE deba
MIXTE SECTION EN TREILLIS
POUSSAGE
CENTRING
BERGARA - ANTZUOLA
VIADUCT / VIADUC : Antzina
164.00
46
CINTRE OUVERT
VIADUCT / VIADUC :
CENTRING
ANTZUOLA - EZKIO/ITSASO (WEST)
495.0070.6
Deskarga STREAM / RUISSEAU Deskarga BETON SECTION CAISSON
CINTRE OUVERT
ANTZUOLA - EZKIO/ITSASO (EAST)
WITHOUT VIADUCTS / SANS VIADUC
170
Introduction
STRETCH TRONÇON STRUCTURE
STRUCTURE
Notable works
TOTAL LENGTH
LONGUEUR TOTALE
MAX. SPAN
TRAVÉE MAX.
TYPOLOGY
TYPOLOGIE
6.
CONSTRUCTION PROC.
PROCÉDÉ DE CONSTRUCTION
VIADUCT / VIADUC :
FALSEWORK
400.0048
Santa Lutzi
CINTRE
VIADUCT / VIADUC :
SELF-LAUNCHING FALSEWORK
EZKIO/ITSASO - EZKIO/ITSASO
272.0049
zabalegi STREAM / Arroyo Zabalegi
CINTRE AUTOLANCEUR
SELF-LAUNCHING FALSEWORK
VIADUCT / VIADUC :
223.0049
Errezti
CINTRE AUTOLANCEUR
VIADUCT / VIADUC :
CONCRETE HOLLOW CORE SLAB SECTION
FULL FALSEWORK
EZKIO/ITSASO - BEASAIN
69.0030
Jauregi STREAM / RUISSEAU Jauregi
BETON SECTION DALLE ELEGIE CINTRE FERME
VIADUCT / VIADUC :
FALSEWORK
224.0046
zabalondo STREAM / RUISSEAU zabalondo BETON SECTION CAISSON
CINTRE
BEASAIN WEST
VIADUCT / VIADUC :
FALSEWORK
382.0046
VEGA DE ITOLA / PLAINE FLUVIALE D’ITOLA
CINTRE
BRIDGE / PONT :
70.0035
CONCRETE HOLLOW CORE SLAB SECTION FALSEWORK
Usurbe STREAM / RUISSEAU Usurbe
BETON SECTION DALLE ELEGIE CINTRE
BEASAIN EAST
BRIDGE / PONT :
FALSEWORK
106.0053
Mariaras STREAM / RUISSEAU Mariaras
CINTRE
ORDIZIA - ITSASONDO
WITHOUT VIADUCTS / SANS VIADUC
VIADUCT Nº 1: RIVER Zubina
COMPOSITE SECTION
CRANE
133.0050
VIADUC Nº1 : RIVIERE ZUBINA SECTION MIXTE
GRUE
LEGORRETA
VIADUCT Nº 2: RIVER Lasarte - ugaran STREAM
LAUNCHING GANTRY
382.6051
VIADUC Nº2 : RIVIERE LASARTE - RUISSEAU UGARAN
CINTRE AUTOPORTANT
CONCRETE HOLLOW CORE SLAB SECTION CENTRING
TOLOSA
VIADUCT Nº 1: Ikaztegieta / VIADUC Nº1 : IKAZTEGIETA110.00
42
BETON SECTION DALLE ELEGIE CINTRE OUVERT
VIADUCT / VIADUC :
CENTRING
141.6057
Salubita
CINTRE OUVERT
VIADUCT / VIADUC :
CENTRING
96.7048.35
oaska
CINTRE OUVERT
TOLOSA - HERNIALDE
VIADUCT / VIADUC :
CENTRING
230.0050
San Esteban / San Esteban
Cimbra Porticada
VIADUCT / VIADUC :
CENTRING
98.0052
Luzuriaga
CINTRE OUVERT
VIADUCT / VIADUC :
CONCRETE HOLLOW CORE SLAB SECTIONFALSEWORK
25.0025
Hernialde BROOK / RUISSELET hernialde
CONCRETE HOLLOW CORE SLAB SECTIONFALSEWORK
VIADUCT / VIADUC :
HERNIALDE - ZIZURKIL
69.0030
Alkiza BROOK / RUISSELET Alkiza
VIADUCT / VIADUC :
LAUNCHING GANTRY
404.0050
Asteasu BROOK / RUISSELET Asteasu
CINTRE AUTOPORTANT
VIADUCT / VIADUC :
LAUNCHING GANTRY
200.0045
Antzibar
CINTRE AUTOPORTANT
ZIZURKIL - ANDOAIN
Puente / PONT:
FALSEWORK
22.5022.5
Antzibar
CINTRE
PROGRESSIVE
CANTILEVER,
VIADUCT / VIADUC :
339.00115
SEGMENTS IN SITU
ANDOAIN - URNIETA
Oria
ENCORBELLEMENTS
SUCCESSIFS,
VOUSSOIRS IN SITU
VIADUCT / VIADUC :
PREFABRICATED CONCRETE
CRANE
199.0030
GI-131 ROAD / ROUTE GI-131
PREFABRIQUE DE BETON
GRUE
VIADUCT / VIADUC :
163.00
46
PREFABRICATED U-GIRDER
CRANE
uban ERREKASTOA / Regata de UbanAUGE PREFABRIQUEE
GRUE
LAUNCHING GANTRY+
URNIETA
- HERNANI
VIADUCT Nº 1: RIVER Urumea CONCRETE BOX SECTION
CANTILEVER PROGRESSION
801.0096
VIADUC Nº1: FLEUVE Urumea
CINTRE AUTOPORTANT+
AVANCEMENT EN
ENCORBELLEMENT
PRE-TENSIONED AND
VIADUCT / VIADUC :
SUSPENDED U-GIRDER
CENTRING
1,042.00120
Hernani
AUGE BETON PRECONTRAINT
Cimbra Porticada
ET A HAUBANS
HERNANI - ASTIGARRAGA
PRE-TENSIONED AND
CENTRING /
PROLONGATION OF HERNANI VIADUCT
SUSPENDED U-GIRDER
CRANE
PROLONGEMENT VIADUC D’HERNANI
AUGE BETON PRECONTRAINT
Cimbra Porticada/Grúa
ET PREFABRIQUE
TOTAL8,856.40
171
6.
Notable works
Characteristics of the railway bridges
2. Characteristics of the railway bridges
The execution of the new high speed lines has made the design
of numerous viaducts necessary for two fundamental reasons: on the
one hand, the demands on a railway route are much greater than on
roads, because of the greater radius necessary in plan view and the
far more moderate slopes that are acceptable for railways; in addition,
the respect for the environment that was integral during the design of
all of the new lines means that technically viable solutions were ruled
out as unacceptable from the point of view of environmental impact.
These two factors mean that frequently the high speed lines cannot be
adapted directly to the terrain but must rely on numerous viaducts, and
on many occasions, viaducts of great length.
172
furthermore, the speed of the passing trains produces dynamic effects
that amplify the effect produced by the loads when static.
In addition to the greater loads on railway bridges it is necessary
for them to be more rigid than road bridges due to the need for very
little track deformity as a train passes. This requirement is imposed
for both passenger safety and comfort. All of this results in a greater
quantity of deck on a railway bridge in comparison with road bridges,
and explains their more “robust” appearance.
Railway bridges have a series of characteristics that distinguish them
from road bridges. The most important difference is that railway loads are
much heavier, in the order of 3.5 times greater than those on roads, and
Another important aspect of railway bridges is that they must resist
the longitudinal forces that are generated by the possible braking and
acceleration of the train as it crosses the viaduct, as well as the transversal loads caused by centrifugal forces and the bow-wave effect.
All of these things determine the design of the substructure.
Typical section of
Railway viaduct with track
railway viaduct.
on ballast.
_
_
and procedures
Notable works
6.
3. Construction typologies and procedures
Wherever no great obstacles need to be crossed, such as lower railway lines that restrict clearance, very inaccessible valleys, reservoirs or
large rivers, the railway viaducts are built using straight concrete decks
that are executed in situ, with spans of between 25 and 65 metres.
For spans of less than 30 metres, transversal sections of deck with
hollow core pre-tensioned concrete are used, while for the larger spans
a box girder solution is used.
The employment of composite steel-concrete decks, very common
in road bridges, has been reserved for special cases in the Spanish
railway system.
For small spans, when the bottom of the deck runs close to the
ground and there is easy access to the deck area, prefabricated U girders are used.
Composite
Box type
Solution.
solution.
_
_
Hollow core
slab solution.
_
Prefabricated
solution (U-Girder).
_
173
6.
Notable works
and procedures
Direction of progression
Diagram of viaduct built using conventional
falsework executed from E-2 towards E-1.
_
Viaduct in execution using
Viaduct in execution
centring.
using full falsework.
_
_
The construction processes employed on road bridges are equally
valid for railway bridges although it is necessary to equip them in order
to adapt to the greater section weight of these bridges.
In the following, the most common construction processes used
during the execution of the viaducts are briefly described.
•Concrete viaducts executed with conventional falsework
or centring
Construction is carried out for successive sections, consisting
in erecting falsework and formwork for the deck in phases. The
deck construction phases begin from an abutment, and in the first
174
phase concrete is set for the first span and then second span until
reaching the fourth. Once the concrete has been set, the section
is pre-tensioned and the falsework disassembled and moved to
the next span, where the execution of the second span begins and
following this the third span until reaching the fourth, in this way
executing the entire deck. Continuity between sections of deck
is guaranteed by means of the pre-tensioning process, with the
placement of couplings or crossing cables.
When the bottom of the deck runs close to the ground conventional falsework is used. When the height of the deck is greater or if
the load bearing capacity of the terrain on which the falsework has
to stand is poor, the employment of centring becomes necessary.
and procedures
•Concrete viaducts executed with launching gantries
Notable works
6.
not supported on the ground but rather self-supporting falsework
is used that supports the formwork and is continuously supported
on the crown of the piers and on the already built deck. The great
advantage of this system is that it makes the execution of the deck
independent of the ground. Currently there are a large number of
launching gantries adapted to railway sections in the market, thus
making this method very economically competitive.
For the execution of railway viaducts that involve great lengths and
on many occasions significant pier heights, the employment of
what are called launching gantries becomes necessary. The system
consists in setting the deck concrete along successive sections,
as has been described previously, but in this case the falsework is
Diagram of viaduct executed using a
launching gantry from E-1 towards E-2.
_
Viaduct in execution using launching gantry.
Viaduct in execution using launching gantry.
_
_
175
6.
Notable works
and procedures
Diagram of viaduct
executed using launching
from E-1 towards E-2.
_
•Launched viaducts.
This production system described involves concrete box girders but
it can also be applied to metallic structures. In this case, the castingyard is replaced by an assembly-yard where the different metallic
parts arrive from workshops and are welded together to later proceed
on to the launch stage.
This construction method consists in building a deck casting-yard on
one side of the bridge, where the deck is continuously produced in
sections called voussoirs, or segments. Once the concrete of a segment executed in the casting yard has hardened it is pre-tensioned
and pushed forward with the aid of jacks, and this is followed with the
production of the next segment, which is joined to the previous one
with the help of pre-tensioning materials. The deck is continuously
pushed across as segments are manufactured in line with the axis
of the bridge, ensuring that the deck remains over the piers with the
help of launching jacks.
176
An inconvenience involved in this procedure is that it can only be
employed in those viaducts which involve a straight route or that in
plan view are designed with a constant curve.
Viaduct in execution
Example of launching
using launching.
nose.
_
_
and procedures
Notable works
6.
Diagram of viaduct executed
using progressive cantilever
method.
_
•Concrete viaducts executed using progressive cantilever
method
The use of the progressive cantilever system on railway bridges is
reserved for those cases where the spans exceed the operational
range of launching gantries, and it is not possible for the route to proceed using the launched deck method.
The procedure, only used with pre-tensioned concrete box girders,
consists in building consecutive deck sections with segments that
progress symmetrically from the piers with the help of a launching
gantry which allows the construction of cantilevers that support the
sections when filled with concrete. Once half of the distance between
the piers is executed, the process continues on to the next pier until
the spans have been completely crossed.
When the crossing of large valleys involves exceptional circumstances,
with problems relating to lower railway lines or densely urbanised conditions, a special solution must be developed with the aim of resolving
the restrictions placed on the route and construction. In these exceptional cases there is no determined method type but rather a resolution must be found using the state of the art bridge construction
technological solutions on offer at the time. This is the case of the
Deba, Oria and Hernani viaducts.
Viaduct in execution using
progressive cantilever method.
_
177
6.
Notable works
The viaduct over the river Deba on the
Bergara-Bergara stretch
4. The viaduct over the river Deba on the Bergara-Bergara stretch
4.1. INTRODUCTION
The viaduct over the River Deba, on the Bergara-Bergara stretch,
allows the passage of the railway over the thalweg through which the
River Deba flows close to the locality of Bergara. This is a fairly deep
valley with a maximum difference in level between the planned route
and the ground of some 85 m. The valley is 900 m wide at the height
of the viaduct deck and its slopes are relatively steep forming a fairly
symmetrical V profile from pier P-2 to abutment E-2, lightly breaking
the symmetry of the valley to cross the Vitoria/Gasteiz- Eibar motorway
between piers P-1 and P-2.
There is a series of determinants relating to lower crossings which
plays a large role in the fixing of the dimensions of the viaduct spans.
The viaduct crosses in a very asymmetrical way the Vitoria Gasteiz
– Eibar motorway between K.P.’s 2+780 and 2+840, the GI-627 and
Photomontage of
elevation view of viaduct.
_
178
GI-632 roads in the area surrounding K.P. 3+150, the channel of the
River Deba on K.P. 3+230, and the new GI-632 road approximately
between K.P.’s 3+340 and 3+370, as well as several paths, one very
close to abutment E-1, on K.P. 2+730 and another on K.P. 3+045.
The longitudinal profile of the route through the zone of the viaduct over the River Deba presents a parabolic vertical agreement of
Kv=22,000 m with an entrance tangent on K.P. 2+621.832 (outside of
the viaduct, before E-1) and a gradient of 15‰, and an exit tangent on
K.P. 2+995.832 with a gradient of -2‰ until the end of the viaduct.
In elevation view the route for the first part of the viaduct is in a
clothoid with parameter A = 917.06 from abutment E-1 until K.P.
2+830.45, and the end from K.P. 3+344.835 until abutment E-2 is in
a clothoid with parameter A = 2254.45. The central stretch between
these two K.P.’s is a circular stretch with a constant radius R = 2900 m.
Notable works
6.
Plan view of conditioning
factors.
_
4.2. DESIGN DETERMINANTS
The general characteristics of the route of the line through the zone
where the viaduct is located require a special solution for the viaduct over
the River Deba characterized by:
· A total length for the structure of 900 m.
·A very large difference in height between the deck and the ground,
with several piers with heights in the order of 85m. The use of cranes
on the ground is therefore ruled out for the assembly of any element of
the deck.
· A large number of crossings, generally asymmetrical, over numerous
lines of circulation (roads and dual carriageways), which increases the
length of the structure’s spans.
All of the previous aspects mentioned make it necessary to consider
the launch option as the most suitable construction procedure, although
the geometric conditions in elevation view, principally on the site in question, must be compatible with the demands of a possible launch of the
deck. The stretch which is parabolic in elevation view, close to abutment
E-1, does not create any significant technical problems for the launch process with regard to a metallic solution, which is more flexible than the
concrete box girder solution which a priori could not be pushed across this
elevated route. The site of the route, with an entrance clothoid, a circular
central stretch, and an exit clothoid within the viaduct, introduces significant challenges in the geometry of the structure to be built, which must be
launchable, and therefore of a circular design. The geometry of the deck
that has been accepted has a constant radius of 2938 m which guarantees much reduced eccentricities, giving an overlying width to the superior
slab of 15 cm on each side. Beside abutment 1 there is enough space to
locate an assembly and launch yard of sufficient length.
· A construction process that must necessarily respect the heightened
safety demands of a construction taking place high above roads and
urbanised zones, and minimises problems and blockages to the use
of motor vehicles or to pedestrians in the zone affected.
179
6.
Notable works
4.3. SOLUTIONS ANALYSED IN THE STUDY OF TYPOLOGIES
4.3.1. Solutions with concrete decks
The concrete solutions, which are the most technically and economically adequate for conventional high speed viaducts of up to
60-65 m, in this case present a searies of difficulties given the heights
of the piers (80-90 metres) and the establishment of spans of approximately 70/ 80 m. The three possible construction processes applicable
to concrete viaducts are:
a) Concrete solutions built with self-launching falsework
This option was ruled out because with current technology in our
country, the limit to the size of span that this construction system
can cross for high velocity viaducts is between 60-65 m, and it is
unadvisable for spans that are larger and involve a clearance of
90 m above the ground.
180
b) Launched concrete solutions
This solution is suitable for span ranges of around 60/ 70 m and
is ruled out in favour of the launch of composite deck given the
large number of very high piers over which the launch has to be
carried out.
c) Concrete solutions built with the progressive cantilever method
This method is appropriate for the establishment of spans with
widths of 80 metres. In this case the progressive cantilever
technique is not suitable for various technical and construction
related reasons: the number of carriers necessary for a reasonable construction time, problems and risks to surrounding traffic
in the area.
4.3.2. Launched lattice solutions for spans of up to 110 m in width
A special solution was proposed using a composite lattice deck,
with a constant depth and three large central spans with widths of
around 100/ 110 m, that respected all of the existing conditions. This
method offered a suitable option both technically and in terms of construction and aesthetics. However, the big disadvantage of the overhead involved in a composite twin girder solution given the large size of
the central spans led to the rejection of this option.
Notable works
View of the las Piedras Stream
View of the Archidona composite
composite viaduct.
viaduct.
_
_
4.4. DESCRIPTION OF THE PLANNED SOLUTION
economic balance between the different technical, environmental, aesthetic and construction conditions.
Following a study of different possible typologies, and given the
existing conditions, the project selected as most suitable involves a
composite launched solution with spans of 50+10x80+50 over 11 vertical piers. It has a total constant deck depth of 5.5 m, 5.04 m of metal
depth, and with girder heights within the limits of standard transport
conditions. In this way the planned viaduct fits better into the environment, causes less general negative impact, and creates a certain
6.
The cross-section presents a twin girder–strict box girder with double composite action typology in support zones with negative flexion.
This is analogous to the design employed for the first time in a high
speed viaduct in Spain in the Las Piedras stream viaduct, with span
widths of 63.5 m and pier heights of up to 90 m or the Archidona Viaduct at 3150 m in length and with typical spans of 50 m.
Longitudinal profile of the planned solution.
_
181
6.
Notable works
In the composite cross-section in the central span zones in positive flexion the base of
the box girder is closed by means of a reinforced concrete slab of 14 cm thickness that
is discontinuous along its length in such a way
that it does not produce traction nor collaborate in the provision of longitudinal flexion, but
closes the torsion circuit with concrete lateral
edge girders which are continuous along their
length, providing the section with the correct
dynamic response during the passage of a
train along only one track, as demanded of
high speed decks.
Typical section for positives zones.
_
In negatives, in the zones close to the
piers, the cross-section reproduces the classical solution with double composite action
under negative flexion, incorporating the base
concrete with a variable thickness of between
25 and 50 cm over the axis of the piers (Fig.
8). The base concrete will operate under
compression and allow the neutral axis of the
section to lower a great deal, and a calculation of the plastic resistance on a sectional
level in the ULS can be carried out. In turn
the base concrete closes the torsion circuit as
occurred in the positives zone.
The upper slab has been planned drawing on the employment of an isostatic lattice
preslab supported on the internal edges of
the upper cover plate of the composite slabs,
employing a formwork carriage to set the
concrete for the cantilevers afterwards.
Typical section for negatives zones
with concrete base and double
composite action.
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6.
Diagram of the piers for the
viaduct over the River Deba.
_
The careful design of the viaduct piers offers
an elegant and aesthetically pleasing solution
necessary as their height and number makes
them fundamental in terms of visual impact and
effect on the surrounding landscape. For this
reason a variable geometry with soft curving
forms is presented that differs from the classical
rectangular midwall pier design that is unsuitable in a tall and visible valley such as that of
the River Deba.
From the front view the viaduct piers are
composed of three varying sections. The view
of the largest piers produces a gently curving
shape starting from a maximum width of 8.5
m at the head that reaches a minimum width,
25 m from the crown, of 6.5 m, to return from
this point to widen as it lowers in elevation until
arriving at a maximum lower width of 10 m for
the tallest piers.
From side on the depth remains constant
from the crown until the section located 25m
from the crown where it is 3.0 m, and from this
zone it also grows in a sideways direction until
reaching a maximum depth of 5.75 m in the
largest piers.
The interior section of the piers is hollow with
midwalls varying between 0.30, 0.40 and 0.50
m in thickness.
In all of them, the rectangular section is bevelled with large wanes on the corners which
creates a series of variable oblique planes that
confer an aesthetic quality upon the pier that
is much more elegant than classical rectangular
piers.
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6.
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Plan view of viaduct and
the surrounding area.
_
184
The distribution of the 10 central spans of 80 m and the lateral spans
of 50 m is homogenous and very balanced, allowing it to cross the very
asymmetric junction of the Vitoria/Gasteiz-Eibar motorway with ample
clearance by means of the 80 m wide span 2, while also respecting all
of the determining factors introduced by the junctions of the GI-632 and
GI-627 roads, and the River Deba itself. Only the lower branch of access
from Bergara going towards the Vitoria/Gasteiz-Eibar motorway toll barrier (new dual carriageway GI-632) is affected, while the higher road is
left unaffected. This inconvenience which is technically resolvable without a significant change in the conditions of the access route to the toll
barrier, allows the planning of a harmonious and balanced structure, with
a distribution of spans that is absolutely homogenous as well as very
sound structurally.
The solution chosen of a length of 900 m and 10 central spans of 80
m is therefore considered to allow the achievement of the best balance
between creating a structure that is in harmony and balance within this
especially beautiful valley, that minimises the impact on the surrounding
area, simplifies and reduces the risks of a construction process occurring
at a great height, and finally involves the appropriate economic costs for
a project of this magnitude.
The search for alternatives that do not affect the access to the lower
toll barrier would have led to solutions involving spans of a type larger or
smaller than 80 m. The solutions with central spans of 100/ 110 m were
options that were too costly, and its adoption did not appear warranted
given the minor problems produced by the small diversion of a branch of
access to the toll barrier, while a solution with a distribution of spans of
around 65/ 70 m in width, implied a bigger impact on the surroundings
and less environmental integration.
Once the launch has concluded, concrete is set in the base of the
box girder on the far side zone beside E-2 and the upper isostatic
preslabs are placed between the two metallic girders so that later
concrete can be applied to the upper slab in two phases. In the first,
between the metallic girders with preslabs, beginning again from E-2
in a reverse motion, executing the span centre first and the negatives
zone last. Finally, once the entire central stretch has been completed,
concrete is applied to the lateral cantilevers through the employment of
a simple and light advancement carriage with formwork.
After the execution of the foundations and erection of the piers
and abutments, the process deck construction involves a launch from
abutment E-1, pushing across the metallic section of the first front end
stretch of 70 m and the metallic section plus lower concrete for the rest
of the deck.
Notable works
6.
In the following figures the process that is followed in the execution
of the deck is summarised:
Pre-assembly in launch
yard I.
_
Typical sequence until
arriving at Abutment 2.
_
Concrete work on upper slab
(central and cantilevers).
_
185
6.
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Viaduct over the River Oria
5. Viaduct over the River Oria
5.1. INTRODUCTION
The Oria Viaduct allows the planned route of the H.S.L. to cross the
valley of the River Oria and the separated carriageways of the N-I. The
structure is located between two tunnels, the Aduna tunnel and the
Andoain tunnel, within the Andoain-Urnieta stretch.
The principal determinants for the design of the viaduct relate to the
need to leave both the Public Water Resources and the riverbank vegetation unaffected. In accordance with the Environmental Impact Statement
(E.I.S.) the erection of piers should respect riverbank vegetation and this
vegetation cannot be affected by excavations.
In this zone the maximum height above ground is around 33 metres.
Between the left carriageway of the N-I and the River Oria there is a canal
located inside the H.P.D. that must be respected by the crossing viaduct.
The site of the new line presents an alignment curve with a radius of 2,925
m; meanwhile, in elevation view it follows a concave vertical agreement
with a parameter of 21,000 for the entire viaduct.
After recording the position of the riverbank vegetation, it is concluded
that it is not possible to execute a pier in the slope between the left carriageway of the N-I and the River Oria. As a result, the placement of spans
that allow the crossing of the N-I to the area surrounding the K.P. is proposed which successfully complies with the requirement to leave the riverbank vegetation unaffected.
The height of the deck and the presence of the river and N-I make it
necessary for construction processes free from the natural terrain and
that minimize complications to traffic on the N-I.
Elevation and plan views
of the viaduct over the
River Oria.
_
186
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6.
Environments / Environnementaux
• The location of piers must
respect the riverbank
vegetation and the excavations
must not affect the riverbank
vegetation: From the left side
of the N-I until the curve at the
level of elevation 36 on the
eastern margin of the River
Oria.
• It is not possible to place a pier
on the slope between the left
side of the N-I and the River
Oria.
•D.I.E. : On ne doit pas situer
de piles à moins de 10 mètres
de la végétation rivulaire, et les
excavations des fondations ne
doivent pas l’affecter.
•Végétation rivulaire : Depuis
la chaussée gauche de la N-I
jusqu’au virage de niveau de
la cote 36 m sur la rive Est du
fleuve Oria.
•Il n’est pas possible de situer
une pile sur le versant entre la
chaussée gauche de la N-I et
le fleuve Oria.
These environmental conditions make
it necessary for the design of a span of
115 metres.
Ces contraintes environnementales
obligent à concevoir une travée de 115
mètres.
•Cote rouge maximum du tracé
33 mètres.
•Minimiser l’affection sur le
trafic sur la N-I.
•Viaduc situé entre les deux
tunnels : Restriction d’espace
en construction.
These conditions make it necessary to
plan a construction process that is free of
the terrain below the central spans.
Ces contraintes obligent à envisager un
procédé de construction exempt du terrain naturel dans les travées centrales.
Construction / Constructifs
• Maximum route cut/ fill depth
of 33 metres.
• Minimize the disruption to
traffic on the N-I.
• Viaduct located between two
tunnels: Restriction of space
for construction.
Geometrics / Géométriques
• Position of foundations during construction compatible with
traffic on N-I.
• Position of piers compatible with the future widening of
carriageways on the N-I.
• Reduce the dimensions of the foundations for Pier 4, in order
to reduce excavation and the disruption caused to this slope.
Skewed micropile cap.
• On site route: alignment of curve with radius 2,925 m.
• Elevated route: vertical concave agreement of parameter
21,000.
•Position des fondations compatible en construction avec le
trafic sur la N-I.
•Position des piles compatible avec un futur agrandissement
de la chaussée sur la N-I.
•Réduire les dimensions de la fondation de la pile 4 pour
réduire les excavations et leurs affections sur ce versant.
Semelle de liaison biaise à micro-pieux.
•Tracé en plan : Alignement courbe d’un rayon de 2.925 m.
•Tracé en élévation : accord vertical concave de paramètre
21.000.
Geotecnics / Géotechniques
•Terrain chemically aggressive to concrete.
•Deep foundations in all the lines of support, except Pier 3.
•The foundations are deep with piles of 1.80 m in diameter for
Piers 1 and 2.
•Pier 4: Skewed cap with micropiles with 120 Ton. of load
bearing capacity.
•Abutments: Deep foundations formed of piles of 1.80 m in
diameter.
• Terrain chimiquement agressif pour le béton.
• Fondations profondes dans toutes les lignes d’appuis, sauf
Pile 3.
• La fondation est profonde avec des pieux de 1,80 m de
diamètre dans les Piles 1 et 2.
• Pile 4 : Semelle de liaison biaise avec micro-pieux de 120 Ton.
de capacité portante.
• Culées : Fondation profonde formée par des pieux de 1,80 m
de diamètre.
In service deformations, accelerations and vibrations
Déformations, accélérations et vibrations en service
Hydraulics / Hydrauliques
• The dimensions of
the central span place
conditions on the design of
the depth of the deck.
• The dimensions of
the central span place
conditions on the design of
the deck.
• Vu la dimension de
la travée centrale,
conditionnent la conception
du chant du tablier.
• Vu la dimension de
la travée centrale,
conditionnent la conception
du chant du tablier.
187
6.
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5.3. SOLUTIONS ANALYSED IN THE STUDY OF TYPOLOGIES
During the Route Planning Phase possible alternative solutions
were analysed and evaluated and a multivariable analysis of these was
developed. The fulfilment of the different design requirements, combined with the estimations of costs induced, led to the selection of
what was considered the optimum solution. Following is included a
summary of the different options rejected for the viaduct.
Originally the span sizes studied were: 34+2x43+2x58+43 which
allowed the crossing of the river and the N-I, locating pier 3 on the
slope between the left carriageway of the N-I and the adjacent channel
of the River Oria. With this first set of span sizes two possible options
were analysed: post-tensioned concrete box girders or a composite
steel-concrete deck.
Option “A”: Post-tensioned concrete box girders
The deck was created by means of a box girder of 4 metres in depth.
The construction process for this could be carried out using a launching gantry or through launching of the deck. In the case of launching
gantries, some of these systems are available in the market for the
ADIF type section and 58 metre spans, although the companies that
have them are scarce. In the case of launching the deck a complication arose concerning the scarcity of space due to the presence of the
adjacent tunnels, although there appeared to be sufficient space to
establish the launch yard and stockyard.
The foundations of piers 3 and 5 were proposed using micropiles,
with the aim of reducing problems relating to excavation and its impact
on the area.
The deck could be fixed in either of the two abutments given that
they have similar characteristics. In accordance with the geotechnical
recommendations the decision would be taken to fix in the abutment
located in a more competent zone.
Elevation and Plan
View of Option A
studied.
_
188
Option “B”: Composite steel-concrete deck
With the same span fittings as the previous alternative, an option
with a composite box girder metallic deck with a total depth of 3.50
metres had been proposed. The typology of the foundations was the
same as solution A, although they were not as strong due to the lesser
weight of the deck itself.
The construction process for this solution would be by means of
launching as the presence of the River Oria and the N-I ruled out any
solution involving hoisting in the central stretch of the viaduct.
Notable works
6.
Once the exact position of the riverbank vegetation had been recorded
in the environmental studies carried out, it was concluded that it was not
possible to locate the piers on the slope between the left carriageway
of the N-I and the River Oria. The 10 metre minimum distance from the
riverside vegetation and their protection from impacts from excavation
made it necessary to propose span placements that allowed a jump from
before the N-I to the K.P. based on which both requirements were met,
and requiring the design of a principal span of 120 metres. In this way
the span placements had the following distribution: 45+60+120+60+45.
Based on this, two new options were proposed, “C” with a concrete
deck and “D” with a composite steel-concrete deck.
Elevation and Plan
View of Option B
studied.
_
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6.
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Elevation and Plan
View of Option D
studied.
_
Option “C”: Concrete deck
Option “C” was ultimately selected and a specific separate and more
extensive study has been devoted to it.
Option “D”: Composite box girder launch
With the placement of spans of 45+60+120+60+45 an option with a
composite steel – concrete structure was proposed. The construction process would involve launching although the space available for the construction of the launch yard and stockyard is very reduced by the proximity
of the tunnels.
The typology of the foundations was analogous to that proposed for
options A and B although in this case containing a pier less. The total
depth of the deck of a constant 7 metres, determined by the principal span
meant that this option was very lacking in aesthetic appeal.
190
To summarise, the following conclusions were drawn:
• Options “A” y “B” were pre-dimensioned although they were ultimately rejected due to environmental determinants.
• In the case of option “A” an economic analysis was also carried
out with the aim of evaluating the increase in cost involved in
meeting the environmental requirement concerning the distance
between pier and riverbank vegetation.
• As demonstrated in the study carried out, the composite options
presented a very elevated economic cost due to the quantities
of structural steel involved and the repercussions of the launch
process and its auxiliary installations.
The comparative study concluded that the option chosen and
designed, Option C, was the most economical of those that met the
determinants of the viaduct design satisfactorily.
5.4. DESCRIPTION OF THE PLANNED SOLUTION
As has been previously described, the main requirement of the
viaduct is to cross the River Oria and the parallel canal. These two
obstacles together with the gradient of the slope on the left margin of
the river and N-I carriageway towards Burgos make it necessary for a
central span over the river of 120 metres in width.
In order to cross the other carriageway and fit the bridge between
the two contiguous tunnel mouths, after adjustments the following
definitive span widths were therefore selected: 49 + 63 + 115 + 63
+ 49. The size of the principal span determines the selection of the
construction system. Based on these span widths and with the aim
of not affecting the river or the N-I, the central span and the two sym-
Notable works
6.
metrical sections of its respective semi-spans, the lateral spans of
63 m, are built using the progressive cantilever method. The outer
spans of 49.00 m in width plus 4.70 m starting from piers 1 and 4 are
built with falsework supported on the ground as the reduced height of
these spans and the absence of lower obstacles makes this possible.
The answer to the deck is found in monocellular pre-tensioned
concrete box girders of a variable depth between 8.50 and 4.50 m in
spans 2, 3 and 4. This depth involves a fineness ratio h/L of 1/13.5
over piers 2 and 3 and 1/25.5 in the central span over the Oria. The
fineness ratio is in accordance with the scarce number of high speed
railway cantilever bridges built. In the outer spans the depth is kept
constant and equals 4.50 m.
Elevation view of the
viaduct over the River Oria.
_
191
6.
Notable works
The lower width of the box girder is 6.50
m, with vertical lateral faces, completed with
lateral cantilevers of 3.75 m in order to reach
the 14 m of width in the upper section.
The deck is built using the progressive
cantilever method, progressing symmetrically from the adjacent piers to the principal
span. This type of deck can be built using
concrete segments in situ or prefabricated
segments. Segments in situ have been
planned because prefabricated deck segments are more complicated to execute as
192
it is not possible to make geometrical corrections as the construction advances. In
addition, as the prefabricated segment
decks do not have interconnecting passive
reinforcement between segments, they offer
worse durability, a greater maintenance cost,
and worse behaviour in the face of fatigue
phenomenon. The interconnecting passive
reinforcements between in situ segments
improve these aspects mentioned, as well as
allowing better gradual and evolving geometric adjustment during construction.
The piers designed are hollow and have an
almost rectangular section of 6.50 m in width.
The central piers (2 and 3) have a depth of
4.66 m and at their heads have a provisional
embedment system formed by concrete plugs
and interconnecting tendons to absorb the
unbalancing forces produced during the cantilever progression process. The outer piers (1
and 4) are similar to the central piers in terms of
Section of piers 2 and 3.
_
Notable works
shape but their depth is reduced to 3.46 m. In
all cases, the corners of the piers are rounded
and their front faces include projections that
improve their general appearance. Although
both Pier 2 and Pier 3 meet the environmental requirements, their positions leave a certain
margin from the N-I in such a way that if in the
future a widening of its capacity is desired,
then there will be sufficient space to do so.
6.
The foundations are deep with piles of
1.80 m in diameter in piers 1 and 2. Pier 3 is
created with a direct foundation while pier 4
has micropiles.
Section of piers 1 and 4.
_
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6.
Notable works
The abutments are closed abutments with
wing walls to retain the earth. Both have deep
foundations formed by piles of 1.80 m in diameter. The fix abutment has been located in abutment 2 because of the greater space available
before the adjacent tunnel in this zone, and in
addition, the more irregular topography around
abutment 1 makes it logical to avoid having to
excessively deepen the foundations here.
194
Representation of the
final situation.
_
Notable works
6.
In the following, some diagrams are included that describe the construction process designed for the viaduct.
195
6.
Notable works
Viaduct over the River Urumea
6. Viaduct over the River Urumea
Photomontage of a partial view of the
Hernani Viaduct.
_
6.1. Introduction
The Hernani Viaduct is a structure of 1042
m in length and 14 m in width that serves in
giving double track access for the high speed
line to San Sebastián. It crosses the meadow
surrounding the River Urumea between the
municipalities adjoining San Sebastián, Hernani and Astigarraga. It crosses the river a
total of three times, passing in addition under
the existing viaduct of the Urumea motorway.
196
Based on what has already been mentioned, the Hernani viaduct structure is heavily
conditioned with regard to its cross-sectional
and principal span dimensions.
In elevation view, it runs very close to the
ground to pass under the existing viaduct
while maintaining the clearance needed by the
HSL (6.50 M) and at the same time respecting
the raised water levels and the water clearance necessary for river crossings.
This all strictly limits the depth below the
bottom of the deck. This has led to the use
of a U-shaped cross-section made of pretensioned concrete, instead of the box girder
section that is typical of railway viaducts.
Insertion into an aerial photo of the HSL
Hernani Viaduct in the Hernani and Astigarraga
stretch, demonstrating the three crossings of
the Urumea channel and the passage under the
existing motorway viaduct.
_
The typology of the viaduct is that of continuous pre-tensioned concrete deck with
span types of around 33 metres, with the
exception of the second and third crossings
over the River Urumea in which it was necessary to adopt span widths of 67.7 and 120 m
respectively. In order to successfully manage
these spans, the decision was made to reinforce the structure by upper suspension from
Notable works
6.
vertical masts forming suspended spans with
a total of three axis, or suspension masts; one
is placed in asymmetrical way in the 67.7 m
span, and two are placed in a symmetrical
formation in the 120 m span. The suspension
solution proposed is innovative for Spanish
high speed lines, although it has been used
in high speed railway structures in countries
such as Italy, Japan, India, Canada and China.
Principal span suspended
over the River Urumea.
_
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6.
Notable works
The zone in which the Hernani viaduct is
located is characterized by being very urbanised, with the significant presence of industrial
zones established on the banks of the Urumea
as well as scattered farmhouses. The Urumea
itself imposes the character of flood plain on
the surrounding terrain and various important
pieces of infrastructure are found here such as
the Second San Sebastián Ring Road and the
Urumea dual carriageway. Finally, also running
through here is the double track of the MadridHendaya railway line. This is a conventional
gauge track which must be linked to the Y.
Among all of the determinants the River
Urumea stands out. Its presence has made it
necessary to raise the lower level of the deck
until meeting the water safeguard limitations
demanded in relation to the raised water levels
reached over the past 500 years. In addition,
in order to avoid super-elevations by raised
sheets of water, the stretches located between
the three channel crossings must also ultimately be carried out by viaduct, and the large
spans necessary to cross the second and third
of the crossings mentioned make it necessary
to adopt special typologies in these spans.
deck level upwards. Furthermore, this crossing must be take advantage of the existing
spans of the aforementioned viaduct. Thus,
with the planned route involving an S curve
an effort has been made to find a way to cross
below the motorway while taking advantage of
the most elevated span of the viaduct possible. A trough (U) cross-section has been used
that allows a reduction in the maximum depth
of the viaduct below the level of the deck.
The passage below the Urumea dual carriageway viaduct constitutes a key determinant in the geometric design of the viaduct.
Two counterpoised determinants meet: the
need to respect the free clearance of 6.50
metres pushes the railway deck level downwards, while the safeguards relating to 500
years of raised river water levels pushes the
Given the poor quality of the terrain, the
geotechnical aspect has itself constituted a
determinant at the time of designing the construction process, leading to the selection of
centring instead of conventional falsework.
View of the crossing below the Urumea dual
carriageway viaduct with its narrow clearances.
_
198
6.3. SOLUTIONS ANALYSED DURING THE
STUDY OF TYPOLOGIES
The suspended solution is the highest
rated option in the Typological Study, because
of its advantages in construction, lower cost,
good structural and functional behaviour over
time, as well as its good integration into the
landscape and unity of form.
Notable works
6.
Next, the different typologies analysed in
the study of options are presented, principally
with relation to the special spans of the second and third crossings of the Urumea.
As can be observed, the options studied
are based on solutions with rigid suspension,
be it from a concrete or metallic material, with
arches or with metallic lattice solutions.
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6.
Notable works
Selection criteria:
-The central span of 120 metres made it
necessary to evaluate different typological
solutions with composite or lattice (arch
and lattice) decks. However, the concrete
deck demonstrated itself to be the most
economical, and the suspension solution
allows the use of the same pre-tensioned
concrete U section as the rest of the viaduct, as well as taking advantage of the
good access in the zone which allows the
mounting of masts.
-Section type: during its selection both
the raised water level height in the second Urumea Crossing and the clearance
below the Urumea dual carriageway viaduct are influential. These restrictions
lead to solutions involving trough (U) sections, lattice sections or decks with an
upper structure, with the former being the
most advantages in economic and maintenance terms.
-The construction procedure has played
a key role in the selection of typology, with
centring being chosen so as to be able to
in this way adapt to the curving route.
200
-The arch and lattice solutions were
penalised for the numerous auxiliary elements necessary during mounting, which
increases both the cost and the maintenance necessary for the structure.
-The suspension solution was favoured
in this case because of the low velocity
planned for the viaduct (160 Km/h) which
means that the dynamic effects provoked
by the passage of railway material are
not determinants and that the tensional
variations on the braces are analogous to
those of a road bridge.
In conclusion, the suspension extradosed
solution was ultimately adopted. This choice
provides adequate transparency within and
integration into the landscape, and a unity of
form throughout the entire viaduct.
6.4. DESCRIPTION OF THE SOLUTION ADOPTED
The viaduct presents a length of 1042 m, with a continuous pretensioned concrete U-girder deck typology, with span widths of
around 33 metres. For structural reasons, the viaduct has been
divided into two independent structures with different cross-sections.
Stretch 1, with a depth of 3.40 metres, has a length of 807.70
metres and the following distribution of spans: 24.0 + 2x33.0 +
4x36.0 + 39.0 + 2x36.0 + 4x33.0 + 6*30.0 + 67.70 + 2x31.0 + 21.0
m. Stretch 2, of 228.00 metres in length has a depth of 4.00 metres,
and the following span distribution: 2x27.0 + 120.0 + 2x27.0 m.
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6.
The cross-section of both stretches is identical, with the only
difference being the depth of the trough. It is formed by:
-10.40 metres in the centre to locate the system of track on
plates and gutters.
- 2 kerbs running lengthways of 2.00 m in width on which railings, walkways etc. are situated.
The total width of the deck is 14.40 metres.
Aerial view of the final stretch of the Hernani Viaduct.
The 120 m span can be seen suspended in the third
crossing of the River Urumea after passing under the
viaduct of the dual carriageway.
_
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6.
Notable works
The resistance section is composed of
two barriers of pre-tensioned concrete lying
lengthways and joined in a transverse manner
by means of concrete ribs of variable depths,
located every 3.0 metres. A slab with a constant depth of 0.33 is placed on top of the
ribs, which serves as a support to the superstructure.
The sections of these barriers have the
approximate form of an I, with an upper
head of 2.00 m in width and 0.85 m in depth,
Construction procedure
with centring.
_
Typical sections.
_
202
a core of 0.57 m in thickness, and a lower
head of 2.30 m in width and 0.80 m in depth.
In the support zones over the piers there is
an increase in the length of the core by 8 m
in in order to house the wedges of rounded
pre-tensioned concrete and for an improved
transmission of the reactions of the supports. The thickness of the cores in these
zones is 1.085 m.
The construction procedure developed for
the execution of the deck is based on the use
of centring with metallic lattice girders. This
solution is preferred to the use of conventional falsework because it offers the great
advantage of not requiring the execution of
deep foundations for the provisional supports, which would involve an increase in the
cost and in the timeframe for the execution of
the construction work.
Notable works
6.
Viaduct over the River
Urumea. Infography.
_
The viaduct piers are double piers, giving support to each longitudinal barrier of the
trough, and have shafts of a constant octagonal section and an upper cap with a variable
octagonal section.
The piers located below the masts are different to the rest in so far as their shafts have
an octagonal section of varying depth and
lack a cap.
The height of the piers varies between 3.50
m and 9.70 m. In order to be able to extend the
same type of section and construction process to the individual spans of 67.7 and 120
m, the decision was made to support these
spans with two planes of braces anchored
to a total of three masts in the form of an H,
located on piers 20, 25 and 26. These masts
have a hollow metallic rectangular form and a
height of 27 m.
Elevation view of masts
in suspended stretch with
pile foundations.
_
203
7.
Economic impact of
the new Basque railway
network on the BCAC
7.1.
Introduction
When a large scale investment is made, the result is primarily the
generation of a general increase in economic activity through the snowball effect, not only in the sectors of production directly implicated,
but also in all other economic sectors, such that the final total impact
upon the regional economy is far superior to the original investment
made. With this in mind, the present chapter demonstrates the total
macroeconomic effect on production, household disposable income,
Gross Value Added (GVA), and employment in the Basque Country
Autonomous Community (BCAC), originating in the increase in regional
production associated with the construction and operation of the new
Basque Country Rail Network (NBCRN).
204
The creation of a large and more efficient transport infrastructure
creates external benefits that also have to be quantified. Among these
are environmental effects resulting from the saving of energy and the
reduction in CO2, as well as other effects of social importance such as
the reduction of accidents and savings in journey and transport times.
Methodology:
input-output analysis
Introduction
Economic impact of the new
Basque railway network on the BCAC
7.
1. Methodology: input-output analysis
At the time of evaluating the economic impact of an infrastructure project on its surroundings, it is necessary to take into account
that each of the increments in production resulting from the activities
directly involved in the project expand out into the whole of the regional
economy, thereby generating new increments in production, income,
GVA, and employment in the different economic sectors. Subsequently,
it makes sense to distinguish three effects:
·Direct effect. The execution of the investment and the following
expenditure during operation by the NBCRN entails an increase in
demand for the receiving sectors. These sectors have to increase
their production in order to satisfy the new demand. These increases
in production constitute the direct effect.
·Indirect effect. In order to cover the excess in demand, the sectors directly affected must buy more from their suppliers, whom
themselves subsequently generate new demand in the economy.
The final result of this process is what is called the indirect effect,
and will vary depending upon the extent of relationships between
different sectors.
·Induced effect. The increase in production generates higher
employment, and consequently, an increase in incomes from the
work, subsequently leading to an increase in growth in household
consumption. This increase in consumption provokes a new chain
of effects similar to those described previously. The sum of these
effects is known as the induced effect.
the different branches, as well as the final demand (private and public consumption, capital formation and foreign trade). The input-output
model describes, mathematically stated, IOT: q = Xe+d; where q is the
vector of sector production, X is the matrix of inter-sectorial transactions, d is the vector of final demand and e is a vector of ones. A simple
lineal transformation of the model leads us to the impact multipliers,
whose value can be interpreted as the change in output of the sector
i that is necessary to satisfy an exogenous increase of one unit in the
final demand of the sector j and that, in the end, will determine the
indirect snowball effect being sought. Likewise, the induced snowball
effect is reached through an extended input-output model, similar to
the previous one, which considers households an endogenous additional sector. In this way, the calculation of the impact multipliers has
been carried out using the most recent IOT’s of the BCAC published by
EUSTAT for the year 2008.
Finally, it should be taken into account that the snowball effects,
indirect and induced, do not only affect the municipalities where the
HST is constructed and circulates, but are also distributed across the
entire territory of the economy in question, in this case the BCAC,
according to the interrelations that exist between sectors. It is therefore interesting to analyse the spatial distribution of the impacts using
geographic information techniques.
Therefore, while the direct effect is determined by the total represented by the investment and the expenses realized with the implementation of the new infrastructure project, the snowball effect (of
indirect and induced effects) has to be estimated through the application of a macroeconomic model that serves to describe the economy
in which the infrastructure project is carried out. In our case this is an
input-output model.
To begin with, an input-output table (IOT) is nothing more than a
database that contains economic information related to all of the sectors and branches of activity of an economy, referenced through a
double entry accounting system that gathers all of the transactions
involving goods and services that take place during a year between
205
7.
Introduction
Principal magnitudes
2. Principal magnitudes
2.1. DIRECT INVESTMENT AND EMPLOYMENT IN CONSTRUCTION
To summarise, the large figures involved in the construction of the
NBCRN are:
·A total investment of 5,900 M€
·An average cost (not including integration into capital cities) estimated at 28.92 M€/Km, similar in spite of our topography to other
countries in our economic area.
Figure 1.1
Investment Investissement
·The direct creation of almost 42,000 job years.
·A potential recuperation through taxes of an estimated 856.69 M€
at the time of opening, which represents 14.52% of the investment made (comprised of; Income Tax: 364.14 M€; Corporation
Tax: 309.08 M€; VAT: 183.48 M€).
Figures 1.1 and 1.2 show the distribution of the investment and
employment by territories and sectors respectively.
Employment Empleo
ME
Gipuzkoa
Gipuzkoa
55.6%
3,277.66
Direct investment
and employment
by territory
Investissement et
emploi direct par
territoires
Figure 1.2
Investment Investissement
54.3%
22,761
Araba
Araba
17.2%
1,017.43
17.3%
7,237
Bizkaia
Bizkaia
27.2%
1,604.49
28,4%
11,889
Employment Empleo
ME
Construction
Construction
64%
3,777.15
Direct investment
and employment
by sector
Investissement et
emploi direct par
secteurs
206
Job years / Postes an
Construction
Construction
Transport of goods
Transport marchandises
42%
17,513
Transport of goods
Transport marchandises
1%
65.56
1%
607
Metal Industries
Industries métalliques
9%
504.26
Metal Industries
Industries métalliques
9%
3,829
Business services
Services aux entreprises
26%
1,552.60
Business services
Services aux entreprises
48%
19,938
Table 1.1 Tableau
Introduction
Economic impact of
the construction of
the NBCRN
Economic impacts
Impacts économiques
Impact économique
de la construction du
NRFPB
Production (Me)
Production (Mie)
Household income (Me) Revenu ménages (Mie) GVA (Me) VAB (Mie) Employment (jy)
Emploi (pa)
15,054
2,718 5,907 104,482
Direct effect
Effet direct
5,899 993 2,080
41,887
Indirect effect
Effet indirect
4,965
840 1,846 28,568
Induced effect Effet induit
4,188
885 1,980 34,027
Total effect
Effet total
7.
Multiplier
Multiplicateur
2.55
0.461.0013 17.71
2.2. ECONOMIC IMPACT OF THE CONSTRUCTION.
Table 1.1 shows both the total economic impact created by the
investment made and a breakdown into its three components: direct
effect, indirect effect and induced effect. Thus, the row direct effect
shows the amount involved in the initial investment made in the BCAC.
This initial investment in production has been transformed into disposable household income, GVA and employment, applying the corresponding coefficients obtained from the data provided by EUSTAT.
Additionally the line Multiplier shows the multiplier effect that each M€
invested in the construction of the NBCRN in the BCAC has over the
whole regional economy.
207
7.
Figure 1.3
Introduction
Investment
Investissement
Inbertsioa Inversión
MiE
Construction:
Production and
employment totals
by territory
Employment Empleo
ME
Gipuzkoa
Araba
Gipuzkoa
Araba
42%
6,328.5
17%
2,508.8
42%
43,487
17%
17,243
Bizkaia
Bizkaia
41%
6,217.2
41%
43,744
Construction :
Production et
emploi totaux par
territoires
Figure 1.4
Investment
Investissement
MiE
Employment Empleo
ME
Primary Serv.
S. primaire
Commerce
Commerce
6%
864.1
Industry
Industrie
Construction:
Production and
employment totals
by sector
Construction :
Production et
emploi totaux
par secteurs
18%
2,693.9
4%
456.1
Financial Serv.
S. financier
Construction
Construction
3%
415.3
26%
26,849
Industry
Industrie
13%
13,821
Commerce
Commerce
Hospitality
Hôtellerie
Other services
Autres services
25%
3,735.2
Transport
Transport
3%
512.8
Construction
Construction
38%
5,792.2
11%
11,377
3%
494.9
Hospitality
Hôtellerie
5%
5,032
Other services
Autres services
38%
40,489
Transport
Transport
3%
3,578
Figures 1.3 and 1.4 show the distribution, by territory and sector
respectively, of the total economic impact on production and employment generated by the construction of the NBCRN.
208
Financial Serv.
S. financier
Primary Serv.
S. primaire
2%
1,757
2%
1,571
Table 1.2 Tableau
Introduction
Economic impact
of the operation of
the NBCRN
Economic impacts
7.
Impact économique
de l’exploitation du
NRFPB
Production (Me)
Production (Mie)
Emploi (pa)
Total effect Effet total
213.32 42.31 99.28 1,922
Direct effect
Effet direct
94.07 19.15 46.70 1,112
Indirect effect
Effet indirect
54.05 9.39 21.76 279
65.19 13.78 30.82 532
1.06 20.43
Multiplier
2.27 0.45 Multiplicateur
2.3. ECONOMIC IMPACT OF OPERATION.
Table 1.2 shows the economic impact on production, income, GVA
and employment generated annually by the maintenance and operation of the NBCRN service, including both auxiliary and indirect services such as the related services derived from an increase in tourism.
Figures 1.5 and 1.6 show the distribution, by territory and sector
respectively, of the total economic impact on production and employment generated by the operation of the NBCRN.
209
7.
Figure 1.5
Operation:
Production and
employment
totals by territory
Introduction
Investment
Investissement
MiE
Employment Empleo
ME
Gipuzkoa
Araba
Gipuzkoa
Araba
45%
97.4
16%
33.7
46%
894
16%
302
Bizkaia
Bizkaia
39%
82.2
38%
727
Exploitation :
Production et
emploi totaux par
territoires
Figure 1.6
Investment
Investissement
MiE
Employment Empleo
ME
Hospitality
Hôtellerie
Hospitality
Hôtellerie
Operation:
Production and
employment
totals by sector
Exploitation :
Production et
emploi totaux
par secteurs
17%
24.1
Transport
Transport
Energy
Énergie
25%
36.8
22%
273
Merkataritza
Comercio
12%
17.1
Commerce
Commerce
10%
15.0
Industry
Industrie
26%
39.5
Agri-fishing
Agric-Pêche
1%
0.8
210
22%
273
Industry
Industrie
Construction
Construction
9%
12.5
16%
203
Construction
Construction
Transport
Transport
5%
59
30%
394
Energy
Énergie
Agri-fishing
Agric-Pêche
2%
24
3%
42
Introduction
Passengers / Passagers
Me/year
Mie/an
Scenario PA
Scénario PA
Time savings Gain de temps Scenario PB Scénario PB
Scenario MA
Scénario MA Scenario MB
Scénario MB
68.276 81.042--
7.565
10.482
-
-
CO2 emissions Émissions de CO2
0.346 0.452 0.558 1.688
Energy savings
Économies d’énergie
9.401 12.375 22.276 67.448
Total
85.588 104.351 22.834 69.136
Table 1.3 shows the principal external benefits created by the opening of the
NBCRN; these social benefits involve an eco-
Scenario / Scénario
TIR
Goods / Marchandises
Accidents
Sinistralité
2.4. EXTERNAL BENEFITS.
7.
Estimation bénéfices
externes
External benefits
valuation
Table 1.3 Tableau
nomic profitability, based on an average of the
respective scenarios, which translates into an
internal rate of return on the investment of
1.1% (assuming an annual ramp-up effect of
around 4% in the progressive incorporation of
without GVA aux & tour / sans VAB aux. & tour.
demand, and the infrastructure being in service in the year 2040 with a residual value of
30% of the initial investment; see p.ej. Mecsa,
2004):
with GVA aux & tour / avec VAB aux. & tour.
PA+MA
Average / Moyen PB+MB PA+MA
Average / Moyen PB+MB
-0.02% 1.11% 2.09% 1.49%
2.42%
3.25%
211
7.
Economic impact of the
construction works
Analysis of the direct
investment and employment
7.2.
Economic impact
of the construction
works
1. Analysis of the direct investment and employment
Table 2.1 presents the global economic budget of the project principally obtained from the budgets defined in the conditions of tender for
the work in each branch of the project.
It should be taken into account that both the engineering and consultancy costs (broken down into the following concepts: management of studies 10%, management of projects 25%, management and
monitoring of works 65%), as well as an estimate of the investment to
be undertaken in order to integrate the infrastructure into the BCAC
capital cities, are included in the study. However, not included are the
occasional reductions within the winning tenders, given that in practice
there is usually a similar amount of eventual increase in the costs of the
work.
1
212
This does not include the costs of integration into the capital cities; if they were included, the cost
per Km would rise to 34.13 M€/Km
Based on this information, along with the coefficients of production and employment for the branches of activity obtained from the
IOT of the BCAC 2008, estimates have been made of the spatial and
sectorial attributions of the total investment and the direct employment
generated as a consequence of the NBCRN works. To summarise, the
NBCRN involves a total investment of 5,900 M€ with an average cost
of 28.92 M€/Km1, and 41,887 direct jobs measured in annual units of
employment or jy.2
Table 2.2 shows the previous information aggregated to provide
totals for each BCAC territory, from which it can be seen that the largest percentage of the investment and direct employment generated is
centred on the territory of Gipuzkoa.
This is the number of positions of employment multiplied by the number of years of duration
of the work. Thus, to obtain the number of positions of employment created in terms of people
working full time, we would divide this quantity by the duration of the work, measured in years.
For example, if the duration of the work was 6 years, we would calculate that the NBCRN had
created 41,887/6 = 6,981 direct full time positions of employment.
2 Analysis of the direct
Total investment
foreseen in the
NBCRN
Table 2.1 Tableau
construction works
Length
Longueur
TOTAL
TOTAL 7.
Investissement
total prévu dans le
NRFPB
Platform
Plateforme
Track
Voie
Electrif.
Électrif. Sec. & Com.
Séc. et Com. Integ. Cap.
Intég. cap.
Engineering &Consult. **
Ingénierie et conseil **
Araba 22.4 Km 986.3 392.8 42.2 14.5 18.5 476.0 42.4
Bizkaia 44.4 Km 1,594.7 997.1 82.9 29.2 36.7 345.0 103.8
Gipuzkoa * 106.1 Km 3,318.6 2,613.7 198.8 69.4 87.8 80.0 268.9
Total NBCRN / NRFPB
172.9 Km 5,899.6 4,003.6 323.9 113.1 143.0 901.0 415.0
*(ME). Includes connection France. / (Mie). Inclut connexion France.
** Estimated territorial distribution. / Distribution territoriale estimée.
Source: ETS/RFV and in-house compilation. / ETS/RFV et élaboration propre.
Table 2.2 Tableau
Investment and
Employment:
Territories
Investissement et
emploi :
Territoires
Investment / Inversión
Employment / Empleo
Territory km
Total *
Territorio Araba 22.40 1,017.43 Me/km **
Total ***
17.2%
24.17 7,237 17.3%
Bizkaia44.361,604.49 27.2% 28.39
11,889 28.4%
Gipuzkoa 106.103,277.66 55.6%
30.14 22,761
BCAC / Euskadi 28.92
172.85
5,899.57
54.3%
41,887
* Me. / Mie.
** Without costs of integration into capital cities / Sans coûts d’intégration dans les capitales.
*** Positions of employment x years of activity / Postes de travail x années d’activité.
213
7.
construction works
Figure 2.1
FIGURA
70
Germany
S
C
Austria
C
S
Belgium
S
C
Korea
S
C
Spain
S
C
NBCRN
S
C
France
S
C
Holland
S
C
Italy
S
C
Japan
S
C
Taiwan
S
C
60
Comparison of
costs per km
50
40
Comparative de
coûts par km
S: lines in service,
C: lines in construction.
30
20
Source: Campos et al. (2007)
and in-house compilation.
10
_
S : lignes en service,
C : lignes en construction.
0
Source : Campos et al. (2007)
et élaboration propre
_
Figure 2.1 compares the average cost per Km of the NBCRN calculated in the current study, with the average costs per Km (in 2005
Euros) gathered from 45 HST projects developed in 10 countries
(Campos et al., 2007)3. As can be seen, due to our mountainous relief,
the costs per Km are greater than those that arose in France or Spain,
but are similar to those of other countries in our economic area, such
as Germany, Austria or Italy.
Table 2.3 shows the distribution of the total investment between
the four most important sectors in the construction of the NBCRN. As
is to be expected, the greatest part of the investment is made in the
areas of Construction and Business services, followed by Metal industries and Transport of goods.
3
214
It should be taken into account that in the case of the NBCRN the upper and lower values in
figure 2.1 correspond to an inclusion or exclusion of the costs of integration into the capital cities.
Alternatively table 2.4 shows the distribution between the aforementioned sectors, of direct employment generated by the works of
the NBCRN. Similarly, the greatest part of the employment generated
is concentrated in the sectors of Construction and Business services.
It’s interesting to see that the sector of Business services generates
more employment than Construction, despite the investment in this
sector being substantially less. This is because this sector is one of
the most dynamic in terms of employment; its employment coefficient
almost triples that of Construction (according to data from the IOT of
the BCAC 2008).
Table 2.3 Tableau
Investment by
Sector: Territories
Territories
Territoire
Investment Transport total (Me) Construction of goods Investissement ConstrucciónConstruction
total (Mie) marchandises Araba 1,017.43
Bizkaia
1,604.49
Gipuzkoa BCAC / Euskadi
Metal Industries Industries métalliques 0.07
954.85
0.22
167.53
481.88
3,277.66 2,178.28 65.27 233.00 801.10
5,899.57 3,777.15
65.56 504.26 1,552.60
8.5% 26.3%
64.0% 1.1% 7,237
Bizkaia
2,986
1
11,889
4,427
2
Gipuzkoa 22,761 10,100 BCAC / Euskadi
41,887 17,513
269.62
Emploi par
secteurs : Territoires
Investment Transport Territories
total (Me) Construction of goods Territoire
Investissement ConstrucciónConstruction
total (Mie) marchandises Araba 103.72
Business
Services
Services
aux entreprises
644.02
Employment by
Sector: Territories
7.
Investissement par
secteurs : Territoires
Table 2.4 Tableau
construction works
Metal Industries Industries métalliques 788
Business
Services
Services
aux entreprises
3,462
1,272
6,188
604 1,769 10,288
607 3,829 19,938
41.8% 1.4% 9.1% 47.6%
215
7.
construction works
Analysis of the total
economic impact
2. Analysis of the total economic impact
Using the impact multipliers obtained by the IOT of the BCAC 2008,
the total effects generated by the construction of the NBCRN has been
calculated for four macroeconomic variables of interest: production,
disposable household income, gross value added (GVA), and employment. Table 1.1 shows the results obtained.
2.1. SECTORIAL DISTRIBUTION OF PRODUCTION, GVA AND
EMPLOYMENT.
Having obtained the total economic impacts, it is interesting to analyse a breakdown of the results by economic sector, with the aim of
understanding the snowball effect of the investment made, not only
in the productive sectors directly implicated, but also in the rest of the
economic sectors. The sectorial analysis has been carried out breaking
down the data at two levels:
a.Five large economic sectors: agriculture and fishing, industry,
energy, construction, and services. The results obtained are
gathered in the Tables 2.5, 2.7 and 2.8, with respect to production, GVA and employment respectively.
b.Twenty-two branches of activity. This analysis, breaking down
the sectors to a greater degree, is carried out to identify the economic activities that benefit most. Tables 2.6 and 2.9 show the
sectors that receive more than 5% of the effects on production
and employment, be they total, indirect or induced.
Production
The total economic impact of the investment made in the construction of the NBCRN in the BCAC over the total production exceeds 15,054
M€. Table 2.5 compiles the distribution of the economic impacts including both total, and direct, indirect and induced effects, broken down into
five large sectors. The principal conclusions are the following:
· The sector that benefits most from the investment carried out is the
Service sector, receiving 40% of the total impact, followed by Construction (38.48%) and industry (17.90%). That is to say, by far the
largest part of the total effects, more than 98%, is concentrated in
the large sectors where the initial investment has been made.
216
·It should be noted that although the direct effect of the investment
on Construction is more than double that of the Services sector, the
total economic impact is more greatly concentrated on the Services
sector. It can therefore be concluded that the multiplier effect of an
investment made in the Services sector is greater than that of Construction.
·The distribution of the total effect between direct, indirect and
induced effects is very different in each sector.
-In the Construction sector the majority of the total effects
(65.21%) arise from the initial investment.
-In industry almost 59% of the total effects are indirect effects,
that is to say, arising from the flow of inter-sectorial sales and
purchases.
- The majority of economic effects experienced by the agriculture
and fishing, and energy sectors, are induced, arising from the
impact on the economy of the increases in household incomes
caused by the new investment.
- In the Services sector the origin of the economic effects is better
shared between direct, indirect and induced effects, although
46% of the total arises from induced effects.
economic impact
Table 1.1 Tableau
Economic impact
of the construction
of the NBCRN
Economic impacts
Emploi (pa)
15,054
2,718 5,907 104,482
Direct effect
Effet direct
5,899 993 2,080
41,887
Indirect effect
Effet indirect
4,965
840 1,846 28,568
4,188
885 1,980 34,027
Multiplier
Multiplicateur
2.55
Sectorial distribution
of the effects on
production
Economic impacts
0.461.0013 17.71
Distribution
sectorielle des effets
sur la production
Agriculture & fishing
Agriculture et pêche Industry Industrie Energy Énergie Total effect
Effet total
36.634
100%
2,693.882 100%
509.469 100% Direct effect
Effet indirect
0.000 504.259 0.000
3,777.149
1,618.162
0.00%18.72% 0.00% 65.21% 26.87%
Indirect effect Efecto indirecto
7.
Impact économique
de la construction
du NRFPB
Production (Me)
Production (Mie)
Total effect
Effet total
Table 2.5 Tableau
construction works
Construction Services
ConstructionServices
5,792.168
100%
6,022.282
100%
8.426
1,585.700 195.731
1,568.736
1,607.335
23%58.86% 38.42% 27.08% 26.69%
28.208
603.903 313.738 446.283
2,796.785
77.00%22.42% 61.58% 7.71% 46.44%
217
7.
construction works
Effects on production:
principal sectors
Table 2.6 Tableau
Effets sur la production :
principaux secteurs
Construction
Construction
5,792.168
38.47%
Direct effect
Effet direct
3,777.149 1,552.598 504.259
64.02%26.32% 8.55%
Indirect effect
Effet indirect
1,568.736611.440 255.171 368.700266.728 251.040
64.02%
12.31%5.14% 7.42%5.37% 5.06%
Other Bus. Metal Services
Commerce
construction
Autres serv.
Commerce Construction aux entreprises métallique
2,358.126 15.66%
864.093 5.74% Property
Activities Actividtés
Immobilières 762.389
5.06%
Non-metal Financial
Industry
Machinery
Steel
Hospitality
Energy Intermediation
Industrie Machines Hôtellerie Hostelería
ÉnergieIntermédiation
non métallique
financière
752.75
5.00%
446.283 608.922 620.341420.327 313.738 218.149
10.65% 14.54%14.81%10.03% 7.49% 5.21%
Table 2.6 compiles the sectorial distribution of the economic impacts
on 22 sectors. Upon analysing these results it can be concluded that:
·Five productive sectors receive more than 5% each of the total
effects, with construction, other business services, commerce,
metal construction and property activities, capturing 70% of the
total between the five of them. It should be noted that the commerce and property sectors have not received any of the initial
investment, thus all of the effects obtained originate from indirect
and induced effects.
218
economic impact
·With regard to the indirect effects, three other industrial sectors
appear in the group of those most benefiting from the investment: non-metal industry, machinery, and iron and steel. As can be
observed, they are sectors that are directly related to the characteristics of the work carried out.
·The service sectors, that is to say, commerce, property activities, hospitality, and financial intermediation,, are the sectors that
receive the greatest part of the induced effects, followed by energy.
economic impact
Sectorial
distribution of the
effects on GVA
Table 2.7 Tableau
construction works
7.
Distribution
sectorielle des
effets sur la VAB
Agriculture et pêche Industry Industrie Energy Énergie Construction Services
26.673
100%
781.961 100%
191.668 100% Direct effect
Effet direct
0.000 184.178 0.000
1,032.851
863.272
0.00% 23.55% 0.00% 65.21%25.98%
1,583.853
100%
3,323.153
100%
Indirect effect Effet indirect
6.789
453.380 80.184
428.967
877.453
25.45% 57.98% 41.83% 27.08%26.40%
19.884
144.403 111.484 122.035
1,582.428
74.55% 18.47% 58.17% 7.71%47.62%
Gross value added
The total impact of the investment made in the NBCRN in the BCAC
on GVA amounts to 5,907.31 M€. The principal conclusions that are
reached based on the breakdown of the results into five sectors, shown
in table 2.7, are the following:
·The sector that most benefits is services, which receives 56.25%
of the total effects, followed by construction (26.82%) and industry
(13.24%). That is to say, by far the largest part of the total effects on
GVA, more than 96%, is concentrated in the large sectors where the
initial investment is made.
‑In the construction sector the majority of the total effects on GVA
(65.21%) arise from the direct effect produced by the initial investment.
‑ In industry almost 58% of the total effects are indirect effects.
‑The majority of economic effects on the agriculture and fishing
sector are induced effects. Furthermore, in the energy sector 58%
of the total effects are induced.
‑In the services sector the origin of the economic effects on GVA is
better shared among direct, indirect and induced effects, although
more than 47% of the total does arise from induced effects.
induced effects is very different between sectors.
219
7.
construction works
Sectorial distribution
of the effects on
employment
Table 2.8 Tableau
economic impact
Distribution
sectorielle des effets
sur l’emploi
Agriculture et pêche Industry Industrie Energy Énergie Total effect 1,260
13,820 498
Effet total
100%100%100% 100%100%
Direct effect
Effet direct
0.000 3,829 0.000
Construction Services
26,856
17,513
62,048
20,545
0.00% 27.70% 0.00% 65.21%33.11%
302
7,390
264
7,274
13,338
23.99%53.47%52.92% 27.08%21.50%
958 2,601
234 2,06928,165
76.09%18.82%46.87% 7.71%45.39%
Employment
The economic impact of the investment made in the construction
of the NBCRN in the BCAC on employment amounts to 104,482 jy.
The breakdown of the results into the five sectors shown in table 2.8
allows the following conclusions to be drawn:
induced effects is very different in each sector.
- In the construction sector the majority of the total effects (65.21%)
arise from the initial investment.
- In industry more than 53% of the total effects are indirect effects.
·The sector that benefits most, in terms of total effects on employment, is services, which collects 59.39% of the total effect, followed by construction (25.70%) and industry (13.23%). That is to
say that, by far the greatest part of the total effects, more than 98%,
is concentrated in the large sectors in which the initial investment is
made.
220
-The economic effects that the agriculture and fishing, and energy
sectors receive, are in their majority induced effects.
-In the services sector the origin of the economic effects is better shared between direct, indirect and induced effects, although
45% of the total does arise from induced effects.
economic impact
Effects on
employment: principal
sectors
Table 2.9 Tableau
construction works
Other Bus. Services Autres serv. aux entreprises
7.
Effets sur l’emploi :
principaux secteurs
Construction
Commerce
Construction
Commerce Other
services
Autres
Services
Metal Construction
Machinery Hospitality
Construction Machines
Hôtellerie
métallique Total effect
Effet total
29,489
28.22%
Direct effect
Effet direct
19,938 17,513 3,829
47.60%
41.81%
9.14%
7,234
7,274 2,187
1,756
1,789
25.32%25.46% 7.66% 6.15% 6.26%
26,856 25.70%
11,376 10.89% 5,822
5.57%
Public
Admin.
Admin. publiques
5,725
5.48%
Induced effect 2,3172,069 9,189 5,7134,2743,272
Effet induit
6.81% 6.08%27.00%16.79%12.56% 9.62%
The sectorial analysis, further breaking down the data into 22 sectors, displays the following results (Table 2.9):
·Five sectors receive more than 5% each of the total effects on
employment with other business services, construction, commerce, other services, and metal construction, capturing between
the five of them almost 76% of the total. For the commerce, and
other services sectors, the majority, when not the entirety of their
total effects, originate from induced effects.
·The service sectors, or to be precise, the following five, other business services , commerce, other services, hospitality, and public
administration, are those that to the greatest extent receive the
induced effects, with almost 73% of them.
·With regard to the indirect effects, there appears another industrial
sector among those most benefiting from the investment in terms
of employment: machinery.
221
7.
construction works
economic impact
2.2. SPATIAL DISTRIBUTION OF PRODUCTION AND EMPLOYMENT.
The maps 2.2 and 2.3 show how the total production and employment generated is geographically distributed among the municipalities of the BCAC. The 15 municipalities that receive the greatest
total impact of the construction of the NBCRN are: Bilbao, VitoriaGasteiz, Donostia-San Sebastián, Irún, Bergara, Amorebieta-Etxano,
Tolosa,Barakaldo, Arrasate/Mondragón, Galdakao, Basauri, Zizurkil,
Beasain, Oiartzun and Andoain accumulating between them 8,468 M€
and 60,476 JY4. Table 2.10 offers the corresponding sectorial distribution by territory.
Map 2.2 Carte
Construction:
Spatial distribution
of impact on
production
222
Map 2.3 Carte
Construction :
Distribution spatiale
de l’impact sur la
production
Construction:
of impact on
employment
Construction :
de l’impact sur
l’emploi
economic impact
construction works
7.
To summarise, the greatest part of the total production and employment generated corresponds to the direct investment in construction
and industry (5,792.2 M€ + 2,693.9 M€ and 26,849 jy + 13,821 jy
respectively) in the municipalities of the BCAC directly affected by the
works of the NBCRN, and to business services (3,735.2 M€ and 40,498
jy approx.) primarily located in the three Basque capital cities, thanks
to the important indirect and induced effects on this sector whose
companies are generally concentrated to a large degree in these cities.
Table 2.10 Tableau
Total impact of the
NBCRN: sectorial
distribution by territory
Impact total du NRFPB :
distribution sectorielle par
territoires
Production (Mi)
Production (Mi€)
Araba Industry Industrie
Construction
Construction
Commerce Commerce Hospitality Hôtellerie Transport
Transport
Finan. Serv.
Serv. finan.
Others Other Services
Autres Autres services Total
Total
556.1 925.7 124.4 72.6 58.9 52.2 718.9 2,508.8
Bizkaia 1,050.0
2,084.2 457.9 256.1 248.5 247.2 1,873.2 6,217.2
Gipuzkoa 1,087.8 2,782.3 281.8 166.2 205.5 115.8 1,689.2 6,328.5
BCAC / Euskadi
2,693.9 5,792.2 864.1 494.9 512.8 415.3
4,281.3 Araba 2,851 4,292 1,638 739 391 197 7,135 17,243
Bizkaia 5,300 9,662 6,029
2,604 1,651 936 17,562 43,744
5,670 12,895 3,710 1,689 1,536 438 17,549 13,821 26,849 11,377 5,032 3,578 1,571 (3,735.2) 15,054.4
Employment (jy)
Emploi (pa)
Gipuzkoa BCAC / Euskadi 42,246
(40,489) 43,487
104,474
223
7.
operation of the NBCRN
Analysis of the economic impact
7.3.
1. Analysis of the economic impact
The opening of the NBCRN generates an increase in regional
economic activity that arises from various sources. In first place, it
is necessary to consider the activity generated by the expenditures
dedicated to the annual maintenance of the infrastructure and rolling stock as well as the actual operation of the line. Moreover, the
functioning of the HST assumes the creation of a series of auxiliary
services fundamentally related to the services offered to travellers in
the train stations. Furthermore, as is well known (Hernández Mogollón
et al., 2011), one of the foundations on which the development of tourism is based, is the infrastructure that can promote and consolidate
determined tourist destinations. For this reason, it is expected that the
creation of this new HST line will generate an increase in the number
of tourists, principally in the Basque capital cities.
224
Table 3.1 compiles the annual amounts estimated for the economic
activities generated by each of the three sources considered. Included
in the operation and maintenance section is the annual maintenance of
the infrastructure and rolling stock as well as all of the costs necessary
for the operation of the line (energy, materials, publicity, driving and
station personnel).
Also included is the amortization corresponding to the purchase
of rolling stock, estimated at 6.5 M€/ year (given an investment estimated at 195 M€ and based on the assumption that the useful life of a
train is 30 years). In addition the annual turnover derived from auxiliary
services has been estimated taking into account the previous results
obtained in other studies of the operation of transport infrastructure
(Fernández et al., 1999). The services studied are those most commonly related to this type of infrastructure: catering, shops, buses,
taxis, car rental, as well as the activity of travel agencies.
Table 3.1 Tableau
Impacts directs de
l’exploitation du
NRFPB
7.
Auxiliary and related services (Me)
Services auxiliaires et connexes (Mie)
Concept
Concept
Direct impacts
of the operation
of the NBCRN
Opening and
maintenance (Me)
Mise en marche et
maintenance (Mie)
Track maintenance
Maintenance de voie
18.86
Telecommunications
Télécommunications
0.36
Acquisition of rolling stock
(annual amortization)
Acquisition équipement roulant
(amortissement annuel)
6.50
Maintenance of rolling stock
Maintenance de l’équipement roulant
Aux. services
Serv. auxiliaires
Tourism
Tourisme
Total
Total
10.91
Electrical energy
Énergie électrique
3.22
Materials and stock replacement
(cleaning, on-board service, ...)
Matériaux et pièces de rechange
(nettoyage, service à bord, ...)
5.89
Communication and publicity
Communication et publicité
0.01
Safety (civil defence, risk
assessment, ...)
Sécurité (protection civile, prévision de
risques, ...)
0.09
Driving personnel and auxiliaries
Personnel de conduite et auxiliaire
4.82
Station personnel
Personnel de gares
1.60
1.65
Shops
Magasins
0.58
Car rental
Location de voitures
0.33
Transport (buses, taxis, ...)
Transport (autobus, taxis, ...)
4.07
Travel agencies
Agences de voyages
3.81
Bars and restaurants
Bars et restaurants
3.34
1.65
3.69
4.27
0.33
4.95
9.02
3.81
9.39
12.73
Accommodation
Hébergement
6.98
6.98
Leisure
Loisirs
3.03
3.03
28.03
41.81
Total
52.26
13.78
225
7.
Table 3.2 Tableau
Economic impacts
Total effects of the
opening, maintenance
and internal services
of the NBCRN
Effets totaux de la mise
en marche, maintenance
et services internes du
NRFPB
Production (Me)
Production (Mie)
GVA (Me) VAB (Mie) Employment (jy)
Emploi (pa)
Total effect 119.00 22.33 Effet total
54.61 1,064
Direct effect
Effet direct
52.26
9.70 25.75 630
32.33 5.36 12.59 155
Induced effect
Effet induit
34.40 7.27 16.26 280
Multiplier
Multiplicateur
2.28 0.43 1.04 20.37
Finally, with regard to tourism, a recent study by the Basque government estimates that the opening of this infrastructure will involve a
total increase of 185,000 overnight stays in the three Basque capital
cities. The economic impact of this increase in tourism has been quantified based on the annual spending of new tourists generated by the
NBCRN. The average spend per tourist, both national and foreign, and
its distribution among items, has been calculated using the information provided by the Bilbao Tourism report (2011). The principal tourist expenditures considered were accommodation, catering, transport,
purchases, and leisure.
In order to satisfy this increase in economic activity involved in the
establishment of a high speed railway line, it has been necessary to
increase the general production of the region’s economy. The opening of the NBCRN therefore has a multiplying effect on production,
household income, GVA, and employment, which extends throughout
the web of the economy. The total economic impact resulting from the
three sources of activity is compiled in table 1.2. After seeing these
results, it can be concluded that the economic impact on production in
226
Household income (Me) Revenu ménages (Mie) the Basque Country of the operation of the new infrastructure is 213.32
M€ annually, so that for every million Euros spent, 2.27 M€ is generated
across the entire economy. The total effect on employment involves the
creation of 1,922 positions of employment.
Tables 3.2, 3.3 and 3.4 show the total economic impact derived
from the maintenance and operation of the line, auxiliary services
and from the increase in tourism respectively. Please note that there
are small differences in the results obtained from the three sources
of economic activity considered, due to their distinct natures. Thus,
in the maintenance and operation of the infrastructure the industrial
sectors participate more, while in tourism the service sectors dominate, and in the auxiliary services an equilibrium between the two,
industry and services, can be observed. The differences mentioned
are easily observed upon analysing the impact multipliers (last row
of each of the tables) given that, we must remember, each multiplier
measures the total impact generated by each million Euros of direct
expenditure on production, household income, GVA and employment
respectively.
7.
Table 3.3 Tableau
Economic impacts
Production (Me)
Production (Mie)
Household income (Me) Revenu ménages (Mie) Total effect
31.36
6.82 Effet total
Total effects of
auxiliary services of
the NBCRN
Effets totaux des
services auxiliaires du
NRFPB
Direct effect
Effet direct
GVA (Me) VAB (Mie) Employment (jy)
Emploi (pa)
15.15 293
13.78 3.25 7.15 162
7.06 1.36 3.03 45
Induced effect
Effet induit
10.51
2.22 4.97 86
Multiplier
Multiplicateur
2.28 0.49 1.10 21.27
Emploi (pa)
Total effect
62.96 13.16 Effet total
29.53 565
Direct effect
Effet direct
28.03 6.20 13.80 320
14.65 2.67 6.14 80
Induced effect
Effet induit
20.28 4.29 9.59 165
Multiplier
Multiplicateur
2.24 0.47 1.05 20.12
Table 3.4 Tableau
Economic impacts
Total effects of the
increase in tourism
generated by the NBCRN
Effets totaux de
l’augmentation du
tourisme générée par le
NRFPB
Production (Me)
Production (Mie)
227
7 7..
Railway Transport
Impacts sur la
production
Impacts on
production
Figure 3.1
Other Bus.
Other
Property Food
Oil Financial
Hospitality
Transport other material
services
transport Energy
Commerce
activities
Construction
industry
refining
Intermed.
Hôtellerie
Transport Autre matériel
Autres serv.
Autres
Énergie
Commerce
Activités
Construction
Industrie Raffinage
Interméd.
ferroviairetransport
aux entreprises
transports
immobilières
alimentaire
pétrole
financière
Total effect
26.9825.51 23.79 23.7716.3217.5615.6612.5611.37
Effet total
12.65%11.96%
11.15% 11.14%7.65%8.23%7.34%5.89% 5.33%
Direct effect
Effet direct
19.71 25.28 17.41
11.78
9.02
20.95% 26.87%18.50% 12.52% 9.59%
Indirect effect 4.948.983.769.452.90 4.423.182.992.71
Efecto indirecto
9.13%
16.60%6.96%
17.48%5.37% 8.18%5.89%5.53%5.02%
Induced effect 6.54
3.544.889.489.65 6.953.40
Effet induit
10.03%
5.43%
7.49%
14.54%
14.81%
10.65%
5.21%
1.1.SECTORIAL DISTRIBUTION OF PRODUCTION, GVA AND
EMPLOYMENT
Once the total economic impacts of the operation of the NBCRN
have been estimated, it is interesting to dig deeper into these results
by breaking them down by economic sector. The fundamental objective of this analysis is to detect which are going to be the branches of
economic activity that most benefit from the new infrastructure both
in terms of direct effects and total effects, making reference as well to
the indirect and induced effects. In this case the total economy has
been broken down into twenty-two branches of activity. Figures 3.1,
3.2 and 3.3 show the sectors that have received more than 5% of the
total amount, be it from total, direct, indirect or induced effects.
228
Production
Analysing first of all the total direct impacts of the opening of the
infrastructure on production, it can be observed that more than 88% is
concentrated in five sectors, all of which are related to services, except
for the industrial sector other transport material, which basically collects
the expenditures corresponding to the acquisition of rolling stock and
maintenance of the infrastructure (figure 3.1). It is worth highlighting the
weight wielded by the railway transport sector.
With regard to the total impact on production, it is fairly well distributed among branches of activity given that nine of the twenty two
considered receive more than 5% of the total. However, the majority of
the sectors that most benefit are services, with only one industrial sector (other transport material) on the list. It is also worth highlighting that
although the sector that has the largest percentage in direct effects is
railway transport, the greatest receiver of total effects is hospitality, a
sector that provides a major snowball effect on the rest of the regional
economy, above all in terms of induced effects.
Impacts on
GVA
Figure 3.2
Impacts sur
la VAB
Railway
Other Bus. Other
Transport Property Financial
Public
Other
transport
services Hospitality
Commerce
transport Other material
Activities
Energy
intermed.
Construction
Commun.
Admin.
services
Transport
Autres serv.
HôtellerieCommerce
Autres
Autre matériel
Activid.
Énergie Interméd.Construction Communic.
Admin.
Autres
ferroviaire aux entreprises
transports
transport
immobil.
financière
publiques
services
Total effect
Effet total
15.53
15.64%
Direct effect
Effet direct
15.39 6.31 8.59
2.87
4.88
5.51
32.95%13.51% 18.39% 6.14% 10.45%11.81%
12.42 12.51%
11.76 11.84% 7 .
9.68
9.75%
7.60
7.65%
7.58
7.64%
7.32
7.37%
6.68
6.73%
Indirect effect 4.54 1.321.63 1.693.55 2.061.211.12
Effet indirect
20.86%6.06%7.49% 7.77%
16.32% 9.48%5.56%5.16%
Induced effect1.572.85 5.81 5.621.74 2.171.902.341.82
Effet induit5.10%9.25%
18.85%18.25%5.63% 7.03%6.16%7.60%5.90%
Looking at the indirect effects, 80% are concentrated in nine sectors. New benefiting industrial sectors appear, such as the food industry, and petroleum refining. This result is logical given that the indirect
effects expand as result of the snowball effect in the economy due to
the increase in purchases of inputs from other businesses, necessary
to satisfy the increase in direct activity. Finally, it is worth highlighting
the more homogeneous distribution of the indirect effects into large
blocks, given that this 80% of the total is divided as follows: construction (8.2%), energy (17.5%), industry (20.6%), and services (34%).
The seven sectors that appear in figure 3.1 with more than 5% of
the induced effects, only represent 68% of the total induced effect. This
implies that the induced effects are very spread out among the different branches of activity, with a smaller weighting in each one. It can be
observed that, as this type of effect is a measure of the part of the total
effect that arises from the increase in consumption by the households
benefiting from the increase in economic activity, the majority of sectors
that most benefit are sectors from the services group.
Gross Value Added
In figure 3.2 it can be seen that of the eight sectors that receive
more than 5% of the total effects on GVA, six are service sectors, with
other sectors benefiting being other transport material, and energy.
Furthermore, in this figure it can be seen with great clarity how the
composition of the total effects in each of these eight sectors is quite
different.
On the one extreme we have the case of the railway transport sector for which practically all of the effects on GVA are direct with little
snowball effect on the rest of the economy. On the other extreme is the
energy sector for which the majority of impacts are indirect (53%), and
the property activities sector where 77% of the total impact is induced.
229
7.
Impacts on
employment
Figure 3.3
Impacts sur
l’emploi
Railway
Other Bus.
transport
services Hospitality
Commerce
Transport
Autres serv.
Hôtellerie
Commerce
ferroviaire aux entreprises
Transport
transport Autre mat.
transport
Other garraioak
Autres
transports
Other services
Construction
Autres
Construction
services
Public
Admin.
Admin.
publiques
Total effect
Effet total
356316 274 240193140127
18.57%16.42% 14.27% 12.48%10.03% 7.26% 6.60%
Direct effect
Effet direct
354 178 200
80
160
95
31.84%16.01% 17.99% 7.19%14.39% 8.54%
Indirect effect 102 17252121
Effet indirect
36.08% 6%8.84%7.49%7.28%
Induced effect 36 67 14389 3251
Effet induit6.82%12.58% 27.05
16.82%6.09%9.63%
Employment
In the case of the economic impacts on employment, the sectors
that most benefit from the opening of the NBCRN are practically the
same ones as in the case of production or GVA. However there are
very few sectors that appear in figure 3.3 as receivers of more than
5% of the indirect or induced impacts. This means that, in the case of
employment, the snowball effect of the initial expenditure on the rest
of the economy is very well shared among all of the branches of economic activity.
230
In the majority of the seven sectors most benefiting from the total
economic impacts in terms of employment, the majority of this impact
arises from direct employment. It is however of interest to highlight
two sectors that present a very different behaviour: other business
services, where a third of the employment generated annually arises
from indirect effects, and the commerce sector for which 60% of the
employment is created as a result of induced effects.
7.
1.2. SPATIAL DISTRIBUTION OF THE PRODUCTION AND EMPLOYMENT
Maps 3.4 and 3.5 show the distribution of the production and
employment totals generated by the operation of the NBCRN, distributed geographically among the municipalities of the CAPV.
Mapa 3.4
Mapa 3.5
Operation:
of impact on
production
Exploitation :
de l’impact sur la
production
15.5 - 23.9 (3)
3.5 - 15.5 (11)
1.5 - 3.5 (22)
0.8 - 1.5 (17)
0.6 - 0.8 (10)
0.5 - 0.6 (15)
0.3 - 0.5 (7)
0.2 - 0.3 (17)
0.1 - 0.2 (30)
0 - 0.1 (122)
Operation:
of impact on
employment
Exploitation :
de l’impact sur
l’emploi
144 - 241 (3)
39 - 144 (9)
21 - 39 (14)
14 - 21 (8)
8 - 14 (9)
5 - 8 (16)
3 - 5 (15)
2 - 3 (9)
1 - 2 (24)
0 - 1 (147)
231
7.
Benefits associated with the saving of time,
accidents and the environment.
7.4.
Benefits associated with the
saving of time, accidents
and the environment
When evaluating the economic and social impact of the opening
of a new piece of infrastructure, as in the case of the NBCRN, other
important effects or benefits that reach beyond its construction and
operation must be included, such as connectivity, intermodality, time
savings, comfort, security, environmental sustainability, etc. Consequently the following socio-economic benefits have been taken into
account:
· Time savings that will allow for the best utilisation of both productive and leisure time.
· The reduction of accidents, given that the HST is an extremely
safe means of transport, especially in comparison with other land
based means of transport.
232
· Environmental sustainability, as the HST has a smaller environmental impact compared with other forms of transport due to its
lower CO2 emissions and its greater energy efficiency.
The calculation of these social benefits is carried out as a function of
both the number of users benefiting from the project and the quantity
of goods transported, as well as a price assigned to each one of them.
Benefits derived from the
transport of passengers
7.
1. Benefits derived from the transport of passengers
The NBCRN not only connects the three Basque capital cities, but
also forms part of the Madrid to Basque Country high speed corridor.
The study of the corridor is carried out taking into account the zoning
established by Adif (2009) and Renfe (2011) in their respective studies of the demands of travellers, which, from the point of view of the
Basque Country, consists of three zones:
· Long distance zone, that encompasses journeys made between
the Basque capital cities and Madrid.
Under the time frame proposed, the entire high speed corridor considered is expected to be functioning in the year 2020. Table 4.1 shows
a summary of the results obtained.
·Internal zone, inside the BCAC.
· Medium distance zone, covering the journeys between the Basque
capital cities and Castilla-León.
Table 4.1 Tableau
External benefits.
Passengers
Bénéfices externes.
Passagers
Benefits / Bénéfices
Scenario PA
Scénario PA
Time savings (hours)
4,640,814 Gain de temps (heures) Accidents (nº. victims)
Sinistralité (nº. víctimes)
deaths / morts
serious injuries / blessés graves
minor injuries / blessés légers
1—2
4—8
39 — 76 Valuation (Me/year) / Estimation (Mie/an)
Scenario PB
Scenario PA
Scenario PB
Scénario PB
Scénario PA
Scénario PB
5,487,370 4.392 — 7.565 68.276 81.042
5.477 — 10.482
1—2
5 — 11
48 — 105
CO2 emissions (t)
46,099.88 Émissions de CO2 (Tm)
60,121.94 Energy savings (toe)
17,512.29 Économies d’énergie (tep)
23,050.71
Total
0.346 0.452
9.401 12.375 82.415 — 85.588
99.396 —104.351
233
7.
Table 4.2 Tableau
Node
Nœud Benefits derived from the
Zone
Zone
Araba-Gipuzkoa
Araba-Bizkaia
Internal / Interne
Gipuzkoa-Bizkaia
Total Int.
Forecasts for the traffic
captured by the NBCRN.
Year 2020
Prévisions pour le trafic
capté par le NRFPB.
Année 2020
Araba-Valladolid
Medium distance
Gipuzkoa-Valladolid
Moyenne distance
Bizkaia-Valladolid
Total M.D.
Scenario PB
Scénario PB
522,796
569,697
1,058,7111,113,485
912,461 1,031,419
2,493,967 2,714,601
21,550 31,650 42,580 334,581 24,122
40,766
54,497
417,949
Araba-Madrid
Long distance
Gipuzkoa-Madrid
Longue distance
Bizkaia-Madrid
Total L.D.
233,986 426,467 729,154 1,389,607 284,903
564,701
959,931
1,809,535
Total corridor / Total corridor
4,218,155 4,942,085
1.1. USERS BENEFITED
At first, the volume of users benefiting from the new infrastructure
would be determined by the potential demand for the high speed line
in the corridor analysed, that is to say, by the number of journeys that
are expected to take place on the line in 2020. The study of demand
by Renfe (2011) provides this information based on four different future
scenarios that combine various fare and frequency options. Of these
scenarios, this study has selected the two most relevant: scenario
PA: high fare and high frequency, and scenario PB: low fare and low
frequency.
Table 4.2 shows the traffic captured by the NBCRN in these two
scenarios for the three zones considered, broken down into nodes
as follows: the internal and long distance zones are each divided into
three nodes, while the medium distance zone is divided into twelve
nodes, each one arising out of the relation of each territory in the
BCAC with Burgos, Palencia, Valladolid y Segovia. For the sake of
234
Scenario PA
Scénario PA
simplicity of these twelve nodes only the data concerning the connections with Valladolid, which are those generating the largest number
of journeys in the zone, will be presented. The intermediate zone total
incorporates all of the twelve nodes.
As can be seen, the distribution of traffic captured within the zones
by the NBCRN is somewhat different in the two scenarios. Nevertheless, it falls around the following percentages: 35% for the internal
zone, 5% for the medium distance zone, and 60% for the long distance zone. Moreover, it can be concluded that for all the zones and
nodes the predictions of traffic captured by the HST are higher for the
scenario with the low fare, even if the frequency is also low. Furthermore, the biggest difference between the scenarios is observed in the
medium distance journeys, for which under scenario PB it is estimated
that there will be 20% more traffic than under scenario PA,while in the
case of the internal zone only a difference of 8% more traffic captured
is foreseen.
With the aim of estimating the social benefits previously identified,
it is necessary to distinguish between the new traffic generated by
the NBCRN (induced traffic), and the traffic captured by the new line
proceeding from other modes of transport (diverted traffic). The calculation of this traffic data is based on predictions of the journeys made
by mode of transport under the two following suppositions: the nonexistence of HST, with data provided by Adif (2009), and the opening of
HST (Renfe, 2011; Adif, 2009). The new traffic created by the NBCRN
is obtained as the difference between the traffic with and without HST,
while the traffic diverted from each mode of transport considered (car,
bus, conventional train and plane) is calculated for each mode as the
difference between the traffic with and without HST.
The charts in figure 4.1 show the traffic captured by the NBCRN,
both in volumes and percentages, which proceeds from each one of
the different modes of transport considered, as well as the new traffic
induced. Note that for the medium distance zone there is no diverted
traffic from the mode bus. As can be observed, there are small differ-
Figure 4.1
Origins of the
traffic captured
by the HST. 2020
The traffic captured by the HST diverted from the mode car involves
a removal from the roads of some 3300 vehicles daily. While this is a
considerable figure, it should also be remembered that this number of
vehicles removed is scarcely 6% of the total number of vehicles that
would circulate over the entire corridor if the infrastructure had not
been opened.
Scenario B Scénario B
10.9%
461,371
14.5%
716,770
16.8%
708,247
15.3%
758,593
8.6%
361,504
Provenance du
trafic capté par
le TGV. 2020
47.2%
1,989,665
7.
ences in the results under the two scenarios considered. Focusing ourselves on scenario PA, it’s worth pointing out that more than 11% of the
traffic captured is induced, that is to say, journeys that were not being
made before the opening of the NBCRN and that in principle would
not be made if the line did not exist. With regard to the diverted traffic,
as was to be expected the majority of the diversions of journeys from
other modes of transport to HST proceed from the mode car, followed
by bus and then conventional train. The percentage of traffic captured
that proceeds from the mode plane is only 8.5% but it should be taken
into account that journeys by plane only occur in the long distance
zone.
Scenario A Scénario A
16.5%
697,369
Car / Automobile
Bus / Autobus
HST / TGV
Train / Train
Plane / Avion
11.5%
567,848
8.5%
417,810
50.2%
2,481,064
235
7.
1.2. TIME SAVINGS
In the majority of transport projects the savings in journey times represent the principal source of social benefit. The HST will allow travel
across the various routes of the different nodes considered in a lower
time than other modes of transport such as the car, plane or conventional train. Furthermore, the special characteristics of HST (comfort,
mobile phone or internet coverage, etc.) means that travellers can use
the time in a different way to other modes of transport such as the car.
The direct effect of this saving of time is measured by multiplying the
time saved by the value of the time. The total journey time savings for
each node and mode of transport can be obtained by multiplying the
difference in journey time between the HST and each one of the modes
of transport considered, by the total benefits arising as a result of the
traffic diverted from each mode. However, the saving of time isn’t a
market good for which reason in order to assign it a value it is necessary to take recourse to other methods of valuation. Thus, when valuing
the time savings by node and mode of transport the starting point used
was information collected in de Rus Mendoza et al. (2006) that includes
data from the UNITE project on the average values in Holland, Sweden, and the United Kingdom of the cost of time according to mode of
transport and motive for travel, per person per hour, in Euros in 1998.
This information has been adjusted to the different standard of living of
Spain and updated to 2012 Euros. Furthermore, the valuation of journey time is very different for a business traveller and a leisure traveller
(see p.ej. Sánchez-Ollero et al., 2011): for the former, the travel time is
a cost that must be reduced to a minimum, while for the latter it could
even be a pleasure in itself. In consequence, the motive for travel must
be taken into account for each journey when valuing the journey time.
In this study a global price for the saving of time has been estimated,
weighting the value of time savings for each travel motive by the number of journeys corresponding to each of the motives.
236
Table 4.3 shows the total value of time savings obtained for each
node in each of the two scenarios considered. As the only difference
in the value of time savings between the two scenarios proceeds from
the number of beneficiaries and this is larger in scenario PB, the value of
time savings is also larger in this case. Focusing ourselves on this scenario, it can be observed that almost 52% of the value of time savings
is produced in the long distance journeys, 36% in the internal journeys
in the BCAC, and 12% in those of medium distance.
The analysis of the charts in figure 4.2 allows one to conclude that
the social benefit of time savings does not arise from the mode plane,
as the difference in time between a journey by HST and by plane is
practically zero; instead, 35% arises from traffic diverted from cars
(above all in the long distance zone), 25% from diversion from conventional trains (above all in the medium distance zone), and 20% from
traffic proceeding from buses (above all within the BCAC).
The reduction of journey time that is derived from the opening of this
new high speed line has the principal effect of reducing the costs of
businesses that use it to improve the availability of time to employees
making journeys for reasons of business.
For this reason, the value of time savings in journeys made because
of business motives can be considered as a measure of productivity
generated by the improvement of communications. Thus, if of the total
hours saved we only consider those that have been due to a business motive, the following results are obtained: in scenario PA, a total
of 2,036,094 work hours are freed up, with a value of 52.10 M€ while
in scenario PB, a total of 2,433,896 hours are freed up, with a value of
62.26 M€.
Scenario PA / Scénario PA
Table 4.3 Tableau
Node
Nœud Value of
time savings
Valeur du gain
de temps
Figure 4.2
Zone
Zone
Hours saved
Heures gagnées
Araba-Valladolid
Medium distance
Gipuzkoa-Valladolid
Moyenne distance
Bizkaia-Valladolid
Total M.D.
8.393
7.749
11.329 27.471 Value (Me)
Valeur (Mie)
634,7758.815
630,737
7.919
819,847
12.708
2,085,359
29.441
28,802 57,556 89,561 593,212 0.569 1.085 1.982 8.249 42,315 82,149 140,911 707,358 0.605
1.269
2.373
9.762
Araba-Madrid
Long distance
Gipuzkoa-Madrid
Longue distance
Bizkaia-Madrid
Total L.D.
394,796 940,642 759,765 2,095,203 5.698 14.296 12.563 32.557 465,280 1,188,479 1,040,893 2,694,652 6.681
17.970
17.187
41.839
Total corridor / Total corridor
4,640,815
68.276 5,487,369 81.042
A Scenario Scénario A
B Scenario Scénario B
36.3%
24.790
31.3%
25.386
25.3%
17.298
Value of time
savings by mode
of transport
Valeur du gain de
temps par mode
de transport
Scenario PB / Scénario PB
Value (Me) Hours saved
Valeur (Mie) Heures gagnées
604,220
Araba-Gipuzkoa
617,224
Araba-Bizkaia
Internal / Interne
Gipuzkoa-Bizkaia
730,956
Total Int. 1,952,400
36.8%
25.514
7.
1.5%
1.035
Car / Automóvil
Bus / Autobús
Train / Tren
Plane / Avión
34.8%
34.768
24.3%
19.727
1.4%
1.16
237
7.
Table 4.4 Tableau
Value of
accidents
avoided
Valeur de la
sinistralité
évitée
Method 1 / Méthode 1
Scenario PA
Scénario PA
Node
Zone
Nœud Zone
Nº deaths
Nº morts
Value (Me) Valeur (Mie)
Nº deaths
Nº morts
Scenario PA
Scénario PA
Nº deaths
Value (Me) Nº morts Valeur (Mie)
Scenario PB
Scénario PB
Nº deaths
Nº morts
Value (Me)
Valeur (Mie)
Araba-Gipuzkoa
Internal / Interne
Araba-Bizkaia
Gipuzkoa-Bizkaia
Total Int. 0.112 0.181 0.234 0.527 0.528 0.581 1.099 2.479 0.129 0.129 0.196 0.596 0.607 0.922 1.274 2.803 0.097 0.234 0.201 0.532 0.539 1.306 1.124 2.968 0.111 0.253 0.233 0.597 0.620
1.412
1.302
3.334
Araba-Valladolid
Medium Distance
Gipuzkoa-Valladolid
Moyenne distance
Bizkaia-Valladolid
0.008 0.017 0.019 0.038 0.079 0.089 0.012 0.028 0.031 0.054 0.129 0.146 0.003 0.004 0.006 0.016 0.024 0.032 0.004 0.007 0.009 0.023
0.039
0.053
0.109 0.511 0.178 0.836 0.045 0.251 0.072 0.403
Araba-Madrid
Distantzia luzea
Gipuzkoa-Madrid
Long Distance
Bizkaia-Madrid
Total L.D.
0.221 0.252 0.499 0.972 1.041 1.185 2.247 4.575 0.290 0.436 0.729 1.454 1.362 2.052 3.429 6.843 0.054 0.048 0.108 0.210 0.292 0.260 0.602 1.173 0.071 0.083 0.158 0.312 0.395
0.465
0.881
1.740
1.608 7.565 2.228 10.482 0.787 4.392 0.981 5.477
Total M.D.
Total corridor 1.3. ACCIDENTS
Obviously, the number of accidents will be affected by the number
of journeys that are possible to make in less secure means of transport, especially the journeys diverted from cars and made by HST. The
valuation of accidents avoided, that is to say, of the accidents avoided
by motorists as the result of the opening of the NBCRN, depends on
the quantity of traffic avoided, the accident rate on roads and the statistical value of the victim, be they dead, or having suffered serious or
minor injuries.
238
Method 2 / Méthode 2
Scenario PB
Scénario PB
In order to calculate the accident rate, two methods have been used
that take two different types of data as their starting point: in method
1, a gauge of accidents is based on the number of victims per volume
of travellers per Km on Spain’s roads (see p.ej. Mecsa, 2004), while in
method 2, data concerning the accidents occurring on the main road
routes in the BCAC (Basque government, 2010) are used. Method 1
provides accident rates at a higher level than method two.
The cost of traffic accidents involves many
factors: the loss of life of those that die, the
loss of quality of life for those injured, the pain
and suffering of family and friends, etc. To all
of this it is necessary to add other costs of an
economic nature such as the loss of production of the victims, the material damage, and
the cost of medical services. In any case, it is
worth highlighting that what economists call
“the value of life” is in reality a purely statistical value derived from the disposition to pay
to reduce the risk of accidents. The UNITE
project gave the average statistical cost of a
life in Spain as 1.21 M€ per person in 1998.
For those who suffer serious and minor injuries it is recommended to apply, respectively,
13% and 1% of the value given for a statisti-
1.4. EMISSIONS
The HST is the mode of transport that
produces the least CO2 emissions and is the
most energy efficient (García Álvarez, 2007).
Therefore, the value of the emissions avoided
with the opening of the NBCRN depends on
the traffic avoided, the kilometres travelled,
the difference between the emissions emitted
by each mode of transport and the HST, and
the value of these emissions.
7.
cal life. These values have been updated to
2012 Euros.
Table 4.4 displays the number of deaths
and the total value of the number of victims
(deaths, serious and minor injuries) for each
accident rate calculation method and for
each scenario. It is interesting to see how the
notable decrease in road accidents, both in
the BCAC and, in general, in the country as
a whole, has led to continuously decreasing
victim levels, which simultaneously results in a
reduced rate of avoided accidents. Nonetheless, the value of avoided accidents due to the
opening of the NBCRN fluctuates around 4 M
and 10 M.
Figure 4.3
Value of
emissions
avoided by mode
of transport
0.326
Valeur des
émissions
évitées par mode
de transport
Car / Automobile
Bus / Autobus
Plane / Avion
Train / Train
0.276
0.226
0.176
With regard to the comparison of different
modes of transport in terms of CO2 emissions,
while the HST emits 32.5g/Km.travelled, cars
emit 125, buses and conventional trains emit
34, and planes emit 157 (Basque Government, 2012b; García Álvarez, 2007).
0.126
0.076
0.026
-0.024
Scenario A / Scénario A
Scenario B / Scénario B
239
7.
Table 4.5 Tableau
Value of
emissions
avoided
Valeur des
émissions
évitées
Node
Nœud Zone
Zone
Araba-Gipuzkoa
Araba-Bizkaia
Internal / Interne
Gipuzkoa-Bizkaia
Total Int. Emissions (Tm)
Émissions (Tm)
Emissions (Tm)
Émissions (Tm)
Value (Me)
Valeur (Mie)
2,348 3,419 4,478 10,245 0.018 0.026 0.034 0.078 2,682 3,702 5,190 11,574 0.020
0.028
0.039
0.087
178
331 352 2,295 0.001 0.002 0.003 0.017 248 550 588 3,648 0.002
0.004
0.004
0.027
Araba-Madrid
Long distance
Gipuzkoa-Madrid
Longue distance
Bizkaia-Madrid
Total L.D.
4,612 9,786 19,163 33,560 0.035 0.073 0.144 0.252 5,751 14,058 25,090 44,900 0.043
0.106
0.188
0.337
46,100
0.346 60,122 0.452
Araba-Valladolid
Gipuzkoa-Valladolid
Bizkaia-Valladolid
Medium distance
Moyenne distance
Total M.D.
Total corridor
In order to value these CO2 emissions, the
futures contracts for emissions published by
InterContinental Exchange ECX EUA Futures
(ICE, 2012) were referred to. To be specific,
the contracts for December 2015 valued a
metric tonne of CO2 emissions at 7.51 Euros.
Table 4.5 shows that the volume of emissions that are prevented from being released
into the atmosphere by the opening of the
high speed corridor fluctuates between
240
46,100 and 60,122 t. These avoided emissions are not shared homogeneously among
the three zones, but rather three quarters
of these avoided emissions arise from long
distance journeys. Finally, with regard to the
type of traffic diverted that allows the greatest volume of emissions to be avoided, figure
4.3 shows the clear predominance of cars
followed by planes. To be specific, the traffic
removed from the roads by the HST results in
two thirds of the emissions avoided.
Table 4.6 Tableau
Value of energy
savings
Valeur des
économies
d’énergie
Node
Nœud Zone
Zone
Emissions (Tm)
Émissions (Tm)
Emissions (Tm)
Émissions (Tm)
Value (Me)
Valeur (Mie)
Araba-Gipuzkoa
Araba-Bizkaia
Internal / Interne
Gipuzkoa-Bizkaia
Total Int. 979 1,440 1,890 4,309 0.526 0.773 1.015 2.313 1,115 1,566 2,188 4,860 0.599
0.835
1.175
2.609
Araba-Valladolid
Medium distance
Gipuzkoa-Valladolid
Moyenne distance
Bizkaia-Valladolid
Total M.D.
76
148 164 1,018 0.041 0.080 0.088 0.546 104 238 261 1,576 0.056
0.128
0.140
0.846
Araba-Madrid
Long distance
Gipuzkoa-Madrid
Longue distance
Bizkaia-Madrid
Total L.D.
1,891 3,559 6,735 12,185 1.015 1.911 3.616 6.542 2,380 5,230 9,005 16,615 1.278
2.808
4.834
8.920
17,512 9.401 23,051 12.375
1.5. ENERGY SAVINGS
Analogously, the value of energy savings that are achieved with the
new infrastructure depends on the traffic avoided, the kilometres travelled, the difference in energy consumption of the different means of
transport and the value of energy. According to data from the Basque
government (2012b) y García Álvarez (2007), the energy consumption
of the different modes of transport are the following: the HST consumes 7 goe/Km.travelled, the car, 44, the bus, 9, the train, 10, and the
plane 414. Based on these figures, it is calculated that the opening of
the HST results in an energy saving of 17,512 tonnes of oil equivalent
(toe) under scenario PA, and more than 23,000 toe under scenario PB.
4
7.
Total corridor
In terms of barrels of oil, the opening of the NBCRN means it is
no longer necessary to import between 128,365 and 168,961 barrels
annually. This saving of energy is above all concentrated in the long
distance journeys, which result in 70% of this saving.
The valuation of this saving of energy was carried out using data
published by ICE Brent Crude Futures (ICE, 2012). The contracts for
December 2013 valued a barrel of Brent crude (42 US gallons) at 94.45
dollars which results in a price of 536.85 dollars per toe. Based on the
results obtained (table 4.6) an energy saving of between 9 M€ and 12
M€ is estimated.
goe = grammes of oil equivalent.
241
7.
Figure 4.4
Scenario A Scénario A
Scenario B Scénario B
21.0%
2.594
23.8%
2.240
Value of energy
savings by mode
of transport
Valeur des
économies
d’énergies par mode
de transport
BeneFIts derived from the
transport of goods
2.9%
0.354
3.7%
0.346
0.3%
0.043
0.4%
0.038
72.1%
6.776
Car / Automobile
Bus / Autobus
Train / Train
Plane / Avion
75.8%
9.384
This saving comes primarily from long distance journeys captured
by the HST and from traffic diverted from the roads (72-75%), followed
by traffic diverted from planes (21-33%) (figure 4.4).
2. Benefits derived from the transport of goods
The following sources of statistics were used to establish the situation concerning this traffic in reference to the year 2010:
·Transport of goods by road: Ministry of Public Works. In particular
the Permanent Survey of Transport of Goods by Road.
·Transport of goods by railway: RENFE.
·Sea and air transport: Ministry of Transport of the Basque
Government.
With these sources of data table 4.7 has been produced showing
the situation of transport originating or terminating in the BCAC. This
table gathers the global figures for the BCAC, broken down into three
types of traffic:
242
·Intraregional: traffic which originates and terminates in the BCAC.
·Interregional: movement of goods between the BCAC and the rest
of Spain.
·International: traffic between the BCAC and foreign countries.
The Permanent Survey of Transport of Goods by Road offers the
results in both thousands of tonnes (Kt) and in millions of tonnes-kilometre (Mt-Km); however, with respect to the transport of goods by
railway, the RENFE statistics only present information on MtKm transported at the national level and not by autonomous community, and
there is also no data available in MtKm for the transport of goods by
air or sea.
transport of goods
Table 4.7 Tableau
Transport of
goods in the
BCAC, 2010
In Kt: / En Kt:
7.
Transport de
marchandises en
Euskadi, 2010
Road Route Conventional Railway
Chem. fer conventionnel
Intrarregional BCAC
57,301.83 Intrarégional Euskadi
250.15
Interregional
48,032.61 Interrégional
1,919.09
International
4,908.17 International
989.37 Plane Avion Plane
Bateau
7.67
22.86 18,131.46
110,242.61 3,158.61 30.53 18,131.46
Totals / Totaux
Kt: thousand tonnes / milliers de tonnes
In Mt·Km: / En Mt·Km:
Road Route Conventional Railway
Plane Avion Intrarregional BCAC
1,620.06 Intrarégional Euskadi
*93.42
Interregional
15,037.35 Interregional
*831.20 *3.32
International
3,685.80 International
*354.06 *8.18 Plane
Bateau
*6,488.65
20,343.21 *1,278.69 *11.50 *6,488.65
Totals / Totaux
Mt·Km: million tonnes multiplied by kilometres / millions de tonnes multipliées par kilomètres
*in-house compilation / élaboration propre
As a result, the figures gathered in the second part of table 4.7 for
the conventional train, the plane, and sea transport refer to estimates
produced by the authors.
243
7.
2.1. GOODS TRAFFIC DIVERTED AND INDUCED
In what follows we will assume that the total traffic of goods originating or terminating in the BCAC remains at the same levels as in
2010. The results are presented in two different scenarios that assume
a lower and upper limit to the specific demand for traffic of goods by
railway (high speed and conventional):
·MA: a moderate demand, involving an employment of 50% of the
capacity offered.
·MB: an elevated demand, with an employment of 100% of its
capacity.
In order to calculate the traffic diverted, we took as a reference the
intermediate scenario presented in the report by the Basque Government (2008) in which the supply of goods transport on the HST is 40
slots per day (240 per week). We also used the result of the aforementioned report in which it is estimated that the HST will free up a total of
239 slots per week for the transport of goods on the conventional railway network. The said report further considers that in 2006 a total of
5 million tonnes was transported by railway, for which 346 slots were
used per week, which is to say, a total of 17,992 slots per year, from
which an average load of goods per train of 277.9 t can be deduced.
Considering, therefore, a maximum increase in the supply of goods
transport by conventional railway of 239 slots per week (12,428 slots
per year), this allows us to estimate an increase of 3453.72 Kt, reaching a maximum transport capacity of 8,453.72 Kt by conventional
train. In order to break down the data into intraregional, interregional
244
transport of goods
and international traffic we assume the same percentages as in 2010.
This produces figures of 669.5 Kt in intraregional traffic, 5,136.26 Kt in
interregional traffic, and 2647.95 Kt in international traffic.
As far as the transport of goods carried out on the HST itself is
concerned, with a maximum offer of 240 slots per week (12,480 slots
per year), a maximum capacity of 3,468.19 Kt transported per year is
obtained. If we assume that half of these slots correspond to trains
that would make the journey from the border with France to VitoriaGasteiz (and vice-versa) this entails a supply of international traffic of
goods on the HST of 1,734.10 Kt. The assignment of the rest of its
capacity between intraregional transport and interregional transport
has been done in proportion with what occurred in the case of transport by conventional railway in 2010, reaching in this way the figures
shown in the third column of table 4.8. Once the quantities satisfied by the HST and conventional railway have been calculated, we
assume that the division between road, plane and ship is done using
the same proportions as 2010. In this way we get a complete picture
of the two scenarios proposed (top part of table 4.8).
The lower parts of table 4.8 and figure 4.5 show the distribution
of transport of goods for the reference period and for the scenarios
MA and MB produced using the previous procedure, and based on the
data measured in millions of tonnes-kilometre (MtKm).
transport of goods
Table 4.8 Tableau
Transport of
goods in BCAC,
forecasts 2020
Transport de
marchandises en
Euskadi, prévisions
2020
Conventional
Scenario MA (Kt)
Road Railway Scénario MA (Kt)
Route Chem. fer
conventionnel
HST
TGV
Plane Avion Ship
Bateau
Intrarregional BCAC
57,085 Intrarégional Euskadi
Interregional
46,654 Interrégional
International
4,652 International
2,568
729 7.45
1,323 867 21.67 17,186
108,392 4,226 1,734 29.12 17,186
Plane Avion Ship
Bateau
Totals / Totaux
7.
334 Conventional
Scenario MB (Kt)
Road Railway Scénario MB (Kt)
Route Chem. fer
conventionnel
Intrarregional BCAC
56,613 Intrarégional Euskadi Interregional 43,356 Interrégional
International
4,186 International
669 137
HST
TGV
274
5,136 1,459 6.92
2,647 1,734 19.50
15,464
Totals / Totaux
104,156 8,453 3,468 26.42 15,464
Conventional
Scenario MA (Mt·Km)
Road Railway Scénario MA (Mt·Km)
Route Chem. fer
conventionnel
Intrarregional BCAC
1,522 Intrarégional Euskadi Interregional 14,291 Interrégional
International
3,506 International
135 HST
TGV
Plane Avion Ship
Bateau
55
1,209 368 3.16
515 334 7.78
6,172
Totals / Totaux
19,320 1,859 758 10.94 6,172
Conventional
Scenario MB (Mt·Km)
Road Railway Scénario MB (Mt·Km)
Route Chem. fer
conventionnel
Intrarregional BCAC
1,330 Intrarégional Euskadi Interregional 12,714
Interrégional
International
3,198 International
HST
TGV
Plane Avion 271
110
2,418 736
2.81
1,030 669 7.10
Ship
Bateau
5,631
Totals / Totaux
17,244 3,719 1,516 9.91 5,631
245
7.
2.2. EMISSIONS
According to the United Nations Convention on Climate Change, the figures for the
average CO2 emissions from the transport of
goods are the following: 91 gr/Kmt for road
transport, 19 gr/Kmt for conventional railway
and HST, 540 gr/Kmt for plane and 20 Kmt
for ship. Based on this data, and taking into
account the forecasts for the traffic of goods
previously calculated it is possible to calculate the quantities of CO2 emissions in the reference scenario of the year 2010, and in the
two already mentioned scenarios envisaged
MA and MB. Intercontinental Exchange (ICE,
2012) currently holds a value for emissions of
7.51 € per tonne of CO2 in the most advanced
futures market (for 2015).
Figure 4.5
HST / TGV
Conventional Railway
Ship / Bateau
Plane / Avion
Car / Automobile
transport of goods
Distribution by
mode of traffic of
goods
Distribution par
modes du trafic de
marchandises
(Percentages based on the
data in Mt·Km)
(Pourcentages basés sur les
données en Mt·Km)
MB
61%
MA
69%
2010
72%
20%
13% 5%
22%
23%
7% 3%
5%
0%20%40%60%80%100%
Figure 4.6
Émissions de CO2
par modes de
transport
CO2 emissions by
mode of transport
(Kt: thousand tonnes)
(Kt: milliers de tonnes)
2.000
1.500
1.000
HST / TGV
Ship / Bateau
Plane / Avion
Car / Automobile
246
500
0
2010
MA
MB
transport of goods
Table 4.9 Tableau
CO2 emissions
from the transport
of goods in the
BCAC
7.
Émissions de CO2
dans le transport
de marchandises
en Euskadi
Road
Conv. Rail. HST
Plane
Ship
Totals
Saving Valuation Me
Route Chem. fer conv..
TGV
Avion
Bateau Totaux
Économie Estimation Mie
2010
1,851.23 24.30 6.21 129.77 2,011.51
MA
1,758.14 35.34 14.40 5.91 123.46 1,937.25 74.26 0.558
MB 1,569.27 70.68 28.80 5.35 112.63 1,786.73 224.78 1.688
(Kt: thousand tonnes / milliers de tonnes)
Table 4.9 and figure 4.6 present the total CO2 emissions in the
period of reference and in the two scenarios envisaged, broken down
by transport mode, the savings in emissions obtained due to the opening of the HST, and its monetary value. As can be appreciated, in scenario MA a saving of 3.69% in the quantity of CO2 emitted is achieved,
and in scenario MB a saving of 11.17%, protecting the atmosphere
from 74.26 Kt and 224.78 Kt of CO2 respectively.
247
7.
Consumption
of energy in the
transport of goods in
the BCAC
Table 4.10 Tableau
2010
Road
Route
957,351.27 BeneFIts derived from the
transport of goods
Consommation d’énergie
dans le transport de
marchandises en
Euskadi
Conv. Rail. HST
Plane
Ship
Totals
Saving
Valuation Me
Chem. fer conv.
TGV
Avion
Bateau Totaux
Économie Estimation Mie
8,695.09 8,676.44 41,858.28 1,016,581.08
MA
909,211.70 12,647.73
5,154.41
8,251.88 39,821.27 975,086.98 41,494.10
22.276
MB 811,536.61 25,295.45 10,308.81 7,474.28 36,328.79 890,943.94 125,637.13
67.448
(tep: tonnes of oil equivalent / tonnes équivalentes de pétrole)
2.3. ENERGY SAVINGS
Thus, there is a certain homogeneity among the figures published
for the CO2 emissions of the different modes of transport of goods;
however the same does not occur with regard to the energy consumption of the different modes. Although there is very little variance in the
energy consumption of trains and ships, according to the sources consulted enormous differences occur in the figures corresponding to the
consumption of energy of lorries5 , as they vary greatly depending on
the unladen weight, the load, and the topography of the terrain (see
p.ej. Basque Government, 2012b or US Transportation Energy Book,
among others).
In the current study the valuations presented in the report by Monzón
et al. (2009) have been used, which give 47.06 goe/ Kmt for road transport, 6.8 goe/Kmt for conventional railway and HST, 754.28 goe/Kmt
for plane, and 6.45 goe/Kmt for ship. Taking into account in addition
the values which ICE currently holds for the price of energy and for the
dollar/ euro exchange rate (value of futures dated September 2013) the
value of energy of 0.000536847 e/goe is obtained.
Table 4.10 and figure 4.7 present the energy consumed by the
means dedicated to the transport of goods in the BCAC in the year
2010 and in the two scenarios envisaged, broken down into mode of
transport, energy savings obtained due to the opening of the HST, and
its monetary valuation at 2012 prices. As can be appreciated, in scenario MA, a saving of 4.08% is produced in energy consumed in the
transport of goods, and in MB a saving of 12.36%, so entailing a monetary saving of 22.3 M€ and 67.4 M€ respectively.
Figure 4.7
Consumption
of energy in the
transport of
goods
Consommation
d’énergie dans
le transport de
marchandises
(Ktoe: thousand tonnes
of oil equivalent)
(Ktep : milliers de
tonnes équivalentes de
pétrole)
1,200
1,000
800
600
HST / TGV
Ship / Bateau
Plane / Avion
Car / Automobile
400
200
5
248
Also of planes, although here this i s of little importance given the sc arce volume of aerial transport in the BCAC.
0
2010
MA
MB
Conclusions
7.
7.5.
Conclusions
Table 4.11 presents a summary of the total economic impact on
the Basque economy involved in the construction and operation of the
high speed train. It is worth highlighting the following results:
Economic impact
totals
Table 4.11 Tableau
·During the years foreseen for the construction of the HST 104,482
positions are created, which amounts to 10,482 full time jobs
based on a10 year duration.
.The opening and operation of the service implies the creation of
1,922 jobs of a long term character.
Impacts
économiques totaux
Construction
Construction
Martxan jartzea eta ustiapena
Mise en marche et exploitation
Production 15,054 ME 213 ME
Production
Disposable household income
Revenu dees ménages disponible
2,718 ME
42 ME
GVA
VAB
5,907 ME
99 ME
Employment (job-years)
Emploi (postes-an)
104,4821,922
249
7.
Conclusions
The opening of an infrastructure with these characteristics generates a series of social and environmental benefits whose valuations,
between the two minimum and maximum scenarios considered, are
collected in table 4.12.
Table 4.12 Tableau
External
benefits
Time savings
Gain de temps
Accidents avoided
Sinistralité évitée
CO2 emissions avoided
Émissions de CO2 évitées
Energy savings
Économies d’énergie
Bénéfices
externes
Volume
Volume
9 - 13 deaths and serious injuries
9 - 13 morts et blessés graves
46.10 - 60.12 Kt
Value (ME/year)
Valeur (MiE/an) -
-
7.57 - 10.48
-
-
0.35 - 0.45
74.26 - 224.78 Kt
0.56 - 1.69
128,365 - 168,961
304,151 - 920,919
9.40 - 12.38
Barrels / barils
Barrels / barils Cars/day
Voitures/jours
2,725 - 3,300
These benefits involve an economic profitability that translates into
an internal rate of return (IRR) on the investment of up to 2.09%. However, once the increments in GVA induced by auxiliary services and
250
Volume
Volume
4.64 - 5.49
68.28 - 81.04
Mi orduak / Mi heures
Daily reduction in number of
vehicles
Réduction dans le nombre de
véhicules quotidiens
Value (ME/year)
Valeur (MiE/an)
85.59 - 104.35
22.28 - 67.45
22.83 - 69.14
Lorries/day
Camions/jour
Border / Frontière: 376-1,056
Total: 672-2,051
tourism are included as benefits, the IRR could reach up to 3.25%
depending on the scenario.
Bibliography
7.
Bibliography
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alta velocidad Madrid-País Vasco. inf. tec., Adif.
Bilbao Turismo, 2011. Actividad turística en Bilbao en 2011.
inf. tec., Ayuntamiento de Bilbao.
Campos, J., Rus, G., Barrón, I., 2007. A review of HSR
experiences around the world. In: de Rus, G. (Ed.),
Economic Analysis of High Speed Rail in Europe. Fundación
BBVA, pp. 19–32.
ICE, 2012. InterContinental Exchange, Inc. www.theice.com.
Mecsa, 2004. Actualización del conocimiento de los
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Ferroviaria del País Vaco. inf. tec., Gobierno Vasco
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Politécnica de Madrid.
de Rus Mendoza, G., Betancor Cruz, O., Campos Méndez,
J., 2006. Manual de evaluación económica de proyectos de
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of accounts and marginal costs for Transport Efficiency). inf.
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Fernández, J., Galarraga, X., González, P., Bhogal, P., 1999.
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de ancho internacional en el transporte de mercancías
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251
Partner Companies
ACCIONA INFRAESTRUCTURAS, S.A.
ALTUNA Y URIA, S.A.
AZVI, S.A.
C.C. LEZA,S.A.
CAMPEZO CONSTRUCCIÓ, S.A.U.
COMSA, S.A.
CONSTRUCCIONES A. SOBRINO, S.A.
CONSTRUCCIONES AMENABAR, S.A.
CONSTRUCCIONES GALDIANO, S.A.
CONSTRUCCIONES MOYUA, S.L.
CONSTRUCCIONES MURIAS, S.A.
CONSTRUCCIONES Y PROMOCIONES BALZOLA, S.A.
CORSÁN-CORVIAM CONSTRUCCIÓN, S.A.
CYCASA CANTERAS Y CONSTRUCCIONES, S.A.
DC CONSTRUCCIÓN, S.A.
DRAGADOS, S.A.
EXCAVACIONES VDA DE SAINZ, S.A.
FCC CONSTRUCCIÓN, S.A.
FEBIDE, S.A.U.
FERROVIAL AGROMAN, S.A.
GEOTÚNEL, S.L.
ISOLUX CORSÁN-CORVIAM
IZA OBRAS Y PROMOCIONES, S.A.
LURGOIEN, S.A.
OBEGISA
OBRAS SUBTERRÁNEAS, S.A.
ORTIZ CONSTRUCCIONES Y PROYECTOS, S.A.
UTE SACYR, S.A.U.

6. - Euskal Trenbide Sarea

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