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Oteo J.,EIS GUIA S.L. | Gonzalez V.,ADIF | Fort C.,INECO S.A.
Procedia Engineering | Year: 2016

For the extension of the lines of the Spanish high speed railway system, a new junction has recently been created to the south of Madrid (Spain). The objective of these works was to connect the lines Madrid-Valencia and Madrid-Seville in order to be able to go directly from Seville to Valencia. The work has been undertaken in the zone of Torrejón de Velasco (Madrid province). The ground of this zone is formed by: a) Anthropic fills. b) Very soft quaternary sediments, mainly clayey soils. c) Hard clay (near substratum). The height of the necessary embankments is variable (to from 2 m to 15 m). For this reason (and proximity to the high speed railway in operation) it has been necessary to design a major ground improvement under the embankments. This paper describes: a) The geotechnical properties of the soft soil (by means of field embankment tests and other field tests). b) The design of the ground improvement. c) The instrument field data obtained during the treatment. © 2016 The Authors. Published by Elsevier B.V.


Salorio D.,ADIF | Villanueva J.P.,ADIF | Castanedo F.J.,EPSA | Jorda L.,Counsellor ADIF | Oteo C.,Counsellor ADIF
Rock Engineering and Rock Mechanics: Structures in and on Rock Masses - Proceedings of EUROCK 2014, ISRM European Regional Symposium | Year: 2014

In this paper, a rigorous analysis by a 2D finite element code of the influence of rock mass fracturing and the influence of the water seepage in the design of a tunnel support, excavated by N.A.T.M. are introduced. Also, the existence of longitudinal joints in the rock mass is their influence in the variation of the safety factor of the primary support is taken into account. The rock mass formation is constituted by schists and shales. The field case of reference is the Prado Tunnel in the High Speed Line between Lubián and Ourense (North of the Spain). The rock characterization has been done by the Bieniawski's rock index RMR and Barton's index Q. Also the definition of the Hoek and Marinos GSI index is employed. The range of corrections of the RMR and Q index, originated by the influence of the analyzed factors, is determinated by the numerical simulation. © 2014 Taylor & Francis Group, London.


Tunnels design requires the determination of two basic data, the stress-strain over the support-lining, analysed over time with different calculation methodologies (empirical, analytical, and numerical methods). Based on the current state-of-the-art, theoretical knowledge has been applied to the information gathered and analysed from the construction process of a tunnel excavated with an EPB TBM, specifically the Quejigares tunnel. To achieve these goals, a 2D numerical model has been developed, applying the "contraction model" method, in order to compare the stress and strain results with the results measured at the worksite. With the help of certain theoretical adjustments, a set of conclusions were ultimately drawn in regard to the advantages and disadvantages of the different geotechnical tunnel-design analysis tools used, focusing on the constitutive models of the materials, as well as the importance of a suitable geological-geotechnical model.


News Article | December 13, 2016
Site: news.europawire.eu

• Mercadona obtuvo mediante subasta el arrendamiento del terreno, con un plazo de 40 años, el derecho a construir y explotar un edificio de uso terciario, así como la obligación de reurbanizar la plaza pública en la que se sitúa la parcela • Adif, empresa propietaria de los terrenos y de los edificios que conforman el complejo inmobiliario de Plaza de Armas, ha asumido indirectamente la inversión de la renovación del espacio libre de la plaza, cuyo importe asciende a un millón de euros SEVILLE, 13-Dec-2016 — /EuropaWire/ — Adif ha procedido a recepcionar las obras del nuevo edificio comercial de Mercadona y de la plaza anexa, conocida como Plaza de Armas, ambos de su titularidad, una vez concluidos los trabajos. La recepción por parte de Adif de ambas obras es el paso previo administrativo que hace posible la apertura del nuevo espacio comercial y de la plaza. Con este acto se cierra una operación iniciada en 2013, cuando la empresa Mercadona resultó adjudicataria en el concurso, convocado por Adif, para la cesión temporal en régimen de arrendamiento de una parcela de planta circular de 1.200 m2 situada en el conjunto inmobiliario de Sevilla-Plaza de Armas. Adif y Mercadona pactaron el arrendamiento, por un plazo de 40 años, que comprende el derecho a construir y explotar un edificio de uso terciario de 2.520 m2 sobre rasante, con obligación de reurbanizar la plaza pública en la que se sitúa la parcela. Con respecto a esta plaza, los trabajos desarrollados la dotan de zonas lúdicas y un espacio diáfano para acoger la celebración de todo tipo de eventos. Su nuevo diseño contempla, asimismo, un mayor protagonismo de los espacios verdes y un nuevo modelo de alumbrado más acorde con los usos propuestos. Además de la edificabilidad de la parcela que fue objeto de la subasta, el conjunto inmobiliario de Plaza de Armas cuenta, de acuerdo con el PGOU vigente desde 2006, con unos 1.100 m2 más de edificabilidad no materializada. En este sentido, y ante la posibilidad de que mediante la correspondiente adaptación de planeamiento pudiera llevarse a cabo este aumento sobre la parcela terciaria, se ha previsto en la subasta que el edificio a construir deberá estar calculado para soportar cinco plantas. Reurbanización de la Plaza de Armas La nueva plaza en superficie anexa al supermercado cuenta con 8.237 m2. La reordenación y reurbanización de este espacio quedaba recogida en el pliego del concurso público convocado por Adif, con cargo al adjudicatario de la parcela terciaria, en este caso Mercadona. La Plaza de Armas, de titularidad de Adif pero integrada como espacio público, tras los acuerdos firmados con el Ayuntamiento de Sevilla en 2007, tiene acceso por tres calles que la rodean: Torneo, Marqués de Paradas y San Laureano. Adif, empresa propietaria de los terrenos y de los edificios que conforman el complejo inmobiliario de Plaza de Armas, ha asumido indirectamente la inversión de la renovación del espacio libre de la plaza, cuyo importe asciende a un millón de euros. Esta operación se ha efectuado a través de la renta por el arrendamiento de la parcela circular que ahora ocupa el nuevo supermercado, que se fijó contemplando la obligación de reurbanizar esta plaza por parte del adjudicatario del concurso público, motivo por el cual Mercadona ha sido la encargada de ejecutar estas obras. Los trabajos de reurbanización han consistido en las siguientes actuaciones: Incremento de la zona verde, ocupando unos 1.000 m2 con arbolado (reposición y ampliación del número de naranjos), grandes jardineras y enredaderas sobre pérgolas, y dotación de sistemas de riego para su mantenimiento. Asimismo, los techos de las salidas del aparcamiento subterráneo se cubrirán y rodearán de vegetación. Instalación de nuevo pavimento de adoquines, con una textura más suave que sustituye al anterior. Impermeabilización de la plaza para evitar filtraciones a la zona de aparcamiento subterráneo existente. Mejora de la protección solar con la instalación de zonas de sombra mediante pérgolas con lonas. Creación de un área de exposiciones y actividades lúdico-culturales próxima a la calle Torneo. Estas actuaciones permiten revitalizar este espacio y potenciar su uso para eventos de todo tipo. El mantenimiento de todas estas nuevas instalaciones de uso público se realizará mediante el establecimiento de una comunidad de propietarios y arrendatarios formada por Adif y las empresas instaladas en esta zona. El conjunto inmobiliario Sevilla-Plaza de Armas, titularidad de Adif, está conformado por un centro comercial (antigua estación ferroviaria), un hotel (NH), un aparcamiento subterráneo (gestionado y explotado por SABA), el edificio destinado a Mercadona y los espacios libres conocidos como Plaza de la Legión y Plaza de Armas. SOURCE: ADIF


Sanchez-Sutil F.,University of Jaén | Hernandez J.C.,University of Jaén | Tobajas C.,ADIF
Electric Power Systems Research | Year: 2015

Distribution network operators (DNOs) and railway traction system operators (RTSOs) who will connect bidirectional electric vehicle charging stations (EVCSs) (treated as both load and source) to their power networks need a unified set of requirements for safe operation. However, such requirements are currently unavailable. Accordingly, the authors in cooperation with the Spanish national RTSO and the most important Spanish DNO have elaborated a unified regulatory framework of requirements for the interconnection protection systems and the earthing arrangement of a DC node used as a reference to feed bidirectional EVCSs, now under construction. This node connects a 0.4-kV AC secondary distribution network (SDN), a 25-kV AC railway traction system (RTS), a 3-kV DC RTS, a local distributed resource (DR) system, and two bidirectional EVCSs. The DR system includes both a photovoltaic PV system as well as backup storage systems (battery and supercapacitor). Thus, the DC node has all the potential interconnections to serve as a reference for requirements regarding the interconnection of bidirectional EVCSs. This unified regulatory framework is the result of a critical review which enabled us to modify, harmonise, and adapt requirements in a wide range of grid-interconnection standards and codes as well as company operation practices to the specific behaviour of bidirectional EVCSs. This is particularly important for RTSs where the interconnection of this reference DC node significantly changes the protection practices of RTSOs and the RTS earthing arrangement. This unified framework is proposed as a technical specification for the companies involved in the implementation of this type of DC node to feed bidirectional EVCSs. © 2015 Elsevier B.V. All rights reserved.


The first main roilwoy station at Madrid was built more than 150 years ago. There are many topics to be considered on railway stations, first the functionoilty of the Infrastructure, second the architecture of the main buildings, mainly the iron and steel structure, then how does it fit with the city and the development of urban planificotion, so Important in those yeors. There are many other aspects to be considered: legal, economic, sociologic and so on, but the article is not focused on them. Finally the last upgrading of the main stations: Atocho and Chamartin, as well as the planning for the future ore related.


Martinez Ortiz A.C.,ADIF
Advances in Intelligent Systems and Computing | Year: 2016

The current hegemony of the mechanistic thinking, deeply rooted in the machine image, and the analysis procedure that involves breaking down complex things into simple ones in order to find their existing meaning, together with a great coincidence, have all led to talk about the human being exclusively, as a mere component or casual factor in risk situations. We make the human being responsible for a load that business managers and politicians would share equally. This is all due to an inadequate global security response. The individual is intentionally separated from the environment. Why? In order to make him causal factor and main subject in risk situations, especially in those with political implications. Our work involves understanding human participation in unwanted events from the ethic idea of responsibility and reliability in all organizations, instead of from the individual error thinking. © Springer International Publishing Switzerland 2016.


Tebar J.,ADIF | Alonso N.,INECO
Underground - The Way to the Future: Proceedings of the World Tunnel Congress, WTC 2013 | Year: 2013

The article describes the works carried out with a mixed EPB, in the execution of the Tunnels of Quejigares of the High Speed Line Antequera - Granada, in Spain. The Project, initially designed to execute it by conventional methods and double track, was decided to realize it with a single shield EPB transformed into a mixed EPB, being able to excavate in soils and rock. The predominant grounds in the alignment are clays and sand, with sections of limestone rock and sections of argillaceous matrix with limestone rock and conglomerates interleaves. In the article, it will be describe the most excellent and interesting aspects of the tunnels mentioned, as much in the conception and writing of the Project, modifications and repairs of the tunnel boring machine and the behavior during the execution of the tunnels. The ways of work of the TBM in the different types of ground will be described: rock, soil and mixed ground. The incidences of geologic-geotechnical and hydrogeological type will be analyzed, that in some cases are conditional not only the design, but also the execution of works. © 2013 Taylor & Francis Group.


Nguyen K.,Technical University of Madrid | Nguyen K.,CSIC - Eduardo Torroja Institute for Construction Science | Villalmanzo D.I.,ADIF | Goicolea J.M.,Technical University of Madrid | Gabaldon F.,Technical University of Madrid
Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit | Year: 2016

A computational procedure is developed in the present paper, allowing the prediction of the ballasted track profile degradation under railway traffic loading. In this procedure, an integration of the short-term and long-term mechanical processes of track deterioration is taken into account, using a track degradation model. This degradation model is incorporated into a finite element code where two modes of calculation are implemented: the "implicit mode" concerns the short-term track deterioration, in which the hypoplastic model is used for the ballast layer and the dynamic response to an instantaneous train axle passage is obtained to serve as input data for the "explicit mode", which concerns the simulation of long-term track deterioration, using the accumulation model for ballast layer. The whole procedure is illustrated on the prediction of the ballasted track profile degradation of a track section of 100 m. The results show a significant influence of the type of track geometry defects and the vehicle velocity on the evolution of track deterioration and the capability of the proposed procedure in reproducing the track profile degradation. © Institution of Mechanical Engineers.


Vega T.V.,ADIF | Ortiz J.M.G.,Balfour Beatty Rail Iberica
eb - Elektrische Bahnen | Year: 2012

In April 1992, i.e. 20 years ago, fast train services started in Spain when high-speed trains were put into operation on the almost 500 km long Madrid-Córdoba-Sevilla railway line. Both the 1,435 mm UIC standard gauge and the 1 AC 25 kV 50 Hz overhead line voltage level meant a big step in the development. Today the Spanish high-speed network covers some 2,200 km of railway line, and more lines are planned or already under construction.

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