Since time immemorial, building new structures has always been more glamorous than maintaining and improving existing ones. Although today’s construction materials are diverse, high quality and more sophisticated than those of times past, they also require more maintenance than –for example– the iconic stone structures built by the Romans. 

In order to define a suitable maintenance programme that will maximise a structure’s service life, which begins as soon as the construction work has come to an end, it is necessary to carry out a study. First, it is vital that you obtain data on the real condition of the structure. To do this, you need to go out into the field, visit the structure in question and perform an inspection. In Spain, there are specific guides and instructions that define the different types of inspection. Is the case, for example, the Instruction for the Technical Inspection of Railway Bridges (ITPF-05), which defines three types of inspection: basic, main and special. There are similar documents for other types of structures. 

3D model of the Martín Gil viaduct, created using photogrammetry. / INFOGRAPHIC_INECO

These inspections are visual and the information obtained regarding the functional condition and durability of the structure depends, in large part, on the skills and capacities of the inspector. In the university environment, the focus on new construction has resulted in a lack of learning and knowledge with regard to how existing structures behave over time. This, combined with other factors, makes the assessment process more complex. 

When it was built, the Mattín Gil Viaduct on the Zamora-A Coruña line boasted the world’s longest concrete arch, measuring 192.4 metres across the central span

Examples of these other factors include the extremely wide range of structural types and materials (concrete, steel, hybrid, stone, composite, etc.) and the many different pathologies generated by mechanical, chemical or physical causes. In addition to these factors, there is also the fact that the majority of structures are not designed to be inspected; many of their elements are hidden or difficult to access. Another of the inspector’s enemies is adverse weather conditions, which can make outdoor work very complicated.

Ineco started to carry out inspections of railway bridges in the 1990s. It has been a member of the Association for the Repair, Reinforcement and Protection of Concrete (ARPHO) since 2010 (when the Association was created); and a member of the European Association for Construction Repair, Reinforcement and Protection (ACRP) since 2020. 

Ground plan and elevation of the reinforcement works for the viaduct over the River Miño in Ourense (AVE Madrid-Galicia). / PLAN_INECO

Today, Ineco’s structural inspection specialists not only provide services to external clients, but also work on a cross-departmental basis within the company, helping all of the different units
–including those specialising in airports, railways and roads– to perform analyses on all types of structure: from bridges and stations to airport terminals and port facilities. The work is usually carried out in two stages: a field inspection, which often includes a series of tests; and an office-based stage, in which the inspection report and plans for structural retrofitting and strengthening are prepared. 

Drafting the design project and carrying out the construction work only marks the start of a structure’s service life, although it is a very important stage that creates the base for long-term functionality and durability. However, no structure can exist forever. With a well-defined plan, proper execution with suitable materials and strict supervision during construction, plus preventive and corrective maintenance throughout the structure’s service life, it is possible to reach an age of more than 100 years. However, whether modern buildings can match the longevity of Roman structures remains to be seen!

This plan includes various works on roads throughout the country, through public-private partnership models, alongside the Transport Infrastructure Programme (PIT) that Ineco has also been in charge of since 2016 and which has recently been extended until 2023. Both programmes have been financed with loans from the IDB (Inter-American Development Bank), with an investment of USD 450 million and USD 125 million respectively, as well as a contribution of USD 53 million from the MOPT. The shared objective is to increase the country’s competitiveness by improving its road and port infrastructure, to reduce costs and travel times for people and goods, and to increase road safety.

For more than 15 years, Costa Rica has undertaken several programmes to improve its transport routes, a notable investment drive in infrastructures with which Ineco began to collaborate in 2004, participating in works such as the National Transport Plan, the modernisation of the airport network –with various improvements having also been carried out since then– and the research project for the implementation of a railway transport system in the metropolitan area of the capital, San José, which is now a reality. 

The Costa Rican government is making a major effort to improve the country’s infrastructure

The country’s geographical location means that the 660 kilometres long Inter-American Highway has become the backbone of the country’s road network. The Inter-American Highway is a huge 48,000 kilometres long route that runs the length of the continent from Alaska to Ushuaia in Argentina. The Costa Rican section of this road is of great importance for the internal mobility of people and goods. It enters the country through the northern town of Peñas Blancas and crosses the central part of the country through San José, a stretch known as Route 1, and from here it runs to the Panamanian border town of Paso Canoas, Route 2. The enlargement and improvements on both sections are therefore a matter of national interest.

The San Carlos Route, a key connection

Among the key works of the PIV-APP are those related to the San Carlos Route: they consist of the technical, economic, financial and environmental feasibility study, as well as the pre-design of National Route 35, the road to San Carlos along the Bernardo Soto-Florencia section. 

The new road linking National Route 1 (Bernardo Soto road) with the city of San Carlos (Ciudad Quesada and Florencia), is made up of four sections. The first is the intersection with National Route 1, the Bernardo Soto-Sifón (South end) road; the second, the Sifón-Abundancia section, (currently under construction with four lanes in the middle section); the third, Abundancia-Ciudad Quesada; and the fourth, Abundancia-Florencia. These last two sections have been constructed under the so-called ‘D+C’ (design plus construction) model, works financed through the IDB (PIV-I), which have already been completed and are in operation.

The PIT and the PIV-APP, in which Ineco is collaborating, are part of Costa Rica’s National Transport Plan 2011-2035

This road, in its entire length (taking into account the 4 sections), is designated as a priority corridor by both the Government of the Republic and other sectors, such as the so-called ‘Consensus Group for the Rescue of the National Road Network’. Its strategic importance lies in the fact that it connects the Central Plateau with a very important agricultural and productive area for the country, as well as being part of the International Network of Mesoamerican Highways (RICAM).

Route 17: The Angostura.

The implementation of the PIV-APP also seeks to contribute to the country’s competitiveness through the improvement and environmentally sustainable expansion of the High Capacity Road Network (RVAC) in the Greater Metropolitan Area (GAM), which includes the conurbations of San José, Alajuela, Cartago and Heredia, in addition to supporting the development of road infrastructure projects through Public-Private Partnership (APP) models. The high rate of population growth and the deficit in infrastructure development contribute to road congestion, which particularly affects the Greater Metropolitan Area, where 70% of the population uses public transport. The programme aims to counteract environmental impacts, improve competitiveness and enhance the quality of life in this densely populated area of the Costa Rican capital.

Members of the Ineco team at the offices in San José, where the consultancy for the planning, coordination and administrative, technical, legal and environmental management of the Transport Infrastructure Programme (PIT), launched by the Costa Rican government, is being undertaken.

The new tunnel will be the first infrastructure to be built across the Thames since 1991, increasing public transport provision sixfold upon its commissioning. The project, which is being undertaken by London’s public transport authority Transport for London (TfL), is the largest road investment in this area of the city in the last 30 years. It includes the design and construction of 1.4 kilometres twin bored tunnels under the River Thames, which, together with the cut-and-cover tunnels at both ends, add up to a total tunnel length of 2 kilometres. The design also includes the necessary road works and junctions for tunnel access. With a budget of more than one billion pounds, the project has been awarded to the RiverLinx consortium, which is responsible for its design, execution, financing, operation and maintenance. RiverLinx is made up of Spanish operator Cintra, construction companies Ferrovial-Agroman and BAM Nuttal, engineering firms SK E&C, designers Ayesa, Arup, Cowi and financiers Aberdeen Standard Investment and Macquarie Capital. 

General layout of the route of the tunnel under the River Thames.

In turn, RiverLinx has contracted Ineco/RPS joint venture as an Independent Certifier throughout the design and construction process. As such, Ineco is participating in the construction of the tunnel, bringing its extensive experience in the supervision of particularly complex tunnels. The contract is being executed through a joint venture with the company RPS, in which Ineco has a 57% shareholding. Both companies will provide support as an Independent Certifier until the commissioning of the new tunnel. The design phase started in 2020, with work scheduled for completion in 2025. 

 Less traffic jams, better connections

Currently, the only means of crossing the Thames in this area of the city is the Blackwall Tunnel, which has been in service for over 120 years, with very high levels of congestion (over 48,000 vehicles per day in each direction) and gauge limitations. It is estimated that more than one million hours of congestion are generated each year due to tunnel capacity constraints, with an economic impact of 10 million pounds each year. 

Ineco is contributing its experience in the supervision of particularly complex tunnels

The new tunnel will be the first road crossing under the River Thames since the Queen Elizabeth II Bridge opened on the outskirts of London more than 30 years ago. It is estimated that the tunnel’s area of influence will see an increase in population of 650,000 people and the creation of 286,000 new jobs by 2036. Once operational, it will enable a six-fold increase in public transport capacity in this area of London. Today, due to the limitations of the tunnels, there is only one bus service that allows crossing between the two eastern neighbourhoods of the city. The new tunnel will have one bus lane in each direction, allowing an increase to 37 bus services per hour. All services will also be operated with zero-emission vehicles. 

TfL estimates that improving congestion in and around Blackwall will significantly reduce journey times. Studies predict that, without the Silvertown Tunnel, both traffic and emissions from congestion in the Blackwall Tunnel would increase in the coming years, such that morning rush hour delays in east and south-east London could increase by more than 20% on average. The new infrastructure will help to improve air quality in this area of the city by reducing congestion and increasing the flow of public transport, as well as making connections north and south of the river more resilient.

Description of the works

In addition to the tunnels, the works include the design of the accesses and the roads connecting them to the existing network, which are largely developed using open cut and cut-and-cover techniques by means of  slurry walls, sheet piling, micropiles and in-situ walls.

The tunnel is made up of two tubes built with an EPB TBM (Tunelling Boring Machine) of 12 m in diameter to accommodate a cross section with two unidirectional lanes of 3.50 m for each tube, with one of the lanes being exclusively for the circulation of buses, including double-deckers, and freight transport. 

The tunnel boring machine was manufactured in Germany by Herrenknecht. It is approximately 82 m long, weighs around 1,800 tonnes and will have a cutting surface of almost 12 m. 

The new tunnel will be the first road crossing under the River Thames for more than 30 years

Following the execution schedule, the tunnel boring machine will start boring the first tube (southbounds) from Silvertown, where the launch chamber is located, turn around in North Greenwich at the rotation chamber and continue boring the second tube back to Silvertown to the extraction shaft. The infrastructure will include seven cross passages connecting the tubes at 150 m spacing.

Overall, the construction team will manage a total excavation of 600,000 m³ and 100% of the extracted material will be transported by river, minimising the impact of construction traffic on neighbouring communities and roads.

The project also incorporates maintenance buildings and road works and surface links, including an overbridge and a pedestrian and cycling bridge. The works are expected to be completed in the first quarter of 2025 and will be located within the ultra-low emission zone.

Ineco has been using drones for years and has been working on the development of advanced applications, such as the calibration of radio aids or the remote inspection of railway lines and structures. It also participates in European R&D&I projects such as TERRA (ground technologies), IMPETUS (information services) and DOMUS (flight demonstrations), and is currently involved in AMU-LED, which will study the safe use of drones in urban environments until 2023. The company is also part of the EUROCAE WG-115, which, together with its North American equivalent RTCA SC-238, focuses on defining technical requirements for drone detection and neutralisation systems.

DRONE-BASED RADIO NAVIGATION AID CALIBRATION SYSTEM Living up to expectations

Ineco, in an internal innovation project, has developed and successfully tested a system for calibrating radio navigation aids with drones that is cheaper, more manoeuvrable and more accessible than current systems, while maintaining accurate results. After three test campaigns and more than 60 flight hours, the system has demonstrated that it lives up to expectations.

Víctor M. Gordo, aeronautical engineer
Iván Beneyto, telecommunications engineer

Radio navigation aids (VOR, ILS, DME) are ground-based equipment that communicate with airborne aircraft via radio signals, thereby ensuring the safety of air navigation by providing the necessary positioning and guidance signals to keep aircraft adequately separated from the terrain and obstacles. In order to ensure that the functioning of the equipment remains optimal, certain parameters relating to the quality of the signal they emit, such as power, modulations, response delays, etc., must be regularly calibrated. This is currently done using aircraft crewed by specialist pilots and personnel.

There are several limitations to the use of manned flight that do not apply to the use of drones, or RPAS (Remotely Piloted Aircraft Systems). On the one hand, their costs are high and their availability is limited due to the fact that few aircraft of this type exist. This means that they can be heavily used and that equipment can only be checked from time to time, typically with one calibration per year and radio navigation aid. On the other hand, they have reduced manoeuvrability in the air and their presence has an impact on air traffic, making it difficult to carry out certain checks.

TEST CAMPAIGNS. In order to test the efficiency of the system, several test campaigns have been carried out at Logroño-Agoncillo and Vigo airports, as well as at several air navigation facilities around Madrid. / PHOTO_INECO

 Although it is not possible to fully replace manned flight today, since RPAS autonomy is limited and there is no integration with conventional aviation. This technology is poised to become operational as a maintenance support service to enable spot checks and increased spacing between calibration flights.

Over the last few years, Ineco has created its own system for calibrating radio navigation aids using these unmanned vehicles. The system consists of various on-board equipment (so that the drone can analyse the radio signal from the radio navigation aid and send the data back) and equipment on the ground (receiving station), in addition to the analysis and representation software that has been developed.

The platform used is a coaxial octocopter fitted with a Pixhawk 2.1 Cube autopilot system, offering a range of 30 minutes and capacity to carry a payload of up to 2 kg, equipped with GPS+Galileo+GLONASS and EGNOS Navigation system, as well as RTK (Real Time Kinematic) positioning. The on-board systems include antennas, an SDR, or software-defined radio, as well as a microcomputer that analyses the digitised RF signal to calculate the relevant radio navigation aid parameters. The ground system consists of two elements: an RTK base that corrects the drone’s position within a margin of error of centimetres, and a control station that manages all the system’s components.

In the image: Iván Beneyto, Ignacio Díaz de Liaño and Víctor Gordo. / PHOTO_INECO

Data is sent in real time via an MQTT (Message Queue Telemetry Transport) broker installed on Ineco’s servers. This broker broadcasts messages to clients via a publisher/subscriber arrangement with latencies of less than two seconds. The visualisation of this data, as well as its storage, is handled by a results console developed in NavTools, Ineco’s air navigation tools package. This console makes it possible to view the records obtained by the equipment on board the drone in real time, displaying how the parameters that define the correct operation of the radio navigation aid, such as the difference in depth of the modulations, power, alignment error, signal structure, etc., evolve along the flight path. The console can also be used to save the received data and to display and analyse the flown trajectory and the data obtained.

In order to assess the efficiency of the system, several test campaigns have been carried out at Logroño-Agoncillo and Vigo airports, as well as at several navigation facilities around Madrid (Perales de Tajuña, Navas del Rey, Castejón and Villatobas), where different types of aids, ILS (Instrument Landing System) and DVOR (Doppler Very-High-Frequency Omnidirectional Range) were tested by means of radial, vertical and horizontal flights, orbits and approaches depending on the type of radio navigation aid.

Display of results together with the position of the RPAS (in 3D) in real time, in the tool developed by Ineco. / IMAGE_INECO

The system has made it possible to record the typical parameters of these radio navigation aids, confirming that they were within the ranges established by ICAO for more than 95% of the time, thus complying with current regulations. The results obtained were also compared with those recorded by a conventional calibration aircraft, showing a high correlation, thus corroborating the correct operation of the system; laboratory tests were also carried out using a signal generator, confirming that the system can measure with an error of less than 1%.  The most important milestones during these tests are listed below:

• 3 test campaigns in an airport environment.
• 0 ATC incidents.
• More than 10 DVOR verifications.
• More than 10 ILS verifications (LLZ and GP).
• More than 60 cumulative flight hours.
• >95% of the time within ICAO limits.
• Verifications of up to 20 minutes.
• Approaches up to 2 km in length.
• Flights up to 120 metres high.
• Positioning error <1 metre.
• Real-time latencies <2 seconds. 

RESULTS VALIDATION. Comparison of drone radio navigation aid calibration results (blue) revealed a high correlation with those of a conventional aircraft (yellow), which corroborates the correct functioning of the system. / SOURCE_INECO

C-UAS: a reality check on rogue drones

Julia Sánchez, UAS specialist, EUROCONTROL

The unmanned aircraft system (UAS/drones) market is rapidly and significantly expanding. What started as an exclusively military domain is now aiming at the private and public civil sectors with numerous applications, that will create new jobs and economic benefits. However, the use of drones raises a number of issues: they can also be dangerous weapons and have become an attractive tool for terrorists and criminals. 

A growing phenomenon, is the number of incidents at and around airport facilities. Some actions have already taken place due to the potentially damaging effects of drones’ colliding with other airspace, disrupting aerodrome operations (e.g. such as the incidents at Barajas in February 2020 or Gatwick in December 2018), attacking critical and sensitive infrastructure (e.g. government buildings, nuclear power plants, urban areas) or even people on the ground.

As a consequence of this, the use of UAS has become a double-edged sword. The potential threat that drones pose to safety, security and privacy has led to the development of Counter UAS (C-UAS) measures to counteract any drone incursion into controlled and uncontrolled airspace. 

In Europe, the European Commission is committed to supporting EU member states in mitigating the threats posed by non-collaborative UAS, in line with the EU Action Plan to Support the Protection of Public Spaces, the European Commission’s counter-terrorism unit has created two interest groups: Protection of Public Spaces (PPS) and C-UAS,.

EASA’s (European Aviation Safety Agency) Counter-UAS Action Plan was included in the European Plan for Aviation Safety (EPAS) in 2021. It concerns educating drone operators and pilots, raising awareness to prevent the misuse of drones around aerodromes, preparing aerodromes against drones’ incursions, advising aerodromes to consider those C-UAS measures necessary for ensuring the safety and security of aerodrome operations (airborne and ground), encouraging adequate incident reporting, and supporting the assessment of the safety risk drones pose to manned aircraft. The deliverable of the second objective of the Action Plan is a guidance manual called Drone Incident Management at Aerodromes, although only the first part is publicly available.

The European Commission is committed to supporting EU member states in mitigating the threats posed by non-collaborative UAS. EUROCAE has established the Work Group WG 115 in order to develop standards for the safe and harmonised implementation of anti-UAS systems at airports and ANSPs

Faced with these actions, there is also the necessity to choose the right C-UAS technology depending on the threat scenario. EUROCAE, the European Organisation for Civil Aviation Equipment, has established the Work Group WG 115 in order to develop standards for the safe and harmonised implementation of anti-UAS systems at airports and ANSPs. These standards will describe the performance of the system (e.g. minimum level of detection required), interoperability and interfaces with stakeholders. EUROCAE WG 115 jointly with RTCA SC-238 Counter UAS published its first deliverable, the Operational Services and Environment Definition (OSED) for C-UAS in controlled airspace. The scope of this is to introduce the overall capability of a C-UAS system, including capabilities for the detection of unauthorised UAS. EUROCONTROL is highly involved in WG 115 and will continue to support it and contribute to future deliverables, that are expected to be published by the end of 2022.

As EUROCONTROL’s activities touch on operations, concept development, research, safety and security, and performance improvements, we are providing key services and contributing experts in the domain to C-UAS-related research projects from European Commission’s Directorates-General for Migration and Home Affairs and Transport (DG Home and DG Move); the European Aviation Safety Agency (EASA), the European Organisation for Civil Aviation Equipment (EUROCAE), Work Group 115, as well as the international air transport (IATA) and airport associations (ACI).

Furthermore, there are also some limitations to C-UAS technologies in the aviation context, since might interfere with other systems currently in place. Interoperability must therefore be ensured with other systems (e.g. navigational aids, and primary and secondary radars at airports), as well as an interface with appropriate ATM and UTM (U-space) systems to enable the exchange of information necessary for the safe operations. Finally, any technical C-UAS solution must be complemented by procedural measures and clear protocols that depend on the threat level presented by the rogue UAS, to define who does what and when. The C-UAS should also be able to distinguish between authorised and unauthorised drones. A variety of technical C-UAS solutions and technologies are continually emerging. The selection of the right C-UAS depends on the features and specific characteristics of the environment. Actions in response to an illegal UAS, such as mitigation and neutralisation technologies, can carry important risks, and their deployment will fully depend on the national legislation of the country concerned. At the international level, the International Court of Justice (ICJ) mentions that countermeasures must never involve the use of force. Initiatives to improve C-UAS response capabilities could include the development of an official registry or database that allows the rapid classification of a drone as a threat, and the development of a catalogue of best practices when employing C-UAS to know which technology would be more suitable and how to use it, with a clear description of the chain of command to be followed and any legal advice that could be required depending on the type of threat.

Counter-drone systems to protect public safety

Enrique Belda, Deputy Director General of Information and Communications Systems for Security and Director of CETSE
José Cebrián, Chief Inspector of the R&D&I Area and Director of the SIRDEE Office
Manuel Izquierdo, Director of the SIGLO-CD Project

The technological growth in drones, the large number of commercial models and their multiple applications, together with the reduction of purchase and maintenance costs and the ease of operation and legislative development, mean that more and more public and private organisations, individuals and companies are using this type of aircraft. For this reason, the authorities must be prepared in two respects: as users, including the emergency services, and as guarantors of security, both by preventing their reckless use or non-compliance with the rules of manufacture, sale and use (safety), and by preventing their criminal use, in the most serious case, for terrorist attacks (security).

The Ministry of the Interior, and more specifically the Secretary of State for Security, has been working from two perspectives: the legal perspective, including collaborations, action protocols and agreements with other bodies, and the technological perspective, seeking and applying the best existing solutions both for fleet control and to prevent and, where appropriate, neutralise their malicious use.

The Security Technology Centre (CETSE) is the headquarters from the Subdirectorate General of Information and Communication Systems for Security (SGSICS). The R&D&I Area of the Subdirectorate is made up of two departments: R&D&I, European Projects and CoU (Community of Users), and Drones and Counter-Drones, SIGLO-CD Directorate (Global Counter-Drones System).

Enrique Belda, Deputy Director General of Information and Communications Systems for Security and Director of the CETSE, describes the centre as a “factory of technological solutions”, among them, the Global Counter-Drones System (SIGLO-CD). / PHOTO_MINISTRY OF THE INTERIOR

In 2016, a working group was set up at the Secretary of State for Security focused on finding solutions to the malicious use of this type of aircraft. Following an analysis of the market, it was concluded that there are no global solutions to address all situations –most of them are isolated–, that there are many different scenarios with very different characteristics, that there is a lack of legislative regulation in counter-regulatory systems and that these systems may cause possible collateral damage. From the outset, the following phases were established to deal with a potential threat:

• Detection: something strange is detected, but initially it is not clear whether it is a drone, where it is going, what its intentions are, etc.
• Identification: discern whether it is indeed a drone and obtain as much data as possible from the drone, including the pilot’s position.
• Tracking: give indications of where it is going and possible intentions.
• Neutralisation: if necessary.
• Intelligence: all these phases must have a certain amount of intelligence to help the operator make decisions in real time.

In 2019, the Secretary of State for Security (SES) ordered the design and implementation of a technological platform to protect against allegedly unlawful acts (reckless flights or flights with illegal intent), as well as intrusions into personal space, use by organised crime and, in the most serious cases, possible terrorist actions. The Subdirectorate General of Information and Communication Systems for Security (SGSICS) was in charge of implementing the so-called Global Counter-Drones System (SIGLO-CD). 

In 2019, the Secretary of State for Security (SES) ordered the design and implementation of a technological platform to protect against alleged unlawful acts, as well as intrusions into personal space, use by organised crime and possible terrorist actions

On 11 July 2019, the Secretary of State for Security signed the emergency resolution declaring the procurement of a global system service. Phase 0 began with the aim of detecting, identifying and tracking commercial drones in the metropolitan area of Madrid and, if necessary, neutralising possible threats to State institutions located in the capital, such as the Royal Palace of Madrid, the Government Presidency, the Congress and the Senate, among others. From the outset, the system has been designed holistically, continuously evolving to adapt to constant technological innovations and to improve the detection, identification, tracking and neutralisation of the majority of drones, regardless of the technology they use. 

The client-server architecture is built around a central server (Headquarters) which transmits information to the different detectors via a virtual private network (VPN), through which the neutralisation equipment can be activated, if necessary. SIGLO-CD also has different sites or control centres from where suspected unauthorised drone flights are monitored, each of which has an assigned administrator. In the control rooms, users (advanced or end-users) can manage the information obtained by the detection systems covering the assigned surveillance areas, in accordance with the competences associated with their respective profiles.

ILLUSTRATION_DRON SILENT FLYER, COURTESY: HTTP://FLYGILDI.COM

Both detectors and neutralisers are considered as peripheral devices of the central server housed in the Security Technology Centre (CETSE), in order to provide its different users with drone detection, identification, tracking and neutralisation data in real time. It also stores information and manages communications.

The detection systems that were initially selected are passive, since they are deployed in an urban environment. They obtain the brand, model, serial number or tracking data of the most widespread commercial drones on the market. Its coverage radius is more than 15 km per antenna, which means that a few sensors can cover large areas.

Activity in the sector is constantly growing: in 2020, more than 7,500 drone flights were detected over the urban area of Madrid, of which almost 95% were of the brand DJI. By 2021, the figure had increased to more than 12,000 flights

Over the next three years (2022-2024), the global system is scheduled to be extended to most of the national territory, in order to manage different emergencies in a coordinated manner. It will also ensure compliance with U-Space standards. It is also collaborating with other institutions, such as the Spanish Professional Football League, with whom an agreement has been signed for the installation of detection and neutralisation systems in sports stadiums. 

Activity in the sector is constantly growing: in 2020, more than 7,500 drone flights were detected over the urban area of Madrid, of which almost 95% were of the brand DJI. By 2021, the figure had increased to more than 12,000 flights.

Denmark has been one of the pioneer countries in the renewal of the ERTMS Level 2 signalling system. Six lines, totalling more than 350 kilometres, are already equipped with the system: the EDL (Early Deployment Line) EDL East North, EDL East South and EDL West; and the RO (Roll-out), RO7 East, RO8 West and RO5 West. Ineco has been working with the Danish rail infrastructure manager Banedanmark on the roll-out since 2017, which is expected to be extended to the entire network by 2030.  

ERTMS (European Rail Traffic Management System) is the rail traffic management system that the European Commission is introducing in the nine main corridors of the Union’s territory, where more than 20 different signalling systems operate, which the Commission calls ‘Class B systems’. In practice, this means that whenever a train crosses from one country to another, the locomotive, driver and even the whole train may have to be changed. The solution is a common system, ERTMS, which brings great improvements in railway operation, allowing the internal and cross-border traffic of all trains with greater capacity, more safety and lower costs. 

Denmark, with just under 6 million inhabitants in a territory of about 43,000 km², has the eighth highest per capita income in the world and an extensive and efficient land transport network –urban, road, maritime and rail– which is in the process of expansion and renewal with an ambitious investment programme. As far as railway is concerned, the network’s operation, with more than 2,600 kilometres in standard gauge (1,435 mm), is liberalised and has both public and private operators. 

Copenhagen central station. / PHOTO_MARTA CARNERO

In terms of infrastructure, the Banedanmark, which reports to the Ministry of Transport, is responsible for managing maintenance, the construction of new stretches and the supervision of safety systems. The improvement and modernisation programmes focus mainly on the complete overhaul of electrification and signalling. According to Banedanmark, “the new signalling systems” –(CBTC, Communication Based Train Control, for the Copenhagen commuter and ERTMS for the national network)– “will cause fewer delays, and will allow an increase in speed and number of trains”, with “an 80% decrease in signalling-related delays on main and regional lines, and a 50% decrease on the Copenhagen commuter lines.”

Jens Holst Møller, chief engineer of Signalling Systems Integration at Banedanmark, explains that “following the renewal of the signalling systems, six lines with a total length of 353 kilometres have been put into commercial operation with ERTMS Level 2.” He also adds that “a new 56-km high-speed line has been built with ERTMS Level 2, although it has been temporarily put into service with a Class B signalling overlay due to operation of trains without ERTMS. This line is planned to be put in service with ERTMS end of 2022”.

The performance of the ERTMS L2 based signalling system is very good and end-users are very satisfied. Jens Holst Møller

According to Holst Møller, “the rest of the lines will have its signalling renewed and put into service with ERTMS Level 2 over the next eight years. The conversion of the national rail network to ERTMS Level 2 is expected to be completed in 2027 in the west of Denmark (Jylland) and in 2030 for the east.” 

A complete system change such as this does not come without its complexities and, according to Banedanmark’s top engineering manager, “the main challenges have been the development of the generic ERTMS applications, both on-board and on-track, as well as the industrialisation of the roll-out.”

In particular, he explains that “the installation of the on-board systems has taken much longer than expected due to development time for the generic onboard system, classical challenges with retrofitment of older rolling stock and slow industrialisation of installation processes,” and, in addition, “a major renewal of the Danish fleet is underway; the installation of ERTMS covers all existing passenger trains that are not due for renewal.” The total number of trains yet to be retrofitted is around 300, of which more than half have already been put into service with ERTMS Level 2. All existing trains will be equipped by Alstom under the on-board equipment contract, but new trains are being supplied with the ERTMS system of the operator’s or manufacturer’s choice.”

Comparison of full ERTMS structure and Class B systems. / IMAGE_INECO

All in all, the bottom line is positive, as Holst Møller concludes: “The performance of the ERTMS Level 2 based signalling system is very good following the completion of the initial stabilisation, and end-users are very satisfied.”

Collaboration between Ineco and Banedanmark

In Spain, Ineco has been supporting Adif and Renfe for many years in ERTMS infrastructure and train-track integration tests prior to the commissioning of new lines and trains. Since 2015, the company has also been in charge of the supervision and monitoring of the ERTMS deployment plan in European corridors. The company’s extensive experience was precisely the reason why the Danish rail infrastructure manager Banedanmark entrusted it with the testing strategy for the commissioning of the system on its network. The first step was two pilot lines, called EDL West and EDL East North. Thus, since the beginning of 2017, Ineco has been collaborating with Banedanmark on the signalling renewal project (Signalling Programme), which includes the installation of ERTMS. 

Within the initial contract (in which CEDEX, the Centre for Studies and Experimentation of Public Works, part of the Spanish Ministry of Transport, was also involved), a generic ERTMS Level 2 test specification was developed for the two pilot lines, based on functional requirements and Danish operational rules and scenarios. Ineco also carried out laboratory testing campaigns and an analysis of the results, while also defining a testing strategy to be carried out for the commissioning of future lines. In March 2018, following the conclusion of the first contract, Banedanmark and Ineco signed a framework partnership agreement until January 2022, when the partnership was renewed again until the end of 2025. 

During these four years, the company has participated in the definition, execution, analysis and reporting of campaigns on lines such as: RO1 East (NLCR, Copenhague – Ringsted), RO4 West (Vejle/Skanderborg – Herning – Holstebro), RO5 West (Langå – Struer – Holstebro), RO7 East (Næstved – Rødby), RO8 West (Struer – Thisted), belonging to both the eastern part (Alstom) and the western part (Thales) as well as in the test campaigns for the new data and generic versions of the RBC of the pilot lines (including the southern part of the EDL East between Køge and Næstved).

Maintenance of the generic test specifications has also been carried out, adapting them to the new functionalities deployed on the lines, whilst support has been provided in updating them to the new version of the European ETCS Baseline 3 Release 2 specifications (SRS 3.6.0).

ERTMS DEPLOYMENT IN DENMARK. In order to tender separately for the supply and installation of the ERTMS/ETCS system, the rail network was split into two: the east side, which was awarded to Alstom, and the west side, which was awarded to Thales; while initially the on-board ERTMS systems of the trains were awarded exclusively to Alstom. / MAP_BANEDANMARK

ERTMS at Ineco, in search of continuous improvement through digitalisation

Silvia Domínguez, telecommunications engineer

Control-command and signalling systems consist of all the on-board and infrastructure equipment necessary to ensure the safe operation of vehicles running on the network. They are therefore the key to the operation of a safe, efficient, interoperable, robust and reliable European railway service.

ERTMS is the signalling standard endorsed by the European Commission. This standard defines the automatic train protection system through the exchange of information between the ERTMS systems installed on the rolling stock and those installed on the infrastructure.

The implementation of the ERTMS system allows a series of improvements in railway operation, such as the interoperability of the different types of trains running on different infrastructures, improved safety levels and improved traffic capacity on railway lines.

Ineco has always been involved in the European projects and working groups that have shaped the ERTMS system, working in collaboration with industry, users, regulatory bodies and safety agencies. We currently lead the management of ERTMS implementation in Europe, participating in the working groups in charge of defining the future of control, command and signalling in Europe. Our company relies on in-depth technical knowledge of the ERTMS system and extensive experience gained in large-scale projects to manage the various ERTMS projects.

New technologies are ready for use in the rail sector with enormous potential to improve passenger and freight services. Digitalisation, together with automation, is the most effective way to increase performance and capacity with less investment in new infrastructure. Thanks to the experience gained and the projects in which the company has been involved, we can say that we are able to take full advantage of the digitalisation of the system and even anticipate the needs of the sector. 

The implementation of the ERTMS system allows a series of improvements in railway operation, such as the interoperability of the different types of trains running on different infrastructures, improved safety levels and improved traffic capacity on railway lines. / IMAGE_INECO

Specific examples related to our ERTMS testing work are the virtualisation of ERTMS test campaigns, their parameterisation and automation in the analysis of results. These optimisations are part of the internal processes of innovation and continuous improvement that we apply to the projects in which we are already carrying out ERTMS tests, both in Spain and abroad: Portugal, Israel, Australia and Denmark.

Ineco has developed the necessary methodologies for the virtualisation of ERTMS test campaigns in order to adapt to the health protection measures resulting from the COVID-19 crisis that make it difficult to be physically on-site. This solution has been achieved through improved execution scenarios: the definition of test cases with alternative locations, the analysis of remote records by ERTMS specialists, as well as increased virtual monitoring of tests. In addition, the virtualisation product for a complete validation of the ERTMS system will minimise the physical presence of expert resources, increasing efficiency and reducing the number of personnel on the train. 

We are also working on improvements not only in the execution of tests, but also in their design and analysis. As part of our project, we have searched for parameters and algorithms to improve the design and planning of tests in order to make their execution much more efficient. We have also developed solutions to automate the analysis of results. The use of machine learning tools has made it possible to study a large amount of evidence accumulated throughout the extensive international experience of Ineco’s ERTMS team, leading to a highly satisfactory result that has made it possible to obtain very significant correlations.

Another crucial aspect is interoperability, which is defined as the ability of a railway system to allow the safe and uninterrupted running of trains meeting the required performance. At Ineco, we are currently participating in different ERTMS design and integration projects in Spain, for new deployments, as well as projects in Israel and Australia.

For more than 10 years, Ineco has been carrying out the technical monitoring of all ERTMS projects financed by the European Commission

For more than 20 years, we have been involved in the development of ERTMS interoperability specifications. Not only did we participate in the first lines of the system deployed in Spain that have been in service since 2006, but for more than 10 years we have been carrying out the technical monitoring of all ERTMS projects financed by the European Commission. This has provided us with a unique system vision for its design and interoperable integration that incorporates the technical vision with its operational concept. We have also developed unique solutions based on our experience: for example, the methodology for assessing the impact of ERTMS on railway capacity. In this respect, it is generally accepted that ERTMS operating levels increase capacity; Level 2 more than Level 1 and Level 1 more than a traditional signalling system such as ASFA (national Class B system). However, following the analysis carried out on the network as part of the ERTMS deployment plan in Spain, it has been concluded that the results are not universal and are related to the type of line.

Finally, it should be stressed that ERTMS is the backbone of railway modernisation, an advantage of which is the possibility of evolution and innovation with a limited economic impact because it is a digital system. The opportunity for this evolution lies in incorporating new technologies and gaining a vision with a wider technical scope than is currently the case, in particular in the interoperable aspects of control, command and signalling systems.

This is therefore an excellent opportunity to establish a single European system, with common functional interfaces and operational concepts to build a future single European railway network and make it internationally known and exportable.

This construction of a modern, harmonised, robust, reliable and interoperable European railway system is the main objective of the ERJU (Europe’s Rail Join Undertakin) initiative, the successor to the previous initiative, Shift2Rail, in which Ineco is actively participating and which is in line with the EU’s Sustainable and Intelligent Mobility Strategy. This also aims to respond to customer needs, maintain safety and digital security, improve operational efficiency and performance, reduce costs, support the competitiveness of the European railway industry and increase the speed of adoption of innovative solutions.

checking in our suitcase

The big day is finally here! It’s time for us to fly. We leave everything neat and tidy at home, pick up our suitcase, and head to the airport. When we get to the terminal, we make our way to the check-in desk, where we witness the first stage in the journey taken by our baggage: tagging.

The tag serves to identify our baggage in the BHS, and normally consists of a sticker bearing a series of printed details and a barcode. This sticker is usually wrapped around the handle of our suitcase. The barcode, by the way, is a unique reference and ensures that every item of baggage has its own exclusive identification code.

In addition to the tag, at the same check-in desk the size and weight of our suitcase is checked automatically. After the tag has been attached, and provided the suitcase is within the permitted dimensions, it enters the BHS.

BHS stands for Automated Baggage Handling System, and comprises a series of elements that convey our baggage automatically from the check-in desk to the point of delivery to the handling agents, who are responsible for loading it onto the plane. (See Figure 1).

BHS. A series of elements that convey our baggage automatically from the check-in desk to the point of delivery to the handling agents.

Our suitcase makes its way into the BHS

Our suitcase enters the system via a series of automated conveyor belts. It leaves the airport’s check-in area and is taken to a technical and rather industrial area within the same building. The suitcase is now one of many that are currently within the system, and are being conveyed in an orderly fashion along the multitude of conveyor belts that snake their way through the facility.

The BHS controls the progress of the baggage using Programmable Logic Controllers, or PLCs. These devices govern various elements within the system, including the motors that move the conveyor belts, and decide whether to start or stop each motor based on the prevailing conditions within the system at the time.

Our suitcase continues to make its way along the conveyor belts and soon passes through a gate, which is fitted with several strategically positioned laser barcode readers. This gate is known as the Automatic Tag Reader (ATR).

Scanner arches enable the BHS to identify the suitcase by reading the barcode that has been attached to it. Once it has been identified, the BHS assigns the suitcase a final destination within the system. It should be noted that the BHS is able to distinguish between suitcases based on the flight they correspond to, thereby ensuring that baggage for the same flight is delivered to the same end point (i.e. the make-up carousels).

At no point has our suitcase stopped in order to be identified as it made its way through the Automatic Tag Reader. The transit process is continuous, except for a couple of occasions when the system stopped the suitcase at a junction, so that an item of baggage from another line ahead of us could join the belt.

Ineco is currently working on the design of the BHS for the international airports of Schiphol (Amsterdam), pictured, and Dammam (Saudi Arabia). / PHOTO_INECO

Baggage inspection

All of the baggage that enters the BHS is inspected, in order to ensure the safety and security of people, aircraft and the airport facilities. Our suitcase continues to make its way along the conveyor belts, heading towards a large machine in the distance that appears to be swallowing up all of the baggage in front. This is the baggage screening machine.

Baggage screening machines examine every single item of baggage that enters the BHS. They are equipped with advanced technological features designed to detect elements that might cause harm to people and property, such as weapons and explosives.

A small curtain marks the point where the inspection process begins. As with the identification process, our suitcase does not stop during the inspection process, and after a few seconds it emerges from the machine and passes through a second curtain before continuing its journey through the facility.

At the end of the inspection, the machine sends the result to the BHS, which incorporates this result into the data it has for the item of baggage in question. This data is vital, as the BHS must ensure that the only suitcases to reach the planes are those that have been ‘cleared’ (i.e. they have passed the inspection).

So, with the inspection result now linked to its data file, our suitcase continues on towards a critical decision-making point in the system. Here, there is an electromechanical device that separates the ‘cleared’ baggage from the rest, sending it along one belt and the ‘non-cleared’ baggage along another.

At this decision point, the BHS is able to verify the inspection status of each item of baggage. If –and only if– a suitcase’s status is shown as ‘cleared’, the system will allow it to continue on towards the final destination. In all other cases, the system will divert the baggage so that an additional inspection can be carried out.

As our suitcase does not contain any dangerous items, it was ‘cleared’ during the first inspection and can now make its way to the final destination. Behind it, at the decision point, other suitcases that were not so lucky are diverted onto a different line, where they will be subjected to a new inspection.

Early baggage storage line with stacker crane operation, Alicante airport. / PHOTO_JOAQUÍN ESTEVE

 Baggage classification and final destination

Because it classifies baggage by flight, the BHS helps to make airport operations more efficient. Our suitcase is now nearing the end of its journey. The line it is now travelling on has a multitude of junctions leading off to different locations, such as early baggage storage, manual encoding stations, make-up carousels, and docks for ‘problem’ baggage.

Early baggage storage is a temporary destination for baggage that has been introduced into the system but whose flight does not yet have an assigned make-up carousel. It is a sub-system that is of tremendous help to airports that handle high volumes of baggage for connecting flights, when there can be a difference of many hours between the arrival and departure flights.

Our suitcase continues on past the entrances to the manual encoding stations, as the BHS has not lost track of it at any point. It also goes past the entrance to early baggage storage: the make-up carousel for our flight is now ready to receive baggage, so there is no need to store the suitcase within the system temporarily. When our suitcase reaches the junction for the make-up carousel assigned to our flight, the system activates a switch to send it along the right track. During this final stage in its journey, the baggage is carefully deposited onto the make-up carousel.

Make-up carousels are electromechanical elements that form a closed circuit, into which all the baggage for a particular flight is deposited. The baggage trains are positioned alongside the make-up carousels, in order make the process of loading the baggage onto the trains as efficient as possible.

Once the suitcase has reached the make-up carousel, it is out of the hands of the BHS and becomes the responsibility of the handling agent. Via the baggage train, the agents transport our suitcase to the plane and load it into the hold. Sometimes, if we look through the plane window, we can see this process taking place.

Summary and final thoughts

Figure 2 shows the processes that a suitcase passes through after it has been checked in.

DIAGRAM OF AN OUTBOUND BAGGAGE SYSTEM. This diagram shows all of the processes that a suitcase passes through, from its arrival at the check-in desk to the final destination of the loading dock, where it passes out of the hands of the BHS and becomes the responsibility of the handling agents.

The BHS has a number of technical solutions, contains many more elements and carries out many more processes than those described in this article. Ineco is aware of this complexity and takes the specific nature of each project into account. This enables the company to provide tailored services for the domestic and international markets.

The HISPAFRA project aims to implement the concept of free route airspace (FRA) within Spain. At the European level, the FRA initiative is promoted and coordinated by Eurocontrol, in accordance with the stipulations of Commission Implementing Regulation (EU) 2021/116 of 1 February 2021. It is a nationwide project in which Ineco is supporting the ENAIRE Director of Operations and helping to coordinate all of the bodies involved, which include the General Directorate of Civil Aviation, the National Air Safety Agency, the Spanish Air Force and ENAIRE. 

Until now, airlines and airspace users have defined their flight plans using a network of waypoints and segments published in aeronautical charts. The pre-pandemic growth in air traffic across Europe has meant that this network of segments and flight paths has become more expansive and complex. In turn, this has made it possible to manage air traffic within the capacity of the network without impacting negatively on safety.

Free route airspace is a concept in which airspace users are able to draw up flight plans in line with their companies’ interests, and freely establish connections between waypoints within a particular volume of airspace without reference to the existing published routes. However, they must still adhere to certain rules with regard to connectivity between the waypoints in question. The concept can be compared to the experience of a driver at a junction with traffic lights and a junction with a roundabout: while the traffic lights oblige the driver to stop completely, at the roundabout the traffic flows more freely and the driver can choose where to exit, in accordance with certain pre-defined rules. Although the FRA concept does not imply the absence of rules, it does allow for greater dispersal of air traffic in comparison to structured airspace (thereby reducing “traffic jams”) and offers users greater flexibility when planning the optimum route between waypoints within the airspace. In turn, this enables them to plan flights that are more efficient, flexible and environmentally sustainable.

Entry, exit and intermediate points in free route airspace. MAP_ENAIRE

However, the increased flexibility in flight planning offered by the FRA concept results in greater dispersal of flight routes and increased uncertainty as to where conflicts that require controllers to separate the aircraft may occur. For this reason, and when dealing with complex airspaces, the FRA concept explored by the SESAR (Single European Sky ATM Research) initiative recommends that  user defined segments should be based on published waypoints in high complexity airspaces (although the routes free route segments themselves do not need to be published) and controllers should be supported with advanced conflict-detection tools, as the aircraft’s whereabouts are no longer as predictable as they would be in structured airspace. 

The FRA concept only applies during the flight plan stage, i.e. before the plane has left the ground. Once the flight plan has been submitted and approved, the flight becomes subject to that plan and to authorisation from air traffic control (ATC), which will continue to ensure that the aircraft remain separated from each other (as it does at present).

The HISPAFRA project aims to implement the concept of free route airspace (FRA) within Spain. At the European level, the FRA initiative is promoted and coordinated by EUROCONTROL. / PHOTO_INECO

the phases of hispafra

The implementation of HISPAFRA has been divided into different phases: in each phase the restrictions become more flexible and new functionalities are incorporated into the control system, while maintaining appropriate levels of capacity and safety. The European regulations stipulate that the initial phase must be implemented before 31 December 2022 and the final stage by December 2025, along with a cross-border element involving at least one other Member State. After this date, rollout of the FRA concept will continue and there will be greater cross-border implementation between Member States, thereby enabling a more flexible European airspace and more efficient planning on the part of airlines. 

For phase 1 of HISPAFRA, two FRA cells have been defined: the continental cell, comprising the Iberian Peninsula and the Balearic Islands; and the Canary Islands cell. These cells will enter into force on 21 April 2022. 

Existing published routes will not be eliminated during this initial phase; rather, airspace users will have the additional option of drawing up FRA plans that make use of these existing routes. This will enable the transition towards a free route approach for all, without changing the way in which ATC operates and with the aim of maintaining the same levels of capacity and safety, while enabling users to gradually adapt their systems in preparation for the subsequent phases. 

Looking ahead to these subsequent phases, in which free connection between a greater number of waypoints will gradually become more flexible, ENAIRE is developing and deploying a series of new functionalities for its ATC system. These functionalities enable controllers to determine, ahead of time and with increased precision, whether a particular flight level or direct route presents an air traffic risk, prior to granting ATC clearance for separation provision. Examples of the tools available include Medium-Term Conflict Detection (MTCD) and Tactical Trajectory Management (TTM).

more flexible planning

Collaboration has also begun on the study process for the subsequent phases of the HISPAFRA project. While still allowing airlines to prepare flight plans in structured airspace or FRA, and without making changes to the ATC system, the aim is to make the connection between certain FRA waypoints more flexible (whether within the same control centre or between different control centres) in comparison to existing structured routes, thereby gradually expanding the range of planning options available to users.

Over time, HISPAFRA will introduce more flexible planning options, while making changes to the ATC system in order to be able to detect conflicts. This will allow users greater flexibility, while maintaining appropriate levels of capacity and safety.

Although the FRA concept does not imply the absence of rules, it does allow for greater dispersal of air traffic in comparison to structured airspace, thereby reducing “traffic jams”

Finally, the project will introduce the possibility of eliminating restrictions with  at  least  one  neighbouring  state (so-called ‘cross-border FRA’), thereby enabling users to plan flights between different Member States as though they shared a single airspace. To achieve this, the ATC system for each Member State must have interoperability functionalities, adapted in line with the FRA concept.

Airspace is changing, and Ineco is at the forefront of these changes with a team of experts that are helping to define the  FRA significant points, the FRA concept of operations, the ATC system requirements, and the implications these developments may have for the ATC procedures to keep  safety at sustainable levels within the context of the increasingly air traffic demand.

Supported by Ineco

PHOTO_PIQSELS.COM

Since 2019, the company has helped ENAIRE to implement HISPAFRA by carrying out a range of actions:

• Publication of FRA information via AIP (Aeronautical Information Publication), in accordance with the implementation guides provided in EUROCONTROL’s ERNIP (European Route Network Improvement Plan) and in coordination with all of the actors affected by the change. 
• Collaboration with ENAIRE’s Director of Operations on the development of tools for the automated transition (during this initial phase, owing to the large volume of data for the current structure) towards the definition of HISPAFRA points (in AIP Spain) and the rules governing the restrictions on flexible connection to these points, via direct entry in the Route Availability Document (RAD). 
• Support for the changes introduced by the reviewers and the discoveries made during the pre-validation processes carried out on EUROCONTROL’s systems, prior to the implementation of HISPAFRA. 
• Support for the maintenance and updating of the operational concept for HISPAFRA, and attending (and preparing materials for) internal and external coordination meetings. 
• Support for coordination with the ATC centres of neighbouring Member States, so that the internal operational documentation for ATC is in line with the operational concept for HISPAFRA. 

1. guatemala (2020)

Worthy conditions of water and sanitation systems for indigenous children in Las Rosas Community in El Quiché, (Educo).

2. EL SALVADOR (2021)

Restoration and maintenance of the Mejicanos Children’s Development Centre and adaptation of the adjoining house (Cinde Foundation).

3. Haiti (2019)

Improvement, sanitation and access to water in the Community Health Centre of Moulin in Gros-Morne (Cesal).

4. chad (2021)

Promotion of healthy learning spaces for children in the Guéra region (Entreculturas).

5. South Soudan (2019)

Refurbishment of the maternity and paediatric ward at Bor Hospital (Doctors of the World).

6. d r of the congo (2021)

Solar energy for the General Reference Hospital of Kanzenze (Democratic Republic of the Congo), (Recover Foundation).

7. kenia (2020)

Design and implementation of an online coordination and monitoring system for work with female genital mutilation (FGM) clubs and schools (Kirira Foundation).

8. Ethiopia (2020)

Energy supply of the Meki maternal and child clinic (Pablo Horstmann Foundation).

9. india (2019)

Construction of a community centre in Rascola (ITWILLBE).

Historically, the planning and construction of roads has focused on cars and car-based mobility, and applied traffic-centred criteria such as capacity, speed, user comfort and safety. However, in recent years the integration of road infrastructure into the urban landscape, and attempts to minimise the impact on pedestrians, has given rise to new initiatives and an approach more in keeping with today’s world, in which environmental sustainability and quality of life for citizens takes precedence.

The integration of new roads with other, cleaner forms of mobility that are experiencing growth (e.g. cycling) requires a more congenial and human approach

The United Nations’ New Urban Agenda makes it clear that in order to improve sustainability, simultaneous progress is required in environmental, social and economic terms. In order to make a positive impact on our surroundings it is vital that these three elements are integrated with a holistic vision. Sustainable development must therefore proceed in parallel with economic development, the improvement of citizen well-being and ecological balance.

Making cities greener, more accessible, quieter and cleaner requires an approach to reform that is based on the analysis of multiple criteria. The integration of new roads with other, cleaner forms of mobility that are experiencing growth (e.g. cycling) requires a more congenial and human approach. However, transforming communication routes, which sometimes cut off and mutilate the urban environment, can be a complex challenge due to the fact that the existing infrastructure and buildings are themselves a constraint.

The study carried out by Ineco on a 1.4-km section of Avenida Alfonso Molina incorporates the construction of paths that will organise and provide solutions for the shared use of the road by drivers, pedestrians and cyclists.

Moreover, the humanisation of road margins in the urban environment makes it clearer to drivers that they are entering a new environment and should adapt their driving accordingly, e.g. by reducing their speed when they approach crossings and paying closer attention to their surroundings. This also helps to improve road safety in the urban environment.

The Spanish Urban Agenda identifies 10 primary goals which, in turn, involve the achievement of 30 specific objectives.

In recent years, and in line with the changing approach to the issue of roads in the urban environment, Ineco has been incorporating humanisation measures into the road-related projects that it carries out. Such considerations were taken into account when drawing up the construction plans for Improving the capacity of Avenida Alfonso Molina (highway AC-11), which comprises the main route of access into the city of A Coruña in north-west Spain.

Improvements to Avenida Alfonso Molina in A Coruña

The project’s main aim is to solve the congestion problems of a particular section of the road by increasing its capacity and improving connectivity, while at the same time improving the integration of the infrastructure into the urban environment and taking into account the key criteria of equal, fair and sustainable development as specified in the Urban Agenda.

The study proposes the incorporation of paths and walkways shared by pedestrians and cyclists, which would enable coexistence with the road’s vehicular traffic while ensuring adequate levels of road safety and permeability of the road margins.

The road was build in the mid-20th century and is wide, with three lanes in each direction and, in certain sections, a service road on either side. At its far north-western end the road ends at the port of A Coruña, almost at the entrance to the city’s old quarter.

The paths designed by Ineco allow for the segregation of vehicles and cyclists, unlike at present. / INFOGRAPHIC_MITMA

When it was built, the road passed through the rural population centres outside the city and provided a new link between the city and the countryside. Traditionally, transport routes had run parallel to the sea in the bay of A Coruña. Over time, other urban planning projects, such as the construction of residential buildings in Elviña and Barrio de las Flores and the industrial estates of Matogrande, Someso and Parque Ofimático, have increased traffic pressure in the area, as has the addition of traffic from the AP-9 highway.

The plan drawn up by Ineco focuses on a 1.4-km (approx.) section of Avenida Alfonso Molina that lies on the outskirts of the city, between Avenida San Cristóbal (AC-10) and the connections to highways AP-9 and AC-11. As stated above, the plan’s main aim is to solve the traffic problems for the section in question. According to the available data, in 2016 this section was used by 124,037 vehicles per day, of which 5.1% were heavy vehicles. Currently, this translates to a Level of Service (LOS) F while entering the city and LOS E while exiting. This results in regular traffic jams and hold-ups at peak times and during specific events, which in turn causes a large number of accidents of various types.

Elevation of the walkway to resolve the intersection of the pedestrian route above Avenida García Sabell at junction 2 (POCOMACO-Matogrande).

At present, large numbers of pedestrians use the road margins, owing to the presence of several shopping centres, hotels, residential buildings and bus stops. The plan incorporates the environmental adaptation of the road margins and the inclusion of paths enabling complete integration between vehicles, pedestrians and cyclists, ensuring they can all transit through the area in safety. Moreover, the walkway design ensures the permeability of the road infrastructure.

The aim is to increase the humanisation of the section by improving the transit process for pedestrians and cyclists, thereby enhancing their safety and transit experience. The plan also aims to provide both residents and passers-by with a more congenial and attractive environment through the use of physical, visual and acoustic separation. Generally speaking, it is a plan of an eminently urban nature, in which the concept of functionality takes precedence over mobility. The study sought to achieve a balance between the regulatory requirements and recommendations (including the Accessibility Code published by the government of Galicia’s ministry of Social Affairs and the document published by the Spanish ministry of Transport, Mobility and the Urban Agenda (MITMA) on Accessibility in urban public spaces and developing viable solutions whose costs are not disproportionate.

The connection to pedestrian access points near the bus stops and walkways ensures transverse permeability throughout the entire section

Shared use of the road

Prioritising pedestrians, cyclists and public transport users and enabling them to interact with the road in harmony and safety, while providing a quality environment, is one of the priority aims of this action. The area in which the work will be carried out has a gentle gradient of around 5%.

Wherever possible, the paths have been designed with a different elevation to the AC-11 in order to provide a clear differentiation of uses and protect the path users. The plan has made efforts to adapt the road’s longitudinal section to the accessibility requirements, with maximum gradients of 8% and the placement of horizontal intermediate platforms to serve as rest areas where necessary.

The plan includes a review of the bus stops in order to ensure they remain connected to the road and the paths without any interference to or from pedestrians above the road.

A maximum width of five metres was established as a design criterion; however, this was not always possible owing to the fact that buildings and related installations limited the amount of space available on the road margins.

One of the design priorities was to ensure sufficient transverse permeability for the road by incorporating three new walkways and connecting the paths to the existing bus stops, whose design would be adapted in line with current standards with regard to the space required for bays and shelters to protect users.

The plan also takes into account the lighting of the paths and bus shelters, in order to enhance users’ comfort and safety.

Environmental and landscape restoration

Plan of the landscape integration measures for the section of road between the AC-11 and the AC-14.

One of the project’s central aims is to increase the humanisation of this particular section of Avenida Alfonso Molina by improving the transit process for pedestrians and cyclists in their designated zones, thereby enhancing their safety and transit experience. To achieve this, we have physically, visually and acoustically separated the vehicular traffic from the new path and garden areas, in order to provide residents and passers-by with an environment that is more congenial and attractive.

With regard to landscape integration, we have identified 12 zones on the right-hand margin and nine on the left-hand margin where work will be carried out. The selection of species to plant in the garden requires a prior analysis of climatic conditions, the aesthetic and design approach that is to be followed (factors such as colour, leaf fall, texture, appearance, etc.), shade requirements, and references from other areas on Avenida Alfonso Molina where gardens have already been planted, as well as an analysis of the requirements specified by A Coruña Council with regard to:

• Specific requirements of the species chosen.
• Resistance to climatic conditions: water requirements, exposure to sunlight, wind resistance.
• Resistance to environmental conditions: urban pollution, suitable geographical location and altitude.
• Ecological and physiological characteristics: soil properties, texture, moisture, growth rate and longevity, transplanting period and level of difficulty, disease and pest resistance.
• Landscape characteristics and other factors of interest owing to their functional utility: suitability regarding the combination of species; criteria related to colour and seasonal variation; suitability for creating or improving the acoustic conditions of the urban environment; suitability as providers of shade; considerations regarding the production of fruit and seeds and interference in paved areas.

As the area is highly anthropised, the project is not expected to have any significant impact on the existing fauna (wood pigeons, swallows, blackbirds, sparrows and mice).

Likewise, the existing historical and artistic heritage has been respected and none of the current architectural elements (hórreos –traditional raised granaries–, the Seat building, the Coca-Cola factory and the church of San Vicenzo de Elviña) will be directly affected by the project.

Simón Bolívar International Airport is situated in the far north of the Republic of Colombia, 16.5 kilometres from the city of Santa Marta, capital of the department of Magdalena. The region’s main tourist attractions include the Sierra Nevada de Santa Marta mountain range, Tayrona National Park and the cities of Barranquilla and Cartagena, two of the country’s most important conurbations.

Opened some 60 years ago, in recent decades tourism and economic development in the region have caused airport traffic (primarily of domestic origin) to grow from 532,000 passengers in 2009 to 2.4 million in 2019, with a compound annual growth rate of 16.5%. To accommodate this growth, the airport was modernised in 2017 with new facilities such as a control tower, passenger terminal and car park.

In recent decades, tourism and economic development in the region have driven growth in airport traffic, with 2.4 million passengers in 2019

At present, the airport has one runway (01/19), which is 1,700 metres long by 40 metres wide and accessed via two taxiways. There is an apron with six stands for parking commercial aircraft, two general-purpose aviation hangars, and a helicopter pad. The three-storey terminal building covers an area of 14,600 m². There is also an underground car park for cars and motorcycles, and a surface-level car park for taxis and buses. Road access is via the Troncal del Caribe, one of the country’s most important trunk roads.

Despite these improvements, the investments that have been made in the Magdalena region to boost tourism mean that a growth in international traffic is expected over the coming years. This is reflected in the traffic forecasts in the Master Plan drawn up by the UTE APM Simón Bolívar consortium, which is led by Ineco and also includes the Spanish engineering firm Ivicsa. The Plan was approved by Colombia’s civil aviation authority, Aerocivil, in December 2020.

Future plans

The Master Plan is the centrepiece of the planning process for an airport. It sets out the path for development and growth based on different traffic forecasts. Taking the current situation as the starting point, a study is made of potential demand in different time horizons. The aim is to determine what infrastructure and services will be required, in accordance with international safety and quality standards, and when they will be required, along with an estimate of costs.

The Plan also evaluates the impact of the airport’s activities on its surroundings and coordinates actions with the aviation authorities, the local community, and local and regional administrations and public bodies. The final stage is approval of the Plan on the part of the state aviation authority (Aerocivil in the case of Colombia). In order to meet these objectives successfully, a Master Plan must be updated periodically, and whenever changes in demand require it to be modified.

Ineco has over 20 years of experience in the drafting and updating of Master Plans: not only for the Aena network of Spanish airports, but also for countries such as Mexico and Kuwait.

PROPOSED DEVELOPMENTS. Summary of the developments proposed by the Master Plan, in comparison with the airport’s current boundaries (marked in green). PLAN_UTE APM SIMÓN BOLÍVAR

The first step: predicting the evolution of traffic

In order to draw up the Master Plan, Ineco’s airport experts began by generating short, medium and long-term traffic forecasts for Simón Bolívar Airport, taking into account factors such as the anticipated growth in international tourism. After an exhaustive analysis they defined a number of different traffic horizons: in the short term, a volume of 3.5 million passengers, with 27,400 aircraft movements; in the medium term, 4.5 million passengers, with 35,000 movements; and in the long term, 7.3 million passengers with over 52,000 movements. In light of the investments made in recent years to promote tourism in the Magdalena region, it was estimated that almost 5% of this traffic could be international.

After preparing the traffic forecast, the experts then identified the needs of the existing infrastructure. They found that the length of the existing runway limited the potential for flights to international destinations in the region, and that it would therefore be necessary to extend it. They also concluded that both the terminal and apron were close to saturation; however, the airport’s proximity to the sea prevented expansion in its current location.

Consequently, in order to meet the forecast growth in traffic, the key action would be to extend the runway in order to serve new destinations up to 2,000 nautical miles away (e.g. New York, Mexico City), and to adapt the airfield so that it meets international standards. To achieve this, the Master Plan proposes a number of different expansion options, which have been evaluated using a multi-criteria matrix that takes into account factors such as air navigation and operability, costs and acquisition of land, impacts on urban areas, noise and restrictions due to obstacle limitation surfaces, construction feasibility, and the impacts on other infrastructure and the environment.

Proposed solutions

Once the needs and the different development options had been studied, the Master Plan defined the key actions to be taken with regard to each traffic horizon. The most notable actions comprise the extension of the runway over the sea platform, for which Ineco prepared a design in 2021; and the transfer of the commercial traffic operations to the eastern side of the runway, which would involve the construction of new taxiways, apron, terminal building, car parks, access routes and other facilities.

In total, the Plan aims to improve the airport’s operational safety, meet the forecast demand, enable the development of new activities associated with the airport environment, and facilitate the airport’s potential development even beyond the horizons studied in the Master Plan.

In the airfield area, the plan is to extend the runway towards the south, in order to provide an available take-off run of 2,040 metres. This will make it possible to operate flights to JFK using A320 Neo aircraft without compromising the number of passengers. Additionally, the Plan proposes enlarging the runway strip to a width of 150 metres and adding runway end safety areas (RESAs) at both ends, in accordance with Colombian Aeronautical Regulation RAC 14.

To carry out these works, breakwaters and earthworks will be used to reclaim land from the sea and reroute the railway line that runs close to the current airfield. These works are designed to maximise the current capacity of the facilities –in order to accommodate up to 3.2 million passengers per year–and will be carried out within a short strategic time frame, in order to be able to handle the anticipated levels of traffic in the coming years.

In the medium term, the commercial operations will be moved to the east of the airfield, thereby making it possible to undertake a major expansion of the airport by creating a new apron, terminal building and car parks, in addition to the auxiliary facilities required to enter into operation (rescue and fire-fighting services, power plant, etc.). In the long term, in order to handle 7.3 million passengers it will be necessary to enlarge the apron to provide 13 aircraft parking stands, expand the terminal building to 35,000 m² and enlarge the various surface-level car parks constructed during the previous stages.

The Plan also provides for new road access from the Troncal del Caribe: this, together with the FENOCO (Ferrocarriles Nacionales de Colombia) railway line will enable the development of an intermodal connection, which is of vital importance to the strategic projects being planned for Santa Marta’s district of cultural, historical and tourist interest.

This intermodal connection will also facilitate the development within the airport of an area for complementary activities (e.g. FBOs, specialist logistics, maintenance and cargo facilities). Land has been set aside for this purpose, in line with the strategic national vision of the country’s civil aviation authority. The current facilities to the west of the runway will be used for general aviation operations (FBOs) or other purposes.

The Master Plan also includes an estimate of the investment required, distributed (approximately) as follows: 35% in the short term, 51% in the medium term, and the remaining 14% in the long term.