The modernisation work on the San Bernardo Cercanías station in Seville was carried out while maintaining the services of the station, which has a high degree of intermodality with other public transport in the city, such as Line 1 of the Metro, Line T1 of the tram system and various bus routes. The main objective of the project was to bring the passenger building in line with accessibility, fire safety and energy efficiency regulations, while seeking proper and feasible execution in terms of cost and completion of the works. The refurbishment also included a more rational arrangement of spaces –taking advantage of natural light– and improved transit and layout of the main hall. The exterior was also given new look that was in line with the interior modifications.

With a total of 4,710 m² of floorspace (1,100 m² in the main hall plus 3,600 m² for platforms), the station used to have two entrances at either end of the main façade, leaving a space in between occupied by the cafeteria, which had direct access from outside and inside, and two mezzanine storage areas connected by a walkway. The main hall originally had a ticket office and small commercial area at the centre, which split the natural flow of passengers by breaking the row of turnstiles and dividing it in two. The interior was illuminated by a large window in the façade –a key feature of the station– and the exposed, sloped roof enhanced and directed the entry of light. After passing through the turnstiles, passengers
descended to the platforms via two large lateral access spaces using escalators. The platforms, which also provided access the Seville Metro, were showing their age in terms of the finish and lack of lighting, making them gloomy and unwelcoming places.

After studying all of the possibilities, the decision was made to create a single entrance and direct the flow of passengers to a single row of turnstiles; move the commercial area, cafeteria and ticket office to the sides of the main hall; and expand and refurbish the mezzanine storage areas and turn them into offices for Renfe. This large space was enhanced with an expansive curved ceiling that levitates over it and serves as the main channel for light entering through the large window in the façade and also reduces noise inside by absorbing sound.

Accessible platforms and new facilities

In terms of the platforms, the use of new materials for the modernisation and refurbishment of the entire space was maximised. The suspended ceilings, light fixtures and sidewalls were removed and replaced with a sloped suspended ceiling that collects water from the tunnel slab and channels it to the side. This was reclad with cladding with substructure fixed to the existing cavity wall, creating a new chamber for water collection. The flooring (slip-resistance 3) on the platforms and platform edges was removed and replaced. The lighting was replaced by a continuous linear LED lighting system on the edge of platform.

Fire doors, two new lifts for the platforms and new emergency exit doors were installed, and the electrical system, communications room and electrical panels were renovated.

Surveying with a 3D laser scanner

New design technologies were used to create a functional concept that prioritizes accessibility and order in the flow of passengers. From the beginning of the Ineco project, BIM (Building Information Modelling), software from Revit was used, and it proved to be a highly useful tool in terms of improving coordination with structures and facilities, and generating a model that would also facilitate rapid understanding by all participants in order to streamline resolution of design details and issues. As a starting point for modelling the initial state of the station, a 3D laser scanner was used to survey the entire exterior and interior of the building, including the main hall, technical rooms and platforms. The three-dimensional laser scanner automatically measures a large number of points on the surface of an object in order to generate a data file. The points measured by the device are compiled into a point cloud georeferenced to the UTM coordinates. In this case, the laser also took georeferenced photos with a built-in camera and a specific program then allowed the integrated display of the point cloud and images in order to identify and locate elements, and obtain length and area measurements, among many other functions. The cloud provided a virtual replica of the station in the project’s computers that could be used as a tool for navigation and continuous consultation throughout the project, and to serve as a basis for the station’s parametric modelling in a program that supports BIM workflow.

Detailed planning made it possible to maintain all train services during the execution of the works

New lighting and electrical system

Information from the 3D laser scanner was used to improve data collection at the site. The generated files were used to obtain data on elevated elements, such as the diameter of main hall ducts, the size of platform grilles and the position of safety and passenger information elements. The work also included the installation of new systems for the renovation of the main hall and platforms. Any that were in good condition were kept and ventilation outlet and intake elements were adapted to the new suspended ceilings. Although the platform evacuation, use and occupation conditions were not modified, the capacity and condition of the emergency exits were analysed during the project stage.

The electrical system was completely overhauled, from the station’s transformer unit, and including new distribution boards and halogen-free wiring to bring the installation in line with the 2002 Low Voltage Regulations. New lighting was also proposed to adapt the system to the new distribution and the minimum requirements set out in the Building Regulations (CTE DB SUA) and Royal Decree 1544/2007 of 23 November concerning accessibility. This equipment was designed with a system to regulate and control each area, including a system to take advantage of natural light in the main hall. All of the proposed work was aimed at improving energy efficiency in the station; for example, the planned loads in the main hall are lower than the existing loads due to the reduction of usable area in the main hall and primarily the improvement of insulation of the roof, with the installation of a suspended ceiling with integrated insulation, and cladding of part of the exterior façade with an external thermal insulation composite system.

Another improvement in energy consumption was the installation of ventilation programmers on the platforms connected to a detection and control centre, CO detection elements, opacimeters and thermostats in order to reduce fan operating times. Finally, in the project stage, the energy certification of the building was simulated for reference using the CE3X v1.3 program, which is recognised by the Ministry of Industry and the Ministry of Public Works. This study confirmed the improvements and the existing building’s classification was upgraded.

MAIN HALL

Turnstiles in a single row.

The primary aim was to completely rearrange the main hall, including a new passenger service area, creating a single open space to facilitate the movement of users and passengers. To do this, a suspended ceiling was created to cover the entire main hall with insulation and integrated LED lighting, and turnstiles were expanded and relocated in a single line to facilitate routing. In addition, sidewall and flooring finishes were renovated to improve distribution and organization of the movement of passengers to both platforms.

Spain is the third most popular tourist destination in the world in terms of revenue and for another year it has beaten its own record by exceeding 68 million visitors in 2015, three million more than the previous year. According to all of the analyses carried out, a factor that has benefited the sector is the situation of political instability from 2011 in Mediterranean destinations such as Tunisia, Egypt and Turkey. They all compete with Spain, which mainly receives European tourists: seven out of ten are British, French, German or Italian although, in relative terms, the increase in arrivals from the US and Asian countries is notable. According to Turespaña data, almost 80% of the total number came by air (half on a low-cost airline); a determining factor in this figure is that the Balearic and Canary Islands, for example, which are amongst the most touristic destinations in the world, are islands. As such, in 2015 all of the 46 airports in Spain registered more than 207 million passengers, 5.9% more than the previous year.

During 2015, eight out of ten visitors came to one of the 46 Spanish airports

Besides the two major Spanish airports, Adolfo Suarez Madrid-Barajas and Barcelona-El Prat, which between them accounted for 41.7% with 86.5 million, more than 101.7 million passengers –49.1% of the total– were counted in the 14 airports classified as “touristic”, coinciding with the most touristic destinations: the Balearic Islands, Palma de Mallorca, Ibiza and Menorca; the Valencian community, with Valencia and Alicante airports; Andalusia, with Málaga and Seville; the Canary Islands, with the airports of Gran Canaria, Tenerife South, Lanzarote, Fuerteventura and La Palma; and Catalonia, with Girona and Reus airports.

They all underwent processes of improvement and enlargement in the 2000s in order to increase their capacity, closely linked to the growth in tourism, known as the Barajas Plan, Barcelona Plan, Levant Plan, Málaga Plan, Canary Islands Plan, etc. During this time, Ineco has provided its services to the Ministry of Development and Aena in the planning and execution of the activities. Since 2008 it has also been in charge of the Traffic Forecast Office, which plays a key role in airport planning. A few times a year, a team of engineers and technicians updates the forecasts, and this is carried out with a macroeconometric model called PISTA (Integrated Prognosis of Air Traffic Systems), also developed by Ineco, with a specific methodology based on the concept of a ‘network’ and independent models for the national and international segments, based on significant economic variables. Furthermore, in preparing the specific forecasts for each airport and for the short-medium-term, other factors are taken into account such as competition from other means of transport (mainly AVE), the existence of other airports in the area of influence, changes in offers from airlines (new destinations, greater frequency, new models of airplanes used, etc.), special events (sports competitions, summits, etc.) and others.

Since 2008, Ineco has also been in charge of the Traffic Forecast Office, which plays a key role in airport planning

Not only are volumes of passengers, operations and goods for each airport in the network forecast, but the design values (DHP, design hour passengers; and DHA, design hour aircraft) that are essential for adequate planning of the infrastructure are also considered, since they allow detection of the needs that airports will have and, furthermore, when it will be necessary to carry out the activities. The results of the traffic forecasts are used to prepare Aena’s business and investment plans, as well as to design commercial strategies in airports and, as such, they are very important.

The Arid Lap project is financed by the Centre for the Development of Industrial Technology (CDTI), a Spanish public institution, through the Feder-Innterconecta Andalucía 2013 Programme. As suggested by the title –“Minimizing the effects of extreme climates on high-performance rail infrastructures in arid zones”– the aim is to develop technological solutions to minimize the negative impact of the meteorological conditions particular to arid zones on the operation of high-performance rail lines. The project focuses on the impact of sand (both airborne and suspended), and of high-temperature gradients and their consequences for rails and overhead line.

In 2013 and 2014, the universities of Granada, Seville and Madrid, the region of Andalusia, in the south of Spain, and the Málaga Rail Technology Centre all served as testing ground for trials with drones, temperature sensors, sand traps, weather stations, measuring systems, sand containment barriers and a large range of innovation projects.

Analysis of the impact of the environment on rail infrastructures in countries with arid climates showed that wind and suspended sand, as well as extreme temperature gradients, may prevent the line from functioning correctly, on account of abrasion, erosion or the accumulation of sand on the tracks, the wearing down of materials, etc. With a view to tackling these issues, the committee has focused on developing technology to predict and pre-empt the influence of weather conditions on the infrastructure and rolling stock, so that there is sufficient time in advance to take countermeasures.

Ineco participated in this project in consortium with the companies Adif, Elecnor, Deimos, Abengoa, Nervados, OHL and Win Inertia, working collaboratively together

The project’s results will take the form of technical scientific knowledge, which will pave the way for new engineering services and methods on the market for predicting adverse weather conditions and quantifying them when constructing infrastructures in arid environments. Adapting these services to arid conditions will allow for new systems and design recommendations. In short, this will make it possible to optimize the design, construction and maintenance of elements such as rails, railway platforms, catenaries, ballasts, telecommunication systems and security systems.

Teamwork

Ineco participated in this project in consortium with the companies Adif, Elecnor Deimos, Abengoa, Nervados, OHL and Win Intertia, working collaboratively together whilst simultaneously focusing their own research on a specific area. It also collaborated with the project University of Granada, the CSIC´s Experimental Station of arid zones, the University of Seville’s Research Foundation, the Complutense University of Madrid, the Andalusian Association for Research and Industrial Cooperation and the Andalusian Foundation for Aerospace Development.

Ineco, Elecnor Deimos and Adif, together with Fada-Catec, have worked on three campaigns flying drones to determine their usefulness in detecting sand, rocks and obstacles on the track, anomalies in catenary cable compensation, cracks, water yields and landslides. Studies have also been conducted on: whether UAV (Unmanned aerial vehicle, or drone) flights are compatible with high-speed environments, inspecting limited-access viaducts, and generating orthophoto maps and high-resolution digital models of the terrain.

In terms of the impact of the environment on the infrastructure, Ineco and OHL have analysed the geomorphological risks and ecological processes in desert areas. Ineco and Adif have analysed the lines in operation, their problems and the solutions that have been adopted. Ineco and Abengoa have carried out a study on the requirements and responses to take into account for the track devices in the face of adverse weather conditions in desert areas.

Seven companies, 14 R&D projects

1. Ineco: Forecasting models, drones and web platform

Ineco, together with the University of Granada, has developed a mesoscale meteorological model for forecasting wind and aeolian sand transport. It is essentially an application that, at least 48 hours in advance, is able to communicate the wind’s direction and intensity at specific relevant locations, as well as the levels of airborne sand associated with the wind levels at these locations. To this end, the company has installed a weather station and sand traps, to be used to calibrate the model, at the Doñana Biological Reserve dune field in Huelva.

Ineco also developed the web platform MARTE, bringing together all results from the various activities that form Arid Lap. In this way, MARTE manages monitoring information, alarms and predictions. The tool manages and processes data registered by the sensors on the Córdoba-Málaga high-speed rail line, specifically at Málaga station (sensors to detect sand build-up, rail temperature, rail stress, overhead line temperature and stress), as well as at the Doñana weather station. Furthermore, alerts are sent when the sensor thresholds are exceeded. There is a unit for spatial visualization and integrating the satellite, drone and aerosol (suspended particulate matter) images generated during the project.

2. Abengoa: Sensor and alert systems. Protections in sensitive elements of the infrastructure

As leader of the consortium, Abengoa actively participated throughout the project, focusing on studying the electrical insulator distances in environments with high levels of sand/dust in the air, and on developing sensor system methods to monitor and supervise the state of rails and overhead line in real time. Their aim is to send alerts when the values exceed those which limit operability and safety.

The technological development team for the department of Railway Engineering at the Rail Technology Centre (CTF) in Málaga has also conducted research on systems which prevent sand from accumulating on the junctions. These can be elevated structures which replace the ballast, or wind acceleration structures. They are designed to protect the hinged sections, and the greasy sections of elements that require lubrication in the overhead contact line, from the negative effects of a build-up of sand, extreme changes in temperature and water condensation. Lastly, they also designed new mechanisms for protecting elements of the compensation system for pulleys and counterweights against arid environments.

3. Win Inertia: Electronic as a solution. Sand sensors and communications

This Andalusian company has developed a sand build-up sensor, which measures both the weight and height of the accumulated sand. They have also simultaneously developed a concentrator system, which collects information in situ from the sensors (both the Abengoa ones and the Win Inertia ones), and then sends it to MARTE to be managed.

4. Elecnor Deimos: Aerospace technology for railways

They have focused their involvement on applying new aerospace technologies. They primarily developed on three lines, using satellite images to identify and quantify adverse conditions in arid zones for the first line, as well as identifying the changes that might arise, as concentrated aerosol images. These allowed them to evaluate their use in studying the risks associated with dust in the infrastructure in advance, or high-resolution Deimos-2 images in order to estimate the technical viability of using algorithms to detect changes to pinpoint the spread of sand and dust.

They also used images from drones to achieve sub-centimetre resolution, which makes it possible to semi-automatically detect, from the difference in height, the rock fall on the track. Lastly, Elecnor Deimos has developed an infrastructure for processing, storing, distributing and visualizing images from satellites, UAVs and related products based in cloud technologies, integrated with the control application MARTE, which was developed during the project.

5. OHL: Ecological Recovery and containment systems

OHL and Nevados jointly developed a containment system which produces a “trampoline” effect, concentring and projecting the natural flow of air with suspended sand around the sides of the rail infrastructure. Using 2D simulations and trials in wind tunnels, they have come up with a design which prevents the sand from moving forwards (with wind speeds below 15 m/s), or throws away and above the track, owing to its aerodynamic design (speeds greater than 15 m/s). At the same time, OHL have carried out a critical analysis on applying ecological recovery to the railway environment in arid areas.

6. Nervados: Concrete know how. Prefabricated and personalized

Nervados has taken on the challenge of optimizing the design part and modelling of the prefabricated concrete barrier that impairs performance, as well as the manufacturing, transportation and concrete spreading processes. They have researched the need for concrete which is resistant to erosion and extreme temperatures, both when being manufactured and when put to use. At their facilities, they have carried out the entire prefabricated concrete piece project, with the exception of manufacturing the moulds.

7. Adif: Validating new technologies, radar sounding with GPR and drones for railways

Adif, meanwhile, has been responsible for the integration and validation, in a high-speed environment, all systems developed by the other partner companies, establishing the requirements of each development and installing sensors at María Zambrano Station and MARTE application in the Rail Technology Centre, both in Málaga, and facilitated the use of its infrastructure for testing drones for railway applications. Furthermore, they have carried out tests to detect the ballast contamination level using a Ground Penetrating Radar (GPR), which demonstrated this non-destructive sounding technique to be a good solution.