Reduced mobility may be permanent or temporary, and it affects a broad spectrum of the population. This may include wheelchair users, people carrying large or heavy packages, people who are blind or deaf, as well as the elderly, pregnant women, parents with children in strollers, or people who have other physical difficulties to move normally. When using public transportation, their quality of life can be greatly affected if the infrastructure and adequate means to overcome barriers is not available. For this reason, the European Community and Spain both have laws that regulate the basic conditions of accessibility and non-discrimination in the access and use of means of transportation by people with disabilities.

In the case of Spain’s public transportation services, both the Ministry of Public Works and Transport and the public companies Aena, Adif and Renfe have spent years designing and improving transportation systems so that people with disabilities or reduced mobility can access and use them safely and comfortably. As part of this effort, in 2007, Renfe Operadora created Atendo, a free service to provide assistance to passengers with disabilities or reduced mobility. Atendo is a cutting-edge initiative in Europe and currently serves more than 120 railway stations. At the same time, in 2007, the company launched a Universal Accessibility Plan, which was extended and improved in 2010 and includes the adaptation of stations and trains.

Ineco, as an engineering and public consultancy company, has extensive experience in the remodelling and modernization of railway stations and airport terminals, in which the accessibility is one of the key criteria. Both the engineering and architecture teams, in the project phase, and the construction management team, have been working on conditioning and adapting mobility in more than 150 Cercanías stations since the start of this century.

In order to ensure the improvement of station accessibility, Ineco has drawn up execution projects for each station by identifying shortcomings and requirements, to provide a more sustainable approach and also carries out the works based on railway operation in order to avoid disrupting passenger travel.

Improvement of six COMMUTER RAIL stations in Andalusia

Many Spanish stations are more than 80 years old and, although they have undergone constant improvements, their facilities need to be updated to conform to current regulations. In general, the scope of these actions includes the installation of lifts connecting to walkways under or over tracks to link the platforms to each other or to the other areas of the station, the adaptation of stairs to the width and number of flights established in the standard, improvements in lighting, including routing elements in flooring, changing flooring to comply with non-slip requirements, raising platforms or adapting the height of the edge of the platform, and the addition of signal bands and platform edge pieces, in accordance with the Royal Decree.

This work isoften done at night in order to keep the service open to passengers and allow trains to run normally

This report showcases the work and projects currently being carried out as part of the Renfe Station Plan in six Cercanías railway stations in the provinces of Seville and Málaga.

1. Los Boliches station

The Los Boliches station forms part of the C-1 line in Málaga’s commuter rail network, and it serves approximately 1,928 passengers per day.

The works carried out at this station have resolved the main problem: to allow accessibility for people with reduced mobility by installing a lift and improving access using stairs and a ramp.

The actions consisted of the installation of a panoramic lift; modification of the arrangement of stairs and ramps; widening the access walkway to the platform; replacement of flooring and railings; raising of the platform above the level of the track; adaptation of edges in accordance with Adif regulations regarding the installation of podotactile flooring and signalling bands; modification of the shelter and reinforcement of its lighting to comply with current regulations, and replacement of the lighting system with LEDs.

2. Lora del Río station

The Lora del Río station forms part of the C-1 line in Seville’s commuter rail network, and it serves approximately 2,466 passengers per day.

The works at this station provided a solution to the existing accessibility limitations, adjusting the edges of platforms and installing lifts in the underpass, as well as raising the height of 31 metres of platform 2 in the direction of Córdoba, and extending platform 1, also approximately 31 metres long, in the same direction, giving both platforms a total length of 200 metres. Platforms 2 and 3 were also equipped with a shelter, over the stairs and as far as the lift access. The platform lighting was strengthened and replaced with an LED lighting system.

Another important addition was the installation of three new panoramic lifts that allow the movements of all passengers to the different platforms through the underpass.

3. Virgen del Rocío station

The Virgen del Rocío station forms part of the C-1, C-4 and C-5 lines of Seville’s commuter rail network. It serves approximately 6,758 passengers per day and is located in front of the Virgen del Rocío University Hospital in Seville.

The main actions at the station focused on inserting two lifts to allow accessibility between the lobby and the two platforms. The lifts were installed in this location due to the need to give priority to adequate functional distribution in the lobby as well as on the platforms. On the main platform, platform 2, the structure and layout of the ramp were modified to accommodate the lift. On platform 1, a panoramic lift was installed adjacent to the building, in the platform access area, and occupying part of the embankment.

In addition to the installation of lifts, a series of actions were carried out on the lobby, underpass and platforms to improve accessibility and appearance. These included the relocation of the existing ticket office in the commercial space, currently unused, allowing the rest of the commercial space to be used as an entrance lobby area, the installation of podotactile route indicator and the arrangement of turnstiles in a single set located in the lobby. Over the course of the project, a Customer Service area, separate from the lobby, was also implemented before the turnstile area, facilitating adequate provision of passenger services.

4. FUENGIROLA station

The Fuengirola station forms part of the C-1 line, which covers the route between that station and Málaga-Centro Alameda. The Fuengirola and Los Boliches stations are the two stations in the municipality that provide this commuter rail service.

With the works carried out at the Fuengirola station corrected its accessibility and lighting shortcomings. The main action consisted of adapting the central platform and lighting. To do this, both sides of the edge of the platforms on track 1 and track 2 were trimmed by between 5 and 15 cm to adapt them to the train’s clearance and the new piece of platform edge that was installed, along with the podotactile strip and yellow safety strip, in accordance with current accessibility regulations.

Floor routing was installed, along with signs for stairs and platform lifts on platforms and in the lobby. In addition, lighting, which is required from the street level to the platform, was strengthened.

5. BELLAVISTA station

The Bellavista station forms part of C-1 line in Seville’s commuter rail network (Lebrija-Utrera-Sevilla-Lora del Río), the network’s longest line along with C-3, and one that receives the most passengers, with an approximate demand of 1,683 per day. It is located on the edge of the city, where the railway line marks the division between urban and agricultural land.

The works solved the station’s main problem , which was to allow accessibility by people with reduced mobility by installing lifts. In addition, a series of actions were carried out on the underpass and the platforms to improve accessibility: installation of podotactile routing in the underpass; flooring to signal the location of lifts and stairs; and the replacement of the lighting system in the underpass with one with anti-glare LED technology. The works on the platforms involved the demolition and construction of new platform edges, following the guidelines for the improvement of accessibility to the railways stipulated in RD 1544/2007 and the Adif Accessibility Technical Manual.

6. Benalmádena station

The Benalmádena station is located at KM 19.6 on the of the Málaga-Fuengirola Iberian-gauge railway line and forms part of the C-1 Line of the Málaga commuter rail network.

On platform 1 of the Benalmádena station, the markings of the platform edge had to be adapted. Two carborundum strips (silicon carbide) were constructed in situ on the existing platform edge, in addition to the with the installation of a 60-cm podotactile piece and the yellow approach strip.

The main work was done on platform 2, raising the height of the entire length of the train platform (80 metres in total) to 68 cm above top of the rail and installing a new platform edge in accordance with the regulations. The platform was raised by constructing a rough brick wall and a new reinforced concrete floor, with the new edge piece installed on top, with a new 60-cm podotactile strip made of button tile, and the yellow warning strip. The new platform flooring was made of polished concrete.

In the lobby, route indicators were installed from the entrance door of the building to the passenger building, to the lifts and stairs that connect to the platforms, installing new signal flooring on them. The lighting on both platforms was renovated.

The Danish public company Banedanmark (BDK) has commissioned Ineco to complete the operating scenarios in an ambitious renovation programme for the railway signalling of the country. The project has been awarded to Ineco, in collaboration with CEDEX, and includes drafting specifications of the operational trials for the service commencement of the ERTMS (European Rail Traffic Management System) subsystem.

It also includes drafting work specifications for the two pilot lines completed by the multinationals Alston and Thales for Banedanmark. The contract was awarded to Ineco on account of its experience in ERTMS, at a national level as well as in the European works in monitoring the interoperability for the ERA (European Railway Agency) and the European Commission.

December 2016 saw the completion of the first SESAR research and development programme, with a total of 63 Air Traffic Management (ATM) solutions, all with a shared goal: increasing the number of air operations, increasing safety, and reducing the costs and environmental impact associated to each flight, all priority issues for the EU. This was possible thanks to the combined work of airport managers, air navigation service providers, the aviation industry and airspace users. This was a fruitful collaboration as part of the company SESAR Joint Undertaking (SJU), a public–private partnership bringing together all Air Traffic Management (ATM) R&D initiatives in Europe. Founded in 2007, the company was created by the European Commission (EC) and Eurocontrol to coordinate the growing number of partners and to manage financial and technical resources, with a view to making the Single European Sky project a reality.

According to statements by the EC, SJU has met its expectations. The parties responsible for technological development for the future European Air Traffic Management system presented a total of 63 solutions at the end of 2016, defining standards, operating procedures, technology and pre-industrial components. These solutions were developed with a clear focus on subsequent deployment and implementation.

ENAIRE’S leadership

Together with its shareholder ENAIRE (formerly Aena), Ineco began participating in 2000 in the area of ATM in European R&D Framework Programmes, which were co-financed by the European Commission and ultimately replaced by SESAR JU to unite efforts, to avoid the duplication of work and to promote the deployment and implementation of the different developments. Since the development phase got underway in 2008, ENAIRE has participated in 95 projects (the programme includes over 300), taking a leading role in 16 of these. Ineco’s contribution to SESAR began in December 2010, with the company ultimately participating in 54 projects. Participation in SESAR has allowed us to keep up to date with the evolution of ATM technology and operations, putting this experience at the service of our clients and shareholders. Regarding this, it should also be highlighted that Ineco, jointly with ENAIRE, led WP6 Airport Operations, diferent kind of operational projects and also Operational Focus Area(OFA) in which projects were grouped assessing the same concept. The company also contributed in the development of operational concepts in the Network, Route, TMA and airport areas and in the coordination and execution of validations (both in fast and in real time) and the subsequent analysis of indicators from different perspectives (for example operations, economics, environment, safety and human factors).

Ineco experts also developed Touch It!, a tablet application enabling measurement of the workload of any human actor in their professional setting, whether this be aeronautics or not.

PLANNED OBJECTIVES. The hexagon in the graph above shows SESAR’s six proposed performance areas for measuring the success of the works carried out. The blue hexagon shows SESAR‘s initial targets, with the green one showing the high level of achievement reached by 2015, with a year still remaining for development.

SESAR deployment phase

In order to truly meet the objectives set, conceptual development of solutions is not sufficient. The industry must put these into production, at the same time deploying or implementing them. Similar initiatives in the past have not achieved this. However, there is now a body (the SESAR Deployment Manager) and a budget earmarked for making this happen.

The SESAR deployment phase guides and ensures the deployment of the developed solutions in a coordinated way within the European Union. As part of this, the EC published a regulation in 2014 called the Pilot Common Project, defining the first large-scale actions to be carried out in order that the technologies presented be available and put into operation. This is a mandatory regulation which all providers must put into effect in accordance with the implementation phases. This level of integration and information will also involve on-board equipment, manufacturers, flight personnel, controllers, airlines and the aeronautical industry as a whole.

What are the benefits? In addition to advances in terms of the safety of air operations and reducing fuel consumption, the advantages include interoperability and reduced operating costs. But above all, it is also a political achievement, a shared experience which confirms the movement towards a more united, collaborative Europe, gradually finding supranational systems to bridge the historical borders fragmenting and hindering the dream of a unified territory.

PRESENTATION OF PROJECTS. Form left to right: aeronautical engineers Ester Martín, José Manuel Rísquez and Laura Serrano, who attended the SESAR Showcase event on behalf on Ineco and representing ENAIRE. The event was held in Amsterdam on 30 June and featured presentations on the 63 solutions developed.

SESAR 2020: Second phase of development

Starting in October 2016, a second phase of development, SESAR 2020, is following suit, not only in launching the development of new solutions but also in completing the development of those that began in the first phase. This new programme presents a series of R&D projects, from early conceptual ideas to validation in operational settings for deployment. These projects are grouped into three large areas:

• Exploratory research, the most innovative part of SESAR, which is subject to open calls for projects.
• Industrial Research & Validation, where concepts offering significant ATM benefits are refined and validated. Only SJU partners and associate companies can participate.
• Very Large Demonstrations: projects included in the step prior to industrialisation and/or production, which are oriented towards validated concepts that require European or global coordination.

In the first development phase, there was a separation between operational projects and systems projects. This risk disappears in SESAR 2020, as each project includes a team of both operational and systems experts, with both groups being involved in the entire life cycle and development of the project: concept, requirements, validation, verification, etc. In addition, certain processes have been elaborated to ensure greater involvement from airlines, which are one of the most important actors in the world of ATM as they will be the users of the future ATM system developed by SESAR.