High-Speed Lines

Antequera-Granada Line

EUROPEAN UNION

A way of making Europe

 

During the period 2007-2013 this line will be co-financed 


  • by the European Regional Development Fund (ERDF) as part of the Cohesion Fund-ERDF Operational Programme, which will provide in the region of 600 million Euros for the construction of platforms, the supply and installation of tracks and power lines, and the installation of signalling and communications infrastructures;
  • and by TEN-T (Trans-European Transport Network) funding of geotechnical studies for Loja y Sierra Gorda Station and the Loja - Valle del Genil subsection, and for drawing up track-bed projects for the Quejigares-Valle del Genil section, with funds of 2.2 million Euros.

(Information valid at 31 December 2012)


Line map

 

 

 



Advantages of the line

The high-speed Antequera-Granada line will form part of the Andalusia transversal axis. 

The new line will provide a direct high-speed link between Granada, Malaga, Cordoba, Seville, Madrid and other Spanish cities, significantly reducing journey times.

As well as connecting Granada to cities outside Andalusia, the new line will make a significant contribution to transport links within the region.

Archidona viaduct under construction

Description of the line

This high-speed, international-gauge, double-track line is designed for passenger trains travelling at a maximum speed of 300 km/h.

It runs through the provinces of Malaga and Granada, with an approximate length of 126 kilometres. The line starts nearby Antequera-Santa Ana Station, which is on the Cordoba-Malaga high-speed route. The possibility of a second connection in the area of the Gobantes tunnel, creating a direct link between Granada and Malaga, is also being considered.

Antequera itself is located between these two connections, and will be home to a new station bearing the name of the city. 


Boring tube 1 of the Quejigares tunnel

The line will be extended towards Granada, running largely parallel with the A-92 motorway through difficult terrain that will require the construction of relatively long viaducts and tunnels.

Of the total of around 23 kilometres of the route that runs on viaducts and in tunnels, almost 17 are found in the central, 50 kilometre-long section between Antequera and the valley of the Genil River. Many of the major engineering structures have been designed to preserve the surrounding environment.

This section has the two longest viaducts on the line, the Archidona viaduct (3.1 km) and the Guadalhorce River viaduct(2.5 km), as well as the two longest tunnels, the twin-tube Quejigares tunnel (3.3 km), which was drilled by a tunnel boring machine, and the Archidona tunnel (1.1 km).

Other outstanding structures are the viaducts over the A-92 motorway/Arroyo de la Negra stream (401 m) and over the Arroyo de la Viñuela stream (343 m).

The route through the Loja region is environmentally sensitive and technically very complex, particularly because of the presence of an aquifer that supplies water to the town of Loja. The design of the route of the Loja Branch Line is being revised to avoid environmental impact.

From this point, the line will run through more level terrain to reach the city of Granada.


The design of the entrance to Granada is being revised. The previous solution for town planning and the rail infrastructure was included in the Collaboration Protocol for Rail Integration in Granada, signed by the Ministry of Public Works, the Government of Andalusia, Granada City Council and Adif in February 2008.



The Archidona viaduct, passing over olive trees

Archidona Viaduct

The Archidona viaduct is the second longest on Spain's high-speed lines. This spectacular viaduct, which passes high above olive groves for more than three kilometres, was design and constructed to meet an environmental demand.

The original route had to be modified to avoid impact on the aquifer that supplies water to the municipalities of Archidona and Villanueva de Tapia. The solution was to raise the level of the tunnel in this area (Archidona tunnel) so that it runs above the water table and does not affect the aquifer. This elevation meant that instead of an embankment, as previously required, it was now necessary to build a very long viaduct.

The viaduct is a concrete and steel structure emerging from the tunnel to fly over the olive groves of the Archidona valley, under the gaze of the legendary Peña de los Enamorados mountain.

The main constraints of the project were:


  • Great length. 3,150 metres
    It is the second longest viaduct on Spain´s high-speed network, surpassed only by the viaduct over the Guadalete river valley on the Seville-Cadiz line.
  • High seismicity of the area
  • Piers with an average height of 25 metres
  • No track expansion devices on the deck.
    It is the largest structure in Spain to be designed with track expansion devices only in the supports, for maintenance reasons

All of this has required a special viaduct to be designed with a single central fixed point and a composite, more flexible deck with less mass than a concrete one, which are decisive factors in limiting the results of seismic actions to assumable values.



Stations on the line


  • Antequera
  • Loja
  • Granada

Integración en Granada

El Ministerio de Fomento trabaja en colaboración con otras instituciones en buscar soluciones sostenibles técnica y económicamente y que proporcionen el mejor servicio a los ciudadanos.

La última propuesta del Ayuntamiento contempla que la llegada del Ave a Granada se realizaría en una estación, que dejaría de ser término, en el entorno de la plaza de Europa, hasta donde el tren entraría soterrado dos kilómetros. 

Esta propuesta está siendo analizada por los técnicos del Ministerio de Fomento.

Nombre estación de Granada y ciudad al fondo

Main features


  • Length: 125.7 km
  • Route designed for speeds of 300 km/h
  • Line suitable for passenger traffic
  • UIC double gauge track (International)
  • Level crossings: none
  • Signalling systems:
    ERTMS (Levels 1 and 2) and ASFA. Mobile communications system: GSMR
  • 2 x 25 kV/AC electric line
  • Electronic interlocks.
  • Radio type 7,000 m
  • Maximum gradient: 25 thousandths

Environmental Measures

Tunnel Boring Machine used at Quejigares

Adif and the Ministry of Public Works and Transport support sustainable and environmentally respectful development, respecting protected natural spaces during the design, construction and operation of rail infrastructure.

Adif complies with the requirements of the Environmental Impact Statement (EIS), ensuring that all construction and infrastructure work is successfully integrated into the surrounding area and that all applicable environmental measures are implemented as effectively as possible.

On the Peña de los Enamorados-Archidona-Arroyo de la Negra sections major changes have been made to the original construction plan to prevent damage to the aquifer that supplies water to the Archidona and Villanueva del Tapia municipalities. The new plans consist in raising the platform level by 30 metres and constructing a 3 km viaduct to cover an area in which construction of an embankment had been envisaged. The amendments to the original plan have increased the estimated costs by approximately 70 million Euros.

In the Tocón-Valderrubio section, a 150-metre viaduct will be built to prevent damage to the “El Tesorillo” archaeological site, 

The Arroyo Villalta archaeological site, one of the largest pottery complexes in the Bética mountain range, has been found in Antequera. The remains recovered include a Roman oven, which will be exhibited at Antequera Museum.

Thus, the region's cultural and archaeological heritage is also protected.



Information Point and Customer Service Desk (PIAC) in Granada

Piac image on the network

The PIAC in the Network is a space for communication and permanent service to the citizen that offers information on the construction of new high-speed lines.

It also offers personalised information to all the enquiries received through the e-mail addresses provided, whether they are related to construction processes under way and mobility, or to other aspects that affect railway integration in the urban setting, in connection with the construction of railway accesses in the cities.



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