Light Metro Pinar de Chamartín-Sanchinarro-Las Tablas. Section I
Here you will find information, graphic documentation, photographs, etc. of this work.
Commissioning: May 24, 2007
This extension starts at the new Pinar de Chamartín interchange, where Line 1, which connects to the center, and Line 4, which connects to the east, converge, and ends in the vicinity of Metronorte station 3 in Las Tablas.
This new line runs largely underground, offering service to the towns of Pinar de Chamartín, Isla de Chamartín, Sanchinarro, Virgen del Cortijo and Las Tablas. The line has been divided into two sections.
From the "roundabout of the M-11", the platform of station No. 2 of the section begins. The central area of the station crosses the Renfe line, executing the crossing by diverting the Renfe lines. The station will serve the Island of Chamartín and will correspond to the suburban line that in the future will run along the aforementioned railway line, serving both the future inhabitants of the Island of Chamartín and those of the Colonia Virgen del Cortijo. and to the workers of the Manoteras industrial estate.
Next, the route continues under c/Fuente de la Mora, which will run in a straight alignment until the intersection with Avda. de Manoteras. Then it turns to the right at a 90° angle that incorporates us into Avda. de Manoteras, where station no. 3 is located, next to the BOE facilities, and will serve the population of Virgen del Cortijo and the workers of the Manoteras industrial estate.
Before leaving Avda. de Manoteras, it describes a curve through which it crosses under Calle Alcaide Conde de Mayalde and is situated under the garden area located between Calle Infanta Catalina Micaela and Príncipe Carlos, ending the covered tunnel area, and running from here on the surface.
|Total length of the section||2,531 Km|
|Number of stations||
The trace runs along the left sidewalk of c/Príncipe Carlos, bordering a roundabout that needs to be remodeled so as not to affect the green area. After the roundabout, stop No. 4 is located, which will serve the entire southeast area of the PAU de Sanchinarro.
After this stop, the line runs along c/Príncipe Carlos, crossing the roundabout where this street intersects with Francisco Pi i Margall, with stop no. 5 after the roundabout and the section ending a few meters later.
Two ventilation shafts have also been built, one of them in c/Arturo Soria and the other in c/Fuente de la Mora before the Virgen del Cortijo station. Likewise, two pumping wells have been made at the lowest points of the tunnel, the first is located under the structure of the M-11 and the second, a few meters after the intersection between Avda. de Manoteras and c/ Source of the Blackberry; In addition, a runoff bypass has been carried out, to allow the flow of the streams cut by the trace (under the structure of the M-11 motorway).
Once the roof slabs have been executed, the earth located in the area of discontinuous screens (piles) is excavated or destroyed. In general, this excavation will take place in full section, except in particular cases.
The extraction of land and materials in this work has been carried out in three areas: the first was from a ramp designed for this purpose within the tunnel area in the roundabout located below the structure of the M-11 motorway to extract the areas of Calle Arturo Soria and Isla Chamartín. The second, through a side entrance at the Fuente de la Mora station and the third at the open-air exit of the tunnel itself.
Once the complete excavation has been carried out, the floor or counter-vault is executed, and at the end the finishes are carried out.
The typical section of the tunnel is 7,80 m wide, and the minimum height from grade to floor is 4,70 m. To determine the section, the dynamic gauges of the rolling stock have been taken into account.
The typical section in the underground station has a variable width between 7,80 m in the normal tunnel and 16,7 m in its central body, both measurements corresponding to the inner face of the screens.
One of the most significant points is the passage under the Madrid-Irún railway line, which is located inside station 2.
The central area of the station crosses the RENFE line, which was carried out by diverting the RENFE lines, while the final section is located under the Madrid City Council Garbage Collection Service truck parking lot, which is located at the southern end of the Manoteras industrial estate.
These stations represent a simple proposal of materials, modules and panels of the canopies and railings, in such a way that they allow the line to be clearly distinguished by its characteristic elements.
The main characteristics are common to all of them:
- Platform of 45 m and 3 m wide.
- Height above rail level 30 cm.
- Access ramps with slopes less than 18% in compliance with the regulations for the removal of architectural barriers.
- Platform flooring with non-slip slab, since all of them are on a slope.
- Cross slope of the platform of 1%.
- Provision of stainless steel railings.
- Layout of a canopy with 2 modules, 5 m long and 3 m high, made of stainless steel and paneled with stadip glass with butyral-polyvinyl sheet and red trespa. One of them is the technical module (ticket dispensers, information panel, telecommunications cabinet, electrical connection, public telephone and advertising). The other module is intended to house seats.
Pinar de Chamartin Station
It is located on Calle Arturo Soria, in the district of Hortaleza, although forming part of the line, it is integrated into the interchange station project with lines 1 and 4 of the Madrid Metro, included in the project to extend said lines . Only the track superstructure is included in this project.
It is an underground station with a double side platform. Its depth is 5,5 m and a length of 60 m. The estimate of passengers in this interchange of the Metro Network is 12.500 passengers (calculated at that time).
Station Source of the Mora
It is located between kp 0,615 and kp 0,740, in c/Arturo Soria, in the Isla de Chamartín area, being completely underground, on a slope and with a central platform and which will connect with the future Renfe commuter line.
Communication from the outside with the lobby floor is made from two entrances, one on each side of the railway line.
The first is at street level and allows level traffic, and the second, on the other side of the track layout, with a height of 9 m above the first access and descends to the communication corridor with the access above by means of the fixed staircase and two escalators. It also has an elevator for use by PMR's. From this vestibule, one descends to the platform by means of a fixed staircase and two mechanical ones, also having an elevator for use by PRM's.
Therefore, the station is made up of a roof slab, an intermediate floor and a vault where the platforms are located. The central body of the station has an excavation depth of approximately 10 m.
The roof slab in the area of the platforms is a lightened reinforced concrete slab with a thickness of 1,20 m, while the vestibule slab is made of reinforced concrete with a thickness of 1 m, anchored to the screens.
It has been executed in the open, using the system cut-and-cover, Executing perimeter screens 1 m thick from the surface and roof slab in the shortest possible time, to then proceed to empty the interior enclosure. Preparation of work platform and execution of guide walls.
The total length of the station is 201,25 m, with a boarding platform length of 48 m and a width of 10,50 m. On the platform floor and at the beginning of the station according to the progress of the p.ks. the emergency stairs that access directly to the outside are located.
Due to the crossing of the Renfe line, its construction requires the temporary diversion of said line, thus allowing it to be carried out in phases with the same construction procedure as the rest of the tunnel and stations.
For the future connection with the Renfe line, the installation of four more stair cores consisting of a central fixed stair, two escalators on each side and four PMR's lifts, orthogonal to the station, which will ascend from street level to the lobby level of the exchanger. These works are planned for the future but are not part of the project.
The hall has a free height of 3,60 m and a maximum useful width (in the boarding areas of the platform access stairs) of 16,70 m, reducing to 11,55 m. On this level are the facilities control rooms, changing rooms, toilets and cleaning.
Virgen del Cortijo Station
It is located between pk 1,083 and 1,20, on Avda. de Manoteras near Sanchinarro, being underground, on a slope, with a single central platform. The environment of the station is, in the Virgen del Cortijo neighborhood, multi-family residential, and tertiary, in the Manoteras industrial estate. The road axes in the area are urban, collecting residential traffic from Virgen del Cortijo, and traffic from the Manoteras industrial estate at its connection with the A-10. The station collects the pedestrian mobility of the residential areas and the adjoining industrial area. In the vicinity it is possible to make the exchange with line 150 of the EMT.
Like the previous station, it is a station with two level changes: from the street to the lobby and from the lobby to the platforms. It has only one pedestrian access for passengers; Access to the lobby from the street is through an exterior access pavilion, where there is a fixed staircase and two escalators, with a difference in level of 5,5 m. It also has another access, located outside the pavilion, by means of an elevator for use by PRM's that connects the outside with the lobby floor. The communication from the lobby to the platform floor, whose difference in level is 5,1 m, is also carried out through three stairs, one of them fixed and two other mechanical ones that are separate for going up/down, and an interior elevator for access to PRM's that communicates both plants.
The station has been built under the open sky, like the one at Fuente de la Mora, using the cut-and-cover, with perimeter screens 1 m thick. The process is similar to that described for the previous station, with the only difference that in the intermediate slab, apart from anchoring the screens, piles were made that served as support for the lobby slab.
Antonio Saura Station
It is located between pk 1,922 and 1,967 on the southeast edge of the park located between the streets Infanta Micaela and Príncipe Carlos del PAU de Sanchinarro. It is the first stop that is properly located in the PAU de Sanchinarro and is on the surface with a double side platform. Its length is 45 m and it is located in a curve with a radius of 425 m and a slope of 7,11%.
The environment of the station is multi-family residential, with the presence of green areas. The intermodality towards the light rail stop, with respect to the road axis, is of an urban type, collecting the internal residential traffic of Sanchinarro. In this area it is possible to exchange with the bus lines that serve the Sanchinarro PAU. And with regard to private vehicles, travelers who access the stop by car will occupy parking spaces in the vicinity of it.
Alvarez de Villaamil Station
It is located between pk 2,415 and 2,460 on the eastern edge of the park located between the streets Infanta Micaela and Príncipe Carlos del PAU de Sanchinarro. It is on the surface with a double lateral platform. Its length is 45 m and, like the previous stop, it is located on a curve with a radius of 425 m and a slope of 20,53%.
The environment of the stop has educational, health and social facilities. There are also green areas interspersed between the facilities and the residential areas, which are of a multi-family type. The intermodality towards this Light Metro stop, in terms of the road axis around the stop, has an urban character, since its main function is to collect internal residential traffic from Sanchinarro. This stop is at a crossroads, so it has good permeability towards the adjacent facilities area. Also at this stop it will be possible to exchange with the bus lines that serve the Sanchinarro PAU. Travelers who access the stop by car will occupy parking spaces in the vicinity of it.
In the tunnel between the counter-vault and the HM-20 batting concrete there is an elastomeric blanket to absorb vibrations where the houses are close, which are from pk 0,000 to 0,500 in the Arturo Soria area and from pk 0,750 to 1,500 .
The tunnel rail is of the UlC-54 type embedded in concrete with the CDM-PREFARAIL-UIC-54-CLASSIC system with an elastic modulus of 40 MNm/ml-rail in those areas where there is an elastomeric blanket. Where there was no elastomeric blanket, the CDM-PREFARAIL-UIC-54-COMFORT system was used with an elastic modulus of 16MNm/ml-lane.
In the surface area, the same slab track system is used, although in this case without an elastomeric blanket and with a Ri60N grooved rail using the CDM-PREFARAIL-Ri60N COMFORT system with an elastic modulus of 18 MNm/ml-rail.
Given that the road is located in sidewalk or road areas, the surface finishes are cobblestone and granite slab in the road crossing areas.
Two diagonals with a tangent of 2 have been executed for the UIC-0,25 lane in the tunnel area, a bretelle at the exit of Station 54, a detour for the exit to the depot and, finally, a mixed diagonal between the Light Metro and the heavy.