Introducing the Costa del Sol Metro Project: structuring the territory.

After repeatedly hearing on a local radio in recent days quotes such as "Expanding service is impossible," "Reaching Marbella is unfeasible," "Local leaders are demanding better service," and "Two decades of studies and no solution,"—we have taken it upon ourselves to step in and conduct a feasible proposal.

Our study serves as an illustrative example of what we can offer as consultants and is presented as a free work to policymakers and social stakeholders who are keen on advancing this critical infrastructure.

Below, you will find the results of our efforts: The Costa del Sol Metro Project.

Context

The article's context is the Costa del Sol region, situated in southern Spain, specifically focusing on the western portion extending from Malaga to Marbella. The existing railway corridor in this area connects Malaga to Fuengirola with a train frequency of 20 minutes, serving key locations such as the Airport and Torremolinos. This corridor is notably one of the most successful in Spain in terms of ridership, its improvement and extension to Marbella is a recurrent news, however no significant action has been taken for over 15 years, when the conversion of some single-track sections allowed to reach the frequency of 20 minutes.

Summary

The proposal entails upgrading the current facilities wherever possible and extending them to Marbella via an elevated viaduct constructed within the median of the existing highway. Tunnels will also be employed in urban areas like Fuengirola and Marbella. This solution aims to attain frequencies of 10 minutes, establish stations at 30 strategic locations along a 61 km corridor, and achieve travel times between Malaga and Marbella within 63 minutes. These times can be further reduced to 50 minutes with express services, all within an approximate budget of 1.7 billion euros. Finally, the interventions are in independent phases that can be capitalized by the current operation, regardless of the completion of subsequent works.

Introduction

The core objective of this project is to establish a viable transportation system that connects a territory inhabited by over a million residents spread along a 60-kilometer coastal stretch. Our approach involves designing the necessary interventions in independent phases, ensuring that we can capitalize on them for the current operation, regardless of the completion of subsequent works.

The existing operation currently connects Malaga and Fuengirola, with a train frequency of 20 minutes between departures. This service encompasses 17 stations, including key stops at the Airport and Torremolinos.

The proposed Costa del Sol metro will forge critical links, uniting key settlements along the coast. These include Málaga (with a population of 579,000) boasting six stations, Torremolinos (with 68,000 residents) hosting five stations, Benalmádena (with 75,000 inhabitants) featuring three stations, Fuengirola (with 83,000 people) with six stations, Mijas (with 93,000 residents) comprising four stations, and Marbella (with a population of 161,000) offering a network of seven stations. In total, this transformative project spans 61 kilometers, punctuated by 30 strategically located stations.

Engineering is the art of assessing feasibility, and this project strives to make informed decisions while considering technical, economic, social, and operational aspects. To achieve this, we have aimed to harmonize the planned works with the ongoing operations of existing facilities. We have harnessed the opportunity to upgrade and extend these facilities. Our comprehensive approach includes an examination of future operational requirements. Ultimately, we have crafted a solution that not only efficiently connects three major cities in a time compared to the private cars, akin to High-Speed trains, but also establishes a transportation backbone across the entire region.

This corridor empowers citizens to fulfill their mobility needs, promoting seamless multimodal journeys for the first and last mile while reducing reliance on private cars.

Operation

First and foremost, addressing the operational model takes precedence in any transportation study. In the context of brownfield projects, particularly in this case where it is partially brownfield, understanding the current operations is of paramount importance. In this instance, a noteworthy discovery is the significance of the Malaga-Fuengirola corridor, which stands as one of Spain's most vital transportation arteries in terms of ridership.

What makes this corridor remarkable is its ability to connect not only the airport to Malaga but also to span nearly 30 kilometers of coastline, incorporating 17 strategically placed stations. The existing operational framework serves as a wellspring of inspiration for our project.

Unlike previous studies that primarily focused on establishing high-speed train connections between Malaga and Marbella, our approach diverges. Instead, we propose upgrading and extending the current facilities. Our vision is to achieve higher frequencies, akin to a metro operation, with 10-minute intervals. To surmount the challenges posed by single-track sections that are impractical to double, we explore the implementation of an advanced signaling system. This comprehensive approach stems from the recognition that some sections are simply not feasible for duplication, a realization that guides our strategy.

Needs

Once we have determined the operational framework for the project, we can delve into understanding the project's requirements and constraints. This step is pivotal in ensuring the feasibility of the project.

Our initial focus is on transitioning single-track railway sections into double tracks wherever feasible. This forms the cornerstone of the project's first phase. However, it's important to acknowledge that some sections may need to remain as single-track railways.

To accommodate an increased number of trains and enhance capacity, we recognize the imperative of implementing a state-of-the-art signaling system. This system will enable trains to operate at closer intervals using moving blocks, effectively addressing the challenges associated with single-track railways.

Additionally, in order to facilitate the widening or reconstruction of structures currently traversed by single-track trains, we may need to explore the possibility of procuring trains with smaller loading gauges. Decisions in this regard will be made following a thorough analysis.

Current Infrastructure Overview and proposals improvements

As depicted in the sketch above, the existing infrastructure comprises five single-track railway sections, varying in length from 815 to 3,410 meters, along with nine tunnels and various structures including highway/road overpasses, underpasses, and viaducts.

It's important to note that the key challenge in upgrading the current route lies in ensuring compatibility with ongoing operations. Consequently, certain upgrades are not feasible, preventing the achievement of a fully double-track facility.

In a comprehensive assessment of each section, we have identified an opportunity to convert approximately 8 kilometers of platform from single-track to double-track railway. This transformation will impact 12 structures while retaining only 4,795 meters of single tracks in four sections, ranging from 815 to 2,880 meters.

To enhance operational flexibility and meet the targeted frequency of 10 minutes, we propose the creation of a PAET (a location designed for overtaking and waiting) in the middle of the largest single-track section.

Moreover, we propose the replacement of urban elevated viaducts in Fuengirola with a tunnel. This tunnel will be extended to accommodate the new route to Marbella. This approach is feasible as it involves the final section of the current operation, making it possible to provide partial service and establish a provisional station.

For a visual representation of these proposed solutions, please refer to the following sketch.

Headway Validation

To ensure the feasibility of our solution, we have conducted headway calculations for the single-track sections. These calculations yielded a result of 7.63 minutes for the most challenging section, situated between La Colina and Torremolinos. In this specific section, we have designed a PAET (a place for overtaking and waiting), which allows for a headway of 5.28 minutes. Additionally, Torremolinos station is already equipped with double tracks.

As a result of these interventions, we have created sufficient operational flexibility to achieve a headway of 10 minutes between trains. It's important to note that the other single-track sections are strategically located at a sufficient distance from this critical point, minimizing any potential disruptions. Nevertheless, the validation of this assumption will be further confirmed through the creation of a comprehensive schedule table.

Integration with Other Train Services

A notable challenge that must be considered pertains to the final segment of the route, where our tracks are shared with other train services, primarily regional trains and the C2 line. The cumulative length of these shared tracks amounts to 4,240 meters. Although the number of services on these tracks is limited, it's worth noting that the last section operates as a single-track stretch between Maria Zambrano and Alameda, covering a distance of 815 meters. This presents a challenge in achieving the desired 10-minute headway between trains.

To surmount this challenge, we propose the construction of a new tunnel for the final section, connecting to downtown Malaga with double tracks. This strategic infrastructure enhancement will ensure a seamless integration of our metro services with the existing train services, facilitating the desired level of operational efficiency.

Proposed Route Solution

In addition to the points mentioned above, we would like to provide a detailed explanation of our envisioned solution:

a) As previously mentioned, our plan involves converting single-track sections to double-track railway wherever feasible along the existing route. We emphasize the importance of prioritizing these interventions due to their significant impact on current operations.

b) In Fuengirola, we propose a transformation from urban elevated viaducts to tunnels, which will not only enhance the city's aesthetics but also improve its overall landscape by eliminating the elevated structures. The tunnel will be extended to traverse the city, connecting to the N-340 Highway. This highway, featuring 2+2 lanes, can be modified to accommodate the transition between the tunnel and elevated viaduct. This intervention is contingent on the extension of the railway line, and its execution will coincide with the decision to extend the project. In summary, this involves the construction of 3,245 meters of tunnel, 2 subterranean stations, and 1 elevated station in Fuengirola, effectively serving the majority of the city's population.

c) The construction of a new tunnel in Malaga, facilitating double-track access to the downtown area, should be considered once the project's extension is confirmed. This addition would encompass a minimum of 815 meters of tunnel, contingent upon the final station location, and 1 subterranean station.

d) The solution between Fuengirola and Marbella entails an elevated viaduct built within the median of the N-340/A7 highway. Wherever feasible, the supports for the viaduct will be positioned within the highway's median, while in other areas, they will be located at the sides, forming portals. This section will include one elevated station in Fuengirola, as previously mentioned, four stations in the suburban area of Mijas, and three stations in the suburban area of Marbella. In total, this entails the construction of 25 kilometers of elevated viaduct and eight elevated stations.

e) Finally, the solution extends into the urban area of Marbella, transitioning into tunnels spanning 3,670 meters. This phase involves the construction of 4 subterranean stations, strategically positioned within the most populated areas.

This comprehensive solution envisions a transformative expansion of the railway network, enhancing transportation connectivity and accessibility for the entire coastal region.

Travel Time Assessment

We have calculated the operation times for the whole sections. Our design rests on the premise that there will be a substantial number of trips between the prominent centers of attraction within this corridor, resulting in the following estimated travel times: a journey from Malaga to Torremolinos will take approximately 17 minutes, while the trip from Torremolinos to Fuengirola will also be approximately 17 minutes. For those traveling between Fuengirola and Marbella, the estimated travel time will be 27 minutes. Lastly, a complete journey from Malaga to Marbella is anticipated to take approximately 63 minutes.

For a more detailed breakdown of travel times, please refer to the table below:

Express Services

This configuration allows for the possibility of scheduling express services between major destinations. It would be feasible to achieve a travel time of approximately 50 minutes between Marbella and Malaga, with stops at the Airport, Torremolinos, Benalmádena and Fuengirola.

Number of trains

Based on the calculated travel times and the desired frequency of trains (a 10-minute gap between them), a total of 14 trains concurrently operating is required.

Budget

The projected budget for this project is roughly 1.7 billion euros. This budget encompasses various elements, including cut and cover tunnels, underground stations, elevated viaducts with associated stations, convert single-track to double-track railway where possible and impacted structures, refurbishment of the current stations, linear installations, enhancements to the signaling system and control centre, and improvements to the depot, with an additional 20% allocation for contingencies, and a 15% of inflation (the prices are from 2018). Therefore, with that said, we have tried not to make what is called a strategic underestimation to put the project in the agenda.

In 2005, I recall a budget estimate of approximately 5 billion euros for a High-Speed Train connecting Malaga and Marbella. This budget right now is outdated and significantly higher than the one currently proposed. Moreover, the previous plan only allowed for 2 or 3 direct connections, making it inadequate as a fundamental transportation link for this region.

For more information or detail, please do not hesitate to contact us.