Doha Metro

Doha Metro

This Project consists of building the elevated section of the RLS line in the Qatari capital. It is a continuation of the Underground RLS, to the east of the city and parallel to the coast. The 6.97 km stretch of metro line has three elevated stations (Barwa Village, Al Wakra and Qatar Economic Zone), and mainly runs above-ground over the Al Wakra Main Road median strip, with 220 metres at ground level.

The Qatar Economic Zone is an elevated station after crossing the F-Ring. It will later be connected to the Doha Expressway Project by means of approximately 180 linear metres. These will have pedestrian access from Al Wakra Main Road.

Barwa Village Station is located at the intersection with the branch line that leads to the Depot.  It has two levels with side platforms (one elevated and another on ground level) with pedestrian tunnels on both sides of the street around 350 m long. The approximate length of the station is 230 m. 

Al Wakra North Station is an elevated station with a 120 m platform. It will have two side entrances to both sides of Al Wakra Road. The station is located over the underground highway of the same name, which will be buried underneath.

The main construction system used includes span by span pre-cast segments placed using two launching gantries.  The viaduct pillars are 15 m high on average and have a variable square cross-section.


Client: Qatar Railways Company

Start date: May 2014

End date: 2017


FCC, twenty years with the High-Speed Train

FCC, twenty years with the High-Speed Train

FCC, twenty years with the High-Speed Train, 1992-2012

The Spanish high-speed railway system celebrated its twentieth anniversary in 2012. The first high-speed line was put into operation on the 20th of April 1992, which involved the modernisation and a revolution of the railway system that rescued the train in the twenty-first century. The new train arrived with force and provided a fast, comfortable transport mode that was also safe and efficient.

Over these twenty years, FCC has constructed more than 200 kilometres of high speed line in Spain.

Two decades later, according to ADIF data, Spain is the number one European country in kilometres of high-speed line and the second in the world, only behind China, with more than 3,300 kilometres and almost 23 million users. Thus, the AVE (Spanish high-speed railway system) now directly connects 27 cities and 19 provinces, so that four out every ten people haven an AVE station within fifty kilometres.

The AVE train service, which is provided by the state operator, RENFE, is also the leader in speed, since it is the fastest in the world, with an average commercial operating speed of 222 kilometres per hour, higher than that of Japan (218 kmph) and France (216 kmph) and is also set apart by its punctuality of almost 99% and is one of the aspects most valued by its users.

The ultimate goal is that, after the next decade, in 2020, the network will reach 10,000 kilometres and that nine out every ten people haven an AVE station within fifty kilometres.

The first line

The first high-speed line in Spain connected the cities of Madrid and Seville and was one of the greatest challenges in civil works.

FCC Construction contributed to this corridor with four sections. Execution of the Alcodea-Alamuz and Guadajoz-Majarique works commenced in 1987, followed by Ciudad Real-Puertollano and Almodóvar-Lora del Río in 1989.

Other corridors

Because of the success attained by this line, the Ministry of Development decided to launch an ambitious plan to develop a world-leading high-speed railway network. This plan to execute a radial system of high-speed lines that world connect the various Spanish cities together, with Madrid and the centre of this radial map.

As is to be expected, one of the companies responsible for executing sections within this plan is FCC Construcción. The awarded works include some of the most significant ones because of their technical complexity and geological difficulties.

FCC possesses wide experience in the construction of high-speed railway infrastructures, which began in the middle of the 80s with the construction of four sections of the Madrid-Seville and the stations of Puerta de Atocha (Madrid) and Santa Justa (Seville).

It subsequently constructed ten sections of the Madrid-Barcelona line, with a total of over ninety kilometres and the Zaragoza-Delicias station. It has also executed several sections along other lines in service (Córdoba-Málaga, Madrid-Valladolid and Zaragoza-Huesca), together with some of the other significant high-speed lines works, such as the Guadarrama and Pajares Tunnels.

Exporting know-how to other countries

Thanks to its accumulated experience, FCC possesses great ability in the design of railway lines, their execution and during the operational lifetime.

St. Gotthard Tunnel: link to detail


Remarkable aspects

  • 1964: The first high-speed line came into service between Tokyo and Osaka, in Japan.
  • 1981: The first TGV line in France commenced between Paris and Lyon.
  • 1991. The first high-speed lines in Germany.
  • 1992. The first Spanish high-speed line connecting Madrid and Seville.
  • 1994: The railway tunnel under the English Channel was opened.
  • 2008: China has a service covering more than 8,300 kilometres.
  • 2012: Spain is the third country in the world in high-speed kilometres, with over 2,200 kilometres.

Start date: 1992

End date: 2012


High-speed Line Embalse Alcantara - Garrovillas

High-speed Line Embalse Alcantara - Garrovillas

Embalse de Alcántara-Garrovillas section of the High-speed Madrid-Extremadura Line

In a joint venture with the Portuguese company, Conduril, FCC is constructing the high-speed platform, Embalse de Alcántara-Garrovillas sub-section of the Talayuela-Cáceres section of the High-speed Line. Madrid-Extremadura.

The works consist of the execution of a new platform for a 6,265.65-metre length of double high-speed track between the municipal terminuses of Garrovillas de Alconetar and Santiago el Campo, both in Cáceres Province. It includes four viaducts as singular elements, with the one crossing the River Almonte being outstanding. The overall works include the execution of two overpasses and a cut and cover tunnel with a transverse section in the form of a dome over the crossing with the Vía de la Plata Roman road.

As a singular structure, the viaduct over the River Almonte is worthy of note, being 996 metres long and crosses the tail of the José María Oriol Reservoir, which is also known as the Alcántara Reservoir that penetrates into the River Almonte and gives it a width exceeding 350 metres at the viaduct site.

The viaduct is divided into three different parts: the two access sections and the central one, which has an octagonal section concrete arch, with variable edge height and a 384 metre width that, once executed, will gain the world record in concrete railway arch-viaducts, exceeding the Dashegguan Bridge in China, with its 336 metres If it is compared only with concrete arch bridges outside railway usage, this would be the third largest span in the world. 

The closest reference in Spain is the Contreras Viaduct, located between the limits of the Cuenca and Valencia provinces, which is one of the Spanish emblematic civil engineering works with a concrete railway arch having a 261-metre span.

The platform works for the Navalmoral de la Mata-Cáceres-Mérida section are co-financed by FEDER.


Remarkable aspects

  • Viaduct over the River Almonte, which holds the world record for concrete arch railway viaducts.
  • The third longest span in the world, both railway and roadway.

Client: ADIF

Start date: 15th of February 2011

End date: Under construction


Line 2 of the Athens Metro

Line 2 of the Athens Metro

Improvement of the suburban transport network

The project for the Metro Line 2 was awarded to FCC in June 2006 by Atikko Metro and consisted of the construction of two new stations (Peristeri and Anthopouli) and a 1,380-metre long tunnel that completes the axis that communicates the centre of Athens with the municipality of Peristeri. It has a population of same 140,000 inhabitants and is located to the west of the city and considered one of the key municipalities in importance within the Province of Athens.

The works require the construction of a 303-metre long tunnel under Panagi Tsaldari Avenue, with excavation using the New Austrian Method, the construction of an access shaft, east and west ventilation shafts the rehabilitation of the final shaft, the dismantling of a TBM that was left abandoned after the first project, the pedestrian accesses to the stations, service and street diversions and their replacement.

The Peristeri Station, which is 112 metres long and 24 metres deep, has three levels corresponding to ticket offices, vestibule (including access control) and platforms. Because part of the station lies under the main street of the municipality and two buildings, it was executed by means of a cavern. This was one of the most difficult technical works because it involved a large tunnel with a 200 square metre free section, which was dubbed the "Grand Cavern". This execution was successful in both deadline and quality and did not produce any subsequent settling.

Anthopouli Station is 147 metres long and 36 metres deep, with a ticket offices level and another for the platforms. The critical section in the construction of this station was the execution of one of the vestibule accesses that involved the excavation of a tunnel with a fifteen square metres free section with less than two metres of lining.

The contract also includes the superstructure, 1,380 ballastless double track, together with the remodelling of the existing tracks in the Agios Antonios Station and the installation works for electricity, fire detection and protection, ventilation, lighting, public address, lifts, stairways, ticket sales and ticket offices etc.


Remarkable aspects

  • Peristeri residents can now reach Elleniko Station, on the other side of the metropolitan area, in less than half an hour and Sintagma Station, in the centre of Athens, in just ten minutes.
  • These works became very complex around Peristeri, because 45 metres of the station had to be executed using mining methods.
  • Significant remodelling of the urban area adjacent to the works was executed.

Client: The Government of Greece

Start date: June 2006

End date: April 2013


Line 5 of The Bucharest Metro

Line 5 of The Bucharest Metro

This is a contract for the design and construction of Line 5 of the Bucharest Metro in Romania, between the Raul Doamnei and Hasdeu stations for the amount of 215.1 million Euros (919 million Lei). The exchange rate at the time of the contract award was one Euro = 4.2675 ron, with an execution period of 25 months.

It includes the civil works required in the execution of this section, which is 6.1 kilometres long, the construction of nine stations, together with the surface works required for returning the various roadways affected by works execution to their original state.

The route will have two parallel tunnels of 3.8 and 4.0 kilometres and 5.7-metre inside diameter, together with a 260-metre long third tunnel that will connect lines 1 and 5 at Eroilor Station, which will be executed using 6.60-metre excavation diameter EPB-type TBMs and lined with 30-cm thick voussoir rings. The total volume to be excavated by the TBM is approximately 260,000 cubic metres.

The stations (Raul Doamnei, Brancusi, Romancierilor, Parc Drumul Taberei, Drumul Taberei 34, Favorit, Orizont, Academia Militara and Eroilor 2) are all underground, with depths of between 15 and 20 metres and on two levels with the exception of Academia Militara Station, which will have three. Eroilor 2 Station will be executed with the works required for its inter-connection with the existing station that currently provides lines 1 and 3 services. The lengths of the various stations are between 125 and 380 metres, together with interior widths of 16 to 27 metres.

Because of the ground characteristics, the proximity of other buildings and other existing structural elements, various treatments are proposed to improve and protect the ground, such as compensation and consolidation injections, and jet-grouting cut-off walls.


Remarkable aspects

  • This project is intended to update and improve the existing metro system.
  • The Line 5 section has nine underground stations at depths of between 15 and 20 metres.

Client: The state company for the Romanian metro system Metrorex

Start date: 2011

End date: Under construction