FHECOR Ingenieros Consultores is a consulting company specializing in structural engineering. It was started up by a small association of professionals in 1979 and became a Limited Company in 1986. FHECOR Ingenieros Consultores activity covers a wide range of typologies and structural materials and also covers all the stages in the structural life.

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The Institute of Civil Engineers has just granted its collegiate awards for the year 2013. Hugo Corres was awarded the Medal of Professional Merit “For having clearly stood out in the fulfilment of his professional activities”.
The arrival of the high speed train to Barcelona demanded a necessary transformation of the Central Station in Sants. This station, built in the 70’s, had suffered greatly the wears of time. The new station will allow the optimization of railroad and commercial exploitation, improve both horizontal and vertical mobility within the inside of the station area and increase the transversal accessibility to this zone and therefore enhance general access conditions in the whole area. Amongst the foreseeable improvements in this project, the following can be highlighted: - Increase lobby capacity to 35,000m2 - Increase number of operative tracks to 14 - Construction of two car parks with a total joint capacity of 3,000 vehicles - Construction of a new bus terminal - Improvements in accessibility - Improvements in links between the Metro and other services offered by the station - Construction of a new building destined to third party usage The execution of the works, due to their technical complexity and the need to maintain the services of the station operative during the construction process, has created the necessity to divide the aforementioned into several phases, the first two of which are underway. The first phase consists of the construction of the new track 14 and a four-storey car park situated on the seaward side of the station, as well as the works corresponding to the existing tracks 11, 12 and 13. The new track 14 will run between the station’s existing enclosing wall and a new wall which will separate said track from the car park on the seaward side. This car park has a surface area of approximately 33,000m2 and a capacity for 1,074 vehicles. It is made of four grid slabs which are supported upon isolated columns and vertical retaining elements on the perimeters. On the Mountain and L’Hospitalet sides of the car park these are retaining walls, whilst on the seaward and Barcelona sides they are reinforced concrete diaphragm walls. Aspects which stand out and deserve a special mention are: the wall denominated ‘wall track 14’, which receives on its head, not only the car park roof but also the extension of the slabs covering the station under which track 14 will run. Another interesting aspect of the car park, is regarding the seaward screen wall which is situated at the base of the cantilevered retaining wall pertaining to the Parque de la España Industrial and which will, during specific stages in the car park’s excavation, puncture the foundation element of said wall to for provisional anchors to be placed. Another noteworthy aspect in this phase is the removal and disposal of the slabs situated next to the Parque de la España Industrial, on the seaward side of the station in the area where track 14 and the car park are to be built. Amongst the works related to tracks 11, 12 and 13, is the creation of openings in the existing enclosing wall of the station to widen the current platform 7, which will offer service to tracks 13 and 14. On this wall, which is 2.0m wide, a total of seven polygonal arch openings will be made, which will communicate both sides of platform 7. These arches, as the wall itself, will be reinforced with steel sheeting and pre-tensed bars to withstand the current loads and the future loads which will be derived from the extension of the station and the lobby area. Also related to the works on tracks 11, 12 and 13 are the slab openings which shall be made for the new communication shafts and wells between the lobby area and platforms 6 and 7 which correspond to tracks 11 and 12, and 13 and 14, respectively. These openings follow the same typology as stated in phase II. Additionally, complementary works shall be carried out regarding service replacement. The budget contemplated for this phase ascends to slightly more than €29 million. The second phase of works includes the station’s infrastructure, platforms 0 to 5 and tracks 1 to 10 as well as the configuration of both termini to adapt them to the functional and exploitational needs of the station. It is also foreseen, amongst other works, the construction of a new entrance to the Metro and new emergency exits from the platforms. The most relevant areas in the second phase are: the creation of openings in the slabs in the lobby to place communication shafts and wells, reinforcement of columns between the lobby and the platforms and finally the configuration of the termini for the new exploitation of the station. The creation of openings is a somewhat complex operation as the slabs in question are orthotropic with pre-tensed reinforcement, 1.4m in depth with ribs running longitudinally and transversally, spaced at around 3.0m with rib thicknesses between 40cm and 80cm. The operation implies the cutting of the pre-tensed cables and their subsequent re-tensioning, the reinforcement of specific ribs via metal sheeting so forming a complex structural framework comprising mixed elements with pre-tensed reinforcement. The extension of the lobby along with the new equipment and services entails the need to reinforce the existing columns between lobby and platform levels. This reinforcement will be fulfilled by increasing the size of the existing columns with metal sheeting with will offer a notable increase in their stress resistance than offered at present. It shall also be necessary to place bearing mechanisms on the lobby slabs over the aforementioned reinforced columns. At the stations termini, the elimination of a number of existing supports shall be required, to facilitate the compatibility with the station’s new management and exploitation needs. This operation has foreseen the use of Porticos made of new supports, foundation elements and large lintels, which shall be shored against the supports to be removed. Given that the spans to be covered by the aforementioned lintels are very large, in the order of 30m, and governed by a strict height limit, a large composite pre-tensed element is being studied. This element would be a semi-Vierendel type with the lower chord slotted below the current slabs and the upper chord resting on top of the slab. They would be connected with a system of large metal braces. The fundamental concept of this system is that the current permanent loads would be discharged onto the new lintel as a point load upon itself, this way; the existing support may be removed as the reaction of the slab upon itself has been eliminated. Finally, when the support is removed, the excess loads will act directly upon the joint slab-lintel system. The budget for this phase ascends to slightly over €120 million.
The Maria de Molina Tunnel, which was inaugurated 8 May 2003, links the Castellana and Calle Velazquez with the NII Madrid-Barcelona highway at its exit point. Its main stretch is 2,037m in length and 343m in its branch stretch in Calle Velazquez, which makes it the longest underground road tunnel in Spain. Three different procedures were used in the tunnel’s execution; the false tunnel method, the Belgian method (or the Madrid method) and the German method, used in the percentages of 56%, 39% and 5% respectively. Amongst the construction problems this type of infrastructure is normally faced with, a special mention should be given to specific obstacles which appeared in this project and hindered work’s progress. Ones which should be highlighted are: The transfer of the Lopez de Hoyos exit, in the existing route, to gain space at the access, The junction at Maria de Molina, next to the entrance to the Metro, which opened in an existing structure, The passing of the road tunnel over Line 6 of the Metro where the distance between the two elements was minimal, The crossing below the overpass at the Lopez de Hoyos roundabout, where the foundation elements were in a precarious state of repair, The crown of the tunnel under Lopez de Hoyos where it was necessary to protect the foundation elements of adjacent buildings, The stretch below lines 9 and 4 of the Metro which are very close to one another in all respects, The construction of the emergency exits and the associated ventilation shafts, The setting back of a pile of a pedestrian footbridge over the N-II highway and finally the decontamination of the floor areas which had been affected by leaks from a nearby petrol station.
In the centre of Ciudad Pegaso in San Blas, which is a housing estate dating from the 50’s and 60’s, and is classified as a protected area, The old Ciudad Pegaso cinema can be found, which has been in disuse for many a year. The Social Services, pertaining to the local Council, have decided to reuse the premises and convert them into two different centers: an old people’s home and a day centre for the elderly. The building, which covers an extension of 900m2, is exempt of internal floors and has a height equivalent to approximately three storeys, is basically an empty shell. The construction, which was found to be in an acceptable state, is based upon load bearing concrete walling for wide spans and is representative of the construction methods employed in this period. The building is protected as it belongs to the housing estate and therefore it was decided to maintain its total volume albeit eliminating some add-ons to the façade. The project was therefore to cover the internal occupation of this vast shell. Functionally, two conditions were to be fulfilled: firstly, due to its height and multiple points of access, construct two independent floors and secondly, obtain light from the façade areas due to the lack from the roof area. Although the two final uses for the building have different programs, they are aimed at the same end user: elderly people. It was hence considered as an architectural premise that certain functional qualities should be possessed: immediate occupation of the center by its final user or functional end, ease of orientation and circulation. Comfort in the building’s usage, so eliminating, wherever possible, stairs, corridors and so on. Spaciousness and multi-use areas. Quality in the areas regarding warmth, quietness and illumination. Taking into consideration what was stated in the project, the interior volume of the shell has been rehabilitated. A new independent structure was constructed upon three grid slabs, which gave way to two floors and a slab under roof level. Each floor has independent access and is destined to a final use as specified in the program. The Day Center on the upper floor, where people require greater care and the home on the lower floor where there is a wider range of activities. The distribution on both floors reaches the aforementioned objectives, offering, due to the building’s characteristics, a floor divided into three sections. The central section is destined to circulation and receives illumination from an opening in the roof area and openings in the façade. The lateral sections where the living and work spaces will be located offer the possibility of continuity between them. The distribution on both floors is similar, albeit the fact that the program and the end user mark the differences in respect to their treatment regarding colors, textures and so on. The two centers connect to a private common garden area. There is a lineal distribution between the three sections on each floor, the location of each centre on one floor and the width of the sections, the multi-use areas made possible using movable screen walls and sliding doors and finally the quality of the spaces opening onto the garden area, the treatment of soft parameters using dyed woods and the introduction of color in floorings, walls and furniture.
The Avenida de America Transport Interchange has been awarded with the first prize in the Integrated Transport Awards 2002 from the British organism ‘Interchange’ due to the achievement of this infrastructure in the integration of all the means of transport which are available at this point. The Transport Interchange is placed in the central-eastern part of Madrid, in one of the main areas of access, the N-II and M-30, collecting the entrance of traffic to Madrid from the Henares Corridor and North Eastern area of Spain Interchange is an organism from the United Kingdom dedicated to the study of transportation intermodalism and all transport authorities are represented within it: from construction to industrial firms, transport operators and local and central institutions amongst others. Important transportation links like Nils Ericson of Gothenburg, the Station of Friheden in Copenhagen or the Entschede Interchange in Holland also competed for this prize. From the 26 proposals, 6 were selected among different countries and cities like Germany, Barcelona, Budapest, United States, Holland and Madrid. The majority of the Jury defined the Transport Interchange of Avenida de América as the best and most complete example of Intermodality.
In the year 2000, a competition was called to celebrate the Biennial of Architecture and Engineering. The Bridge over El Burguillo Reservoir was one of the finalists in the competition and was consequently included in the biennial catalogue. It is a reinforced concrete arch with an upper deck also made of reinforced concrete, totaling 287m in length with a main span of 165m. The arch is solid, having a constant width of 4m and a variable depth that goes from 3.10 m at the abutments to 1.75m at the crown. The deck is made with a solid slender section 0.90m in depth and has a 4m central core that matches the arch width and running laterally, two large variable depth cantilevers which are both 4m in width. The deck is rigidly supported on the piers of the approach viaducts and upon the arch piers which are spaced each 13.75m. The piers have a constant 4m width as the arch, and their depth varies with the height from 0.90m to 0.35m for the lowest piers. The arch is also embedded into to the deck. The arch was built employing cantilever construction with provisional stays. The deck was built using a launching beam system.
In the year 2000, the prizes for the Biennial of Architecture and Engineering were called. The New Bridge over the Vinalopó River in Elche was one of the finalists and hence included in the biennial catalogue. The Suspension Bridge over the Vinalopó River in Elche is an asymmetrical suspension bridge 164.50m in span and 23.00m in width. The deck is supported by two sets of cables lying on an inclined plane and anchored by corresponding counterweights. It has a single pylon, situated on the right bank of the river. Each main cable is composed of eight 125mm diameter closed cables. This solution employs catalogue cables which is less expensive and allows the substitution of the aforementioned elements if and when need be. The hangers are placed every 6.00m and also employ closed cables, in this case, 60mm in diameter. The deck is composite and has a variable depth running between 0.60m and 0.90m. The pylon is made of reinforced concrete and is 44.50m in height. It is built with two shear walls, parallel to the bridge axis, which are transversally stiffened with an internal stairwell.
This is a 320.0m span, concrete deck suspension bridge. The deck is suspended from its central axis thanks to a cable which is supported by two huge pylons. The bridge has two lateral compensation spans 80.00m in length. The main cable is located in the centre of the main span and opens laterally over the compensation spans and subsequently anchored by two corresponding counterweights.
In 1990 the Xunta de Galicia, announced an Idea Competition for a New Bridge over the Lérez River in Pontevedra. The location is at the mouth of the River. It is to be the last bridge of the city, located before the most modern highway bridge and the old traditional ones of the city. FHECOR Ingenieros Consultores was awarded the second prize of the competition with a two span bridge, each span having an arch with a lower deck. The arches were designed using reinforced concrete and with a structurally optimal geometry therefore minimizing the occupation of the deck. The area is practically constant and the cross section is defined by a large depth contrasting with a narrow width at the abutment area, and small depth and a large width at the crown. At the intermediate pier point the arch takes the form of a shell.
In 1990 the Generalitat Valenciana and the Town of Elche announced a competition for a new Bridge in Elche. Elche is a city divided by the Vinalopó River and its evolution throughout history is directly linked to the various bridges which have been built there; many of which are still in use. The competition bases demanded an outstanding proposal which would be representative of the technological possibilities present at the end of the 20th century. FHECOR Ingenieros Consultores was awarded the first prize in the competition with an asymmetrical suspension bridge 165.50m in span with a 23.00m wide composite steel-concrete deck. This proposal advocated the use of suspension bridges for spans of intermediate length. In order to optimize costs and allow easy substitution after the life span of the bridge, the use of closed catalogue cables for the main cables was proposed. The bridge construction was finalized in July 2000 and was essentially built as designed in the basic project of the competition.

Clients

PUBLIC ADMINISTRATIONS AND INSTITUTIONS
ADIF
AENA
AOP Junta Andalucia
Ayuntamiento de Arroyo de la Encomienda
Ayuntamiento de Balaguer
Ayuntamiento de Madrid
Ayuntamiento de Montoro
Ayuntamiento de Pamplona
BIDEGI
Cabildo Insular de Tenerife
Comunidad de Madrid
Comunidad Foral de Navarra
Diputación de Barcelona
Diputación Foral de Gipuzkoa
Empresa Municipal Vega Baja (Toledo)
Generalitat Valenciana
Gobierno de la Región de Murcia
Ministerio de Fomento
Ministerio de Agricultura y Medio Ambiente
Puertos del Estado
Xunta de Galicia
ARCHITECTS
AIDHOS Arquitectos
AMP Arquitectos SL
Andrés Perea
Arquitectura GM2 SCP
Cano Lasso Arquitectos
Dominique Perrault
Estudio Lamela
Fairbanks Arquitectos
Foster & Partners
GMP Architexts Gerkan Marg Partner
Isabelino Martin Arquitectura SL
Marqués Garcés y Asoc. Arquitectos
L-35
Oscar Niemeyer
Renzo Piano Building Workshop
RFA Fenwick Iribarren Architects
Palerm y Tabares de Nava SL
Rafael de la-Hoz
Rafael Moneo
Ricardo Bofill
ROGERS STRIK HARBOUR & PART SL
Santiago Calatrava
Selgas & Cano
Solid Arquitectura SL
Vidal y Asociados Arquitectura SL
Zaha Hadid Architects
CONSULTANTS
ARUP
AYESA
Consulbaires
Cowi
EGT Engenharia
ENGETI Engenharia
ESTEYCO SAP
Euroconsult
Euroestudios
Eyser
GHESA
GOC SA
Hochtief
IDOM INTERNACIONAL SA
INECO
Ingenieria cuatro Ltda
INTEMAC
JSJ constoria e Projectos
Len y Asociados Ingenieros Constr.
MS Ingenieros
Olav Olsen
Prointec
Schlaich Bergermannund Partner
SENER
Sestra
TYPSA
UNIDEC Engenharia Consultiva
CONSTRUCTORS
ACS Proyectos, Obras y Servicios SA
Acciona
ASTALDI
Bilfinger Bergen
Brotec
Centunion
Ceddex
CommodoreContracting
COMSA
COPASA
Dragados y Construcciones SA
Eurofinsa
FCC CONSTRUCCION SA
Ferrovial-Agroman SA
Gammon India
Hochtief
Horta Coslada
IMPREGILO
Isolux Corsán
Necso Entrecanales y Cubiertas
Lanik Ingenieros
OAS
Odebrecht
OHL
Rizzani de Eccher
SACEEM
SACYR Construcción
Sando
Shimmick
Skanska
Yüksel
PREFABRICATORS
Alvisa
Kerbermix premoldados
Leonardi premoldados
Pacadar
Prainsa
Precon
PREFABRICADOS CASTELO SL
ROTESMA PREMOLDADOS
SOLUCIONES EDIFICACION INTEGRALES
CONCESSIONAIRES
CINTRA Autopista del Sol
CINTRA AUTEMA
CINTRA AP-36
CINTRA R-4
M-45 Tramo II
M-501
ACEGA
AUDENASA
VIARIO A-31
Autovia del Camino
M-407
M-45 Tramo I
OTHERS
Clube Atletico Paranaense
El Corte Inglés
IKEA Iberica S.A.