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Control and supervision of extension works for a third lane per road in the Eastern Ronda of Málaga. Autovía del Mediterráneo A-7, km point 243.5 to 246.6








Consulting fee:

Estimated investment:




for Roads


Roads & higways



2008 - 2011


Business areas and services

Business areas and services / Transport Infrastructure / Roads & higways

The purpose of the project is the third lane extension per road in the Eastern Ronda of Málaga A-7, from km point 243.5 to 246.6.


According to surveys by the General Directorate for Roads, during recent years the Eastern Ronda of Málaga has recorded a significant increase in ADT, which together with its geometric conditions and operation caused delays at peak periods. Due to this, the construction of a third lane was already authorized in the most problematic section (from km point 241.5 to 243.5). Thus the object of the present project is to complete the extension until km point 246.6 with the purpose of achieving acceptable operating conditions throughout the stretch affected by regular delays.


This section, 6.075 km in length, runs along a significantly rugged terrain and a very anthropised surrounding. In much of the stretch, there are urban and development areas located very close, mainly in the southern part of the motorway.


 The main singularity of the section is the presence of three viaducts and four links, next to the Cerrado de Calderón tunnel, 800 meters long.


The standard section consists of two roadways, one per traffic direction. Each one of them has two lanes 3.50 m wide, 2.50 m outer and 1.00 m inner shoulders, and 0.75 m berms. In order to divide each direction, a median strip is projected whose width varies between 6.00 and 2.00 m.


 The current project contemplates the expansion of 7 structures and the construction of 1 wall, which have been designed and calculated in accordance to applicable regulations for bridges and roads:


  • 3 Viaducts that will be expanded in their median area using precast double T beams to accommodate the third lane per carriageway.


  • 4 underpasses that will be expanded in their central area using precast U-beams after erecting the corresponding piles to support them.


  • 1 on site reinforced concrete wall, with direct foundation.


In the case of existing structures in the Ronda, the planning involves milling of the existing surface with 3 cm thickness and recovering the surface layer with the same thickness as M-10 project. With regard to the part corresponding to deck extension, the same surface layer will be applied on a deck regularization using bituminous mixture type S-20 (7 cm.).


 Also planned is the installation of necessary facilities in the Cerrado de Calderón tunnel in order to comply with RD 635/2006 legislation, of May 26th, about minimum safety requirements in national road tunnels.


The current contracted project has taken into account the need to maintain the traffic throughout the entire construction process on the A-7 road, of high traffic density. The followed criteria aimed to minimize the effect on road traffic by proposing an execution based on four different phases, using different provisional detours in the A-7. In addition, some of the tasks have been scheduled to be done at night, minimizing the impact on traffic as much as possible.


The different phases are as follows:


  • Phase 1. Maintaining current traffic using two lanes for each direction while decreasing their width. Repainting of the new lanes will be carried out at night, leaving two lanes of three meters each.


  • Phase 2. Executing the median sections between the different structures.


  • Phase 3. Executing seven structures planned for expansion within the stretch. The work will be carried out at night, and detours will consist in moving the two lanes with Barcelona-Cadiz direction to one lane belonging to the opposite roadway until the structure is surpassed, and then search for the two lanes with Barcelona-Cádiz direction. In the opposite direction there will be one lane near the structure.


  • Phase 4. Executing the 3 cm aggregate surface layer, final horizontal signaling and positioning of the protective barrier. This phase will be carried out at night, diverting traffic from one carriageway to another lane of the opposite carriageway, as indicated in the third phase.

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