{"id":81588,"date":"2026-02-09T10:26:09","date_gmt":"2026-02-09T09:26:09","guid":{"rendered":"https:\/\/www.typsa.com\/?p=81588"},"modified":"2026-03-06T11:09:35","modified_gmt":"2026-03-06T10:09:35","slug":"underground-pedestrian-connection-between-the-alicante-and-xativa-stations-of-the-valencia-metro","status":"publish","type":"post","link":"https:\/\/www.typsa.com\/en\/underground-pedestrian-connection-between-the-alicante-and-xativa-stations-of-the-valencia-metro\/","title":{"rendered":"Underground pedestrian connection between the Alicante and X\u00e0tiva stations of the Valencia metro"},"content":{"rendered":"

December 2025\u00a0<\/span>saw the inauguration of\u00a0<\/span>the underground pedestrian connection between the Alacant and\u00a0<\/span>X\u00e0tiva<\/span>\u00a0stations\u00a0<\/span>of the Valencia Metro,\u00a0<\/span>owned by\u00a0<\/span>Ferrocarrils<\/span>\u00a0de la Generalitat Valenciana. The tunnel is 260 m long and 7.40 m wide, connecting pedestrian traffic between the two stations and improving connectivity within the Valencia metro network, functioning as an interchange\u00a0<\/span>between the lines that converge at both\u00a0<\/span>stations.<\/span><\/span>\u00a0<\/span><\/p>\n

\"\"<\/span><\/span>Location of the connection between stations<\/span><\/span><\/p>\n

TYPSA\u00a0participated\u00a0in\u00a0the drafting\u00a0of the\u00a0detailed design\u00a0and\u00a0in\u00a0the\u00a0construction\u00a0management for this connection, which\u00a0took\u00a0more than seven years to\u00a0complete.\u00a0The tunnel was built using the cut-and-cover method, with excavation\u00a0protected\u00a0by reinforced concrete walls and closed by concrete slabs. Its interior houses both the pedestrian passageway and the facilities necessary for its proper functioning, including ventilation, communications, fire protection, accessibility, lighting, and smoke extraction equipment for the connected railway lines.\u00a0Materials and finishes\u00a0were\u00a0chosen that are already commonly used in underground stations and buildings with similar characteristics, with\u00a0proven\u00a0suitability,\u00a0functionality\u00a0and easy maintenance, due to\u00a0their\u00a0anti-vandalism, durability and\u00a0easy\u00a0cleaning and replacement\u00a0characteristics.\u00a0The cladding is conceived as a transitional architectural feature, intended to emphasise spatial continuity and the connection with the station concourses. Similarly, the flooring and ceilings\u00a0were\u00a0designed using precise geometric modulation and orientation, designed to\u00a0accompany\u00a0and reinforce the directionality of the pedestrian route, emphasising its linear character.<\/span>\u00a0<\/span><\/p>\n

The potential monotony inherent in this type of infrastructure is neutralised by the incorporation of large light wells, which act as spatial landmarks and reference points along the route. These devices introduce colour and\u00a0establish\u00a0a visual relationship with the exterior, incorporating carefully selected panoramic views of the urban and\u00a0regional\u00a0landscape of Valencia.<\/span>\u00a0<\/span><\/p>\n

The views are arranged according to the direction of the user, constructing a perceptual sequence linked to movement: towards the city centre, landmarks such as Valencia Cathedral, the Central Market or the Serranos Towers,\u00a0evoking\u00a0the iconic\u00a0<\/span>Luna de\u00a0Val\u00e8ncia<\/span><\/i>, and\u00a0towards the sea, contemporary and landscape landmarks such as the City of Arts and Sciences, the Turia Gardens,\u00a0Malvarrosa\u00a0beach and the\u00a0Albufera\u00a0Natural Park at sunset. In this way, the route transcends its functional condition to become an oriented spatial experience, in which architecture acts as a mediator between infrastructure and urban identity, inviting travellers to discover the city and project themselves towards it.<\/span>\u00a0<\/span><\/p>\n

The\u00a0work encompassed\u00a0the redevelopment of the exterior of the\u00a0Plaza de Toros\u00a0(bullring), which in 1983 was declared\u00a0a national monument and site of cultural interest\u00a0in Valencia’s current general plan, dating from 1988.\u00a0<\/span>\u00a0<\/span><\/p>\n

This redevelopment has a marked representative character due to its location in the heart of the city, as well as being the antechamber to\u00a0the bullring, which is why\u00a0the design adopted for the repaving respects the original idea and layout based on circles and concentric lines directly related to the circular shape of the\u00a0bullring, which enhances the monumentality of the building.\u00a0<\/span>\u00a0<\/span><\/p>\n

\"\"Construction of the pedestrian connection between stations<\/span><\/span><\/p>\n

The design of the tunnel\u00a0<\/span>w<\/span>as developed to respond to two\u00a0<\/span>previously defined\u00a0<\/span>main scenarios: the current situation, characterised by the existence of a pedestrian connection between the station concourses, and the future situation<\/span>,\u00a0<\/span>in which the continuation of line 10 on double track from Alacant station to the city centre is planned.\u00a0<\/span>In order to<\/span>\u00a0guarantee the functionality of the metro network in both\u00a0<\/span>scenarios, the infrastructure\u00a0<\/span>w<\/span>as designed and executed\u00a0<\/span>considering<\/span>\u00a0the specific constraints of each one. This approach involved\u00a0<\/span>numerous<\/span>\u00a0challenges in both the design and construction phases, for which\u00a0<\/span>appropriate technical<\/span>\u00a0solutions\u00a0<\/span>were\u00a0<\/span>adopted.<\/span><\/span>\u00a0<\/span><\/p>\n

\"\"BIM model of structures and architecture, showing the depth of the screens and the <\/span>micropile<\/span>\u00a0screen installed as\u00a0<\/span>additional<\/span>\u00a0protection for the Plaza de Toros<\/span><\/p>\n

For example, the\u00a0concrete\u00a0screens\u00a0were\u00a0extended to the depth of the lower level of train traffic, their location on the ground plan respecting\u00a0the future\u00a0layout,\u00a0and their calculation respecting\u00a0the need for no intermediate levels of shoring\u00a0for either the pedestrian tunnel or future rail traffic.\u00a0Similarly, the resistant slab supports that can be removed\u00a0later\u00a0were\u00a0omitted. Finally, fusible construction elements\u00a0were\u00a0used,\u00a0designed for easy demolition in future change of use projects. In short, a project\u00a0was designed and built\u00a0to\u00a0minimise the impact on neighbours, users\u00a0of the facilities, property owners,\u00a0designers\u00a0and construction companies involved in the\u00a0subsequent\u00a0change of use.<\/span>\u00a0<\/span><\/p>\n

During\u00a0the design and construction of the connection,\u00a0a number of\u00a0external constraints were resolved, including:<\/span>\u00a0<\/span><\/p>\n