Since the approval of the Strategic Plan for Infrastructure and Transport, the state-owned infrastructure network has been the subject of unprecedented development.

However, this great development has been accompanied by a significant increase of the average cost of the kilometer of motorway, railway line and the average cost per surface of building Terminal and length of flight track. In the current economic situation it is necessary to step up efforts to optimise the use of public resources, improving the efficiency of investments, so that new actions are planned on the basis of safety and security criteria. minimum possible cost, without this leading to a lack of quality.

In this sense, it is appropriate to issue a series of instructions for all the information studies and projects currently in the drafting stage and those that will start from the entry into force of the This Order, focused on reducing the cost of the actions. They may also be subject to adjustment, analysing their suitability and feasibility in each case, the works currently being carried out.

In this way, both the prices that are used for the different units of work, and the conceptual definitions of the actions to be performed, must be controlled.

In this way, it will be necessary to try to minimize the lengths of structures and tunnels, since these units are the ones that most significantly increase the construction, exploitation and conservation budgets of the highways. roads and railway lines.

Overall, all infrastructure actions will be designed with social, environmental and economic sustainability criteria, considering the full life cycle of the asset.

Also, in the case of railway tracks and railway lines, in representative sections of new execution, to the effect of adapting the current investment to the forecast of traffic existing in the first scenario of exploitation, and to have the the possibility of enlargement depending on the future needs, the different phases will have to be defined and collected in its design that allow to increase in sequence the ability of the road or the line as a consequence of the evolution of the traffic, designing for the latter case, evolutionary railway installations.

In its virtue, in accordance with the provisions of Article 15 and the final provision of the Railway Sector Regulation, approved by Royal Decree 2387/2004 of 30 December 2004; Article 29 and the final provision of the General Road Regulation, approved by Royal Decree 1812/1994 of 2 September 1994 and the final provision of Royal Decree 862/2009 of 14 May 2009 approving the technical standards for the design and operation of aerodromes public and the certification of the airports of State competition is regulated, I have:

Article 1. Approval of the Instruction on specific measures for the improvement of efficiency in the execution of public works of railway infrastructure, roads and airports of the Ministry of Public Works.

The "Instruction on the specific measures for the improvement of efficiency in the execution of the public works of railway infrastructures, roads and airports of the Ministry of Development" is approved, which is inserted continuation.

Article 2. Scope.

The Instruction that approves this Order will apply to all the informative studies and projects whose approval corresponds to the Directorate General of Roads, the Directorate General of Railway Infrastructures, ADIF, FEVE and AENA (hereafter, Direct Centers).

Article 3. Application to projects and works.

The contracting authorities may authorize exceptions to the application of the Instruction that approves this Order in specific cases, as a result of a reasoned proposal from the corresponding Management Center.

Article 4. Updating amounts.

The Contracting Bodies are authorized, on a reasoned proposal from the corresponding Directive Centers, to update the economic parameters that are collected in the Instruction that approves this Order when it is considered appropriate and, in any case, every two years.

First transient disposition. Projects in the drafting or approval phase

1. In the draft proposals to the entry into force of this Ministerial Order, the Management Centres will ask the authors of the projects a Technical Report, with the approval of the Directors of the Contracts, in which the implications of the adaptation of the project to this Order (need for new public information, delays in the approval, cost of consulting required to raise the changes ...), as well as the budget reductions that are would, if necessary, propose the necessary amendments.

2. In projects that are approved for which the works have not been tendered, the Management Centres will analyse case-by-case the opportunity and feasibility of adapting the project to this Ministerial Order.

Second transient disposition. Works awarded and at the stage of implementation.

In the works awarded that have not been initiated and those that are in execution for the entry into force of this Order, the Management Centers will analyze the feasibility, case to case, to adapt the performance to the present Ministerial order, provided that it is compatible with the progress of the works and that a significant reduction in the cost of the action is achieved, proposing, where appropriate, the contractual changes that will result in economic savings for the Administration.

Final disposition first. Competency enablement.

This order is issued in accordance with the provisions of Article 149.1 of the Constitution, which gives the State jurisdiction in matters relating to railways and land transports, which take place by more than one year, pursuant to Article 149.1 of the Constitution. an autonomous community, and airports and public works of general interest.

Final disposition second. Entry into force.

This Ministerial Order shall enter into force on the day following that of its publication in the "Official State Gazette".

Madrid, December 17, 2010. -Minister of Development José Blanco López.

INSTRUCTION ON SPECIFIC MEASURES FOR THE IMPROVEMENT OF EFFICIENCY IN THE EXECUTION OF PUBLIC WORKS OF RAILWAY INFRASTRUCTURE, ROADS AND AIRPORTS OF THE MINISTRY OF DEVELOPMENT

CHAPTER 1

Railway infrastructure studies and projects

Article 1. Information studies.

1. In the Information Studies to be drawn up in accordance with Article 9 of the Rail Sector Regulation, the guidelines will be optimized by minimizing the costs of the alternatives that meet the functional and environmental requirements. (a) The design parameters may be particularised to the environment in environmentally sensitive or difficult-orography sections.

2. The Informative Study will contain a functional study of the section or line that determines the main characteristics of the section, fixing the distances between the sidings, stations and bathing points, their characteristics and their equipment. In any event, the distance between the different installations mentioned above shall be fixed in the Information Studies taking into account the type of traffic on the line (exclusive of passengers or mixed) and the traffic meshes corresponding to the a real operating scenario, in the different representative scenarios to be produced during the period of operation.

Article 2. Construction and Basic Projects.

1. In the Construction and Basic Projects that are drawn up in accordance with Articles 11 and 12 of the Railway Sector Regulation, it shall be verified that all the requirements of Article 1 have been complied with.

The author of the project will produce a report on the project, stating in a reasoned manner the modifications of the layout that, if any, have occurred in the Project regarding the Informative Study.

2. No works of urban integration shall be carried out unless they are governed by a specific Convention, in which case it shall be strictly subject to the economic and technical conditions which are reflected in it, and always within the framework of these general criteria of economy and efficiency. The solutions must be in line with the economic and funding conditions reflected in the agreements between administrations.

3. As a general rule, modifications may be permitted in relation to the Information Studies, on a proposal from the Territorial Administrations, when they do not contradict the general criteria of sustainability, economy and efficiency of the This order and the Proposer Administration shall assume the cost of its proposal.

4. The author of each project shall submit to the appropriate Steering Center, prior to the approval of the project, a certification in which it recognizes the compliance with the instructions and parameters set out in this Ministerial Order.

Article 3. Efficiency criteria.

1. The layout of the railways, which will continue to be guided by the technical regulations in the field, will take into account the following considerations to increase the efficiency of the infrastructure:

a) The length of the projected structures must be the minimum compatible with the Environmental Impact Statement and with the obstacle to be saved. With the exception of duly justified derogations, the structures shall correspond to standard typologies, which shall be selected on the basis of their cost, functionality and ease of maintenance of the structure itself and of the railway. In addition, the typology of the structure should be, within the ones recommended by the internal instructions of each Body, the minimum possible cost, considering construction and conservation, that resolves the existing conditions.

b) Only the strictly necessary tunnels will be screened, linking their length exclusively to the technical aspects inherent in each case. In the project phase, no new tunnels or artificial tunnels not foreseen in the Informative Study and in the Environmental Impact Statement will be available, except express authorization of the Director General of Railway Infrastructures, President of ADIF or FEVE, prior to the technical report justifying its need.

(c) Bitube tunnels shall be considered to be unique and shall require a supporting report from the author of the project on technical, aerodynamic or safety and economic aspects, where it is compared to the single-tube tunnel solution, prior to the submission of the same to the express authorisation by the Director General of Railway Infrastructures, President of ADIF or FEVE.

(d) Only deviations of services that intercept with the planning of the works or with the operating gauge will be projected, not performing any action on those services that affect the areas of public domain, easement or condition.

2. The design of the cross section of the platform shall be standardised, with construction economy criteria, functionality and mainly durability and ease of maintenance of the platform.

3. During the drafting phase of the functional projects, a specific analysis will be carried out with the different scenarios of the foreseeable exploitation, considering the hypothesis of putting in service of a way in the first phase and the second way in phases further, to optimise the investment and ensure the viability of the extension of the facilities to the final situation. This analysis will be carried out for the design of the subsystems via, energy and signalling and traffic control facilities and will address sustainability criteria that consider the useful life cost of the asset.

4. The energy sizing studies shall be carried out in the light of the actual traffic expected in the different operating scenarios. The traction power substations and their self-transformation centres shall be designed, if any, to be evolutionary, and the first phase must be projected to be carried out for the first phase.

5. Signalling systems will be designed in future lines, so that a reference system with another back-up system co-exists.

6. The criteria for the sizing, construction and maintenance of civil protection facilities will be reviewed and optimised, in line with the current regulations.

7. The design of stations will be oriented to prioritize their social, economic and environmental sustainability. Special attention will be given to the following elements:

a) The design of tracks and platforms will be the object of a functional study, integrated if possible in the of the line, that optimizes its dimension according to the volume and typology of the traffic estimated in the studies of demand. The length and width of platforms shall be justified on a case-by-case basis.

(b) The inter-axis between general and paragraph in the absence of intermediate platform shall be adjusted to the minimum possible, taking into account the drainage and electrification solutions, and depending on the maximum speed of circulation allowed on the general path.

c) The sizing of buildings, road accesses and parking lots will start at each station of the volume and type of the estimated travelers in the demand studies, avoiding over-sizing, but facilitating the Modular growth in the future if demand variation so requires.

(d) Special attention shall be paid to bioclimatic design and to the application of energy efficiency measures.

e) For the interior and exterior finishes of the stations, common building materials will be used, avoiding the use of materials derived from singular designs.

Article 4. Efficiency parameters

Studies and railway projects which are drawn up in accordance with Articles 11 and 12 of the Railway Sector Regulation shall comply with the technical and economic efficiency parameters set out in Annex I to this Regulation. Instruction.

CHAPTER 2

Roads Studies and Projects

Article 5. Information Studies.

In the Informative Studies to be drawn up in accordance with Article 25 of the General Roads Regulation, a special interest will be placed in developing and optimizing the plots by minimizing the costs of the alternatives that comply with the applicable functional and environmental requirements.

The design parameters must be adapted to the environment in the environmentally sensitive or difficult-orography sections, where they may be less demanding, in accordance with the provisions of Article 1.2 of the Standard 3.1-IC "Plot" of the Road Instruction.

Article 6. Construction and Plot projects.

1. In the Construction and Drawing Projects which are drawn up in accordance with Articles 27 and 28 of the General Road Regulation, it shall be verified that all the requirements of Article 5 have been complied with.

Your findings will be reflected in a report that the project author will elaborate and include in the report. This report shall indicate the modifications to the layout which, if any, have occurred in the Project with respect to the Informational Study, justifying their reasons.

2. Requests for additional works or improvements to be proposed by other administrations, not justified by the functionality of the projected infrastructure itself, shall be agreed by a Convention including the provision of the economic, by the applicant territorial administration, of the resulting budgetary increase.

3. As a general rule, changes in the projects in relation to the Information Studies may be allowed, on the proposal of the Territorial Administrations, when they do not contradict the general criteria of sustainability, economy and efficiency of the This order and the Proposer Administration shall assume the cost of its proposal.

4. Projects whose justification and need are based on the promotion of urban developments, industrial estates, and the like will not be included in the projects. This type of action will not in any case be financed by the Ministry of Public Works, which may authorize them, if they meet the requirements for it, for their execution and financing from the promoters of the aforementioned developments.

5. The author of each project shall submit to the Steering Center, prior to the approval of the project, a certification in which it recognizes the compliance with the instructions and efficiency parameters set out in this Ministerial Order.

Article 7. Efficiency criteria.

1. The route of the roads, which will continue to be guided by the 3.1-IC "Plot" of the Road Instruction, will take into account the following considerations to increase the efficiency of the infrastructure:

(a) The provisions of Article 4.4 of the Law on Roads and the provisions specified in Article 1.2 of the aforementioned Standard 3.1-IC "Plot", in terms of their application to projects for the extension of the number of lanes in highway, performances in peri-urban environments, action on the conditioning, upgrading or extension (including on-road conversion) of existing roads, as well as the projects included in the fifth paragraph of that Article 1.2.

(b) The road scraper shall be projected in such a way as to minimise the costs of the set consisting of the movement of land and the structures and tunnels, always respecting the Environmental Impact Statement.

c) The length of the projected structures must be the minimum compatible with the Environmental Impact Statement and the obstacle to be saved. In addition, the structure typology should be the minimum cost possible, considering construction and conservation, to resolve the existing constraints.

(d) Only tunnels shall be screened when strictly necessary, linking their length exclusively to the technical aspects inherent in each case. In the project phase, no new tunnels or artificial tunnels not provided for in the Informational Study and in the Environmental Impact Statement will be available, except for the express authorization of the Director General of Roads, prior to the justification of his need.

e) As a general criterion, it will be a matter of minimizing, in new-plot projects, the execution of service paths and bus routes.

2. In accordance with Standard 6.1-IC "Firme Sections" of the Road Instruction, the section of firm to be used will be sized according to the category of traffic that results with the growth assumptions. From among all the possible sections, one will be chosen, which will entail a lower cost of execution and conservation. If this criterion is not followed, it will require the express authorisation of the Director-General of Roads, following a technical report of its need.

3. Projects for the adaptation of crossings shall include only the actions of firm, signalling and beacon which are necessary to maintain road safety on the road. The inclusion of other actions will require the express authorisation of the Director General of Roads.

Article 8. Efficiency parameters.

Studies and road projects to be drawn up in accordance with Chapter 1 of Title II of the General Road Regulation shall comply with the technical and economic parameters of efficiency listed in Annex II. of this Instruction.

CHAPTER 3

Airports Studies and Projects

Article 9. Construction Projects.

The author of each project must present to the corresponding Management Center, before the approval of the project, a certification in which it is recognized to comply with the instructions and efficiency parameters that are collected in the Instruction.

Article 10. Efficiency parameters

The studies and projects of airports which are drawn up in accordance with the regulatory provisions in this field shall comply with the technical and economic efficiency parameters set out in Annex III to this Regulation. Instruction.

ANNEX I

Efficiency parameters for railway infrastructure studies and projects

1. The budget of all construction projects for both railway and station, via, energy, catenary and other sub-systems, which are drawn up by the bodies under the Ministry of Public Works, should be as follows: maximum, the expected in the order of study, or in the corresponding case-start request.

2. The platform cost of the new high-speed lines will be framed in the following parameters:

New high-speed lines platform. Material Execution Cost (M€/km)

Type	Lana Orography		Orography wavy		Rugged Orography or very
Type 1	2.00	4.00	4.00	8.00	8.00
		8.00	8.00	8.00		8.00	12.00	12.00

Land types, according to geologic-geotechnical characteristics:

Type 1: No apparent geologic-geotechnical risks.

Type 2: With potential geological-geotechnical risks (soft, expansive, collapsible, hillside instabilities, heavily tectonic massifs, hydrogeological conditions ...).

Costs include: platform works; replenishment of affected services; estimated cost of technical assistance (5% for study and project writing, work control and environmental management) and 1% cultural.

Costs are excluded for: urban integrations, large base tunnels, and pipe tunnels in general.

3. The cost of the track and facilities for new railway lines or sections of sufficient length shall be marked in the following ratios:

Track and facilities material execution cost (M€/km)

Element

Minimum	Maximo
1,10
	0.50
1.00	1,25
1.00	1.00

Costs include: works; replenishment of affected services and estimated cost of technical assistance (for studies and projects, work control and environmental management). In the case of the track, materials, assembly, traction and amolado are included.

The cost of energy excludes possible lines of connection that need to be run to power the electrical substations.

The path price does not include the possible imputation for the mount and maintenance bases.

4. The unit prices of the units of work used in railway platform, road, energy, signalling and traffic control, telecommunications and other subsystems, such as civil protection installations and Security shall correspond, at most, to those collected on the basis and tables of reference prices and updated annually. The use of units of work not collected in the above bases and tables shall be justified by the project author, with the agreement of the representative of the administration, ADIF or FEVE.

5. The cost per unit of board surface in longitudinal structure to the trace, in material execution, shall be between 800 and 2500 €/m2 depending on the type of terrain and foundation as shown in the table below. In order to be able to approve a structure for a unit amount higher than that established, it will be required, after technical report of its need, an express authorization from the Director General of Railway Infrastructures, President of ADIF or FEVE.

Cost Per Viaduct Surface Unit Material Cost of Execution (€/m²)

Orography

Wavy Orography				rugged or very rugged Orography
Cimentation		Direct Cimentation		Deep Cimentation		Cimentation direct		Deep Cimentation		Direct Cimentation
2,100	2,300	800	1,100	2,200	2,400	1,100	1,100	1,400	2,300	2,500	1,400	1,400	1,700

6. Among all the possibilities that exist to comply with the Environmental Impact Declaration, the project will be included in the project, which will be at the lowest possible cost. The explicit project of the investment motivated by environmental issues, under the heading "environmental cost", will be left in the project. Environmental cost values in excess of 15% of the total project budget shall be explicitly justified.

7. It will be installed on board in all tunnels over 1,500 m in length, provided that there are no other circumstances that may discourage this type of track. In those cases, as well as in those journeys in which the succession of tunnels and viaducts reaches that length, in the tunnels between 500 and 1,500 m, or where other considerations so advise, to take the decision between the road on board or via A technical-economic study, including the type of traffic, the conditions and costs of construction, operation and maintenance, and the cost associated with the place-ballast transition, will be carried out.

8. A unit cost, in material execution, is established for action in new surface stations, including building, information systems, internal equipment and furniture, communications with platforms, parking, road access and ancillary facilities from 300 to 600 €/m2. In the case of major ratios, the General Manager of Railway Infrastructure, the President of ADIF or FEVE, shall expressly authorise the Director General of Railway Infrastructures.

ANNEX II

Efficiency parameters for road studies and projects

1. The budget of all construction projects to be drawn up by the Directorate-General for Roads should be as much as possible in the order of study. In intercity auto-paths again, this budget will be framed in the following parameters:

Cross-urban highways retracing. Material Execution Cost (M€/km)

Type	Lana Orography		Orography wavy		Rugged Orography or very
Type 1	2.00	3.00	3.00	5.00	5.00
Type 2	2.50	3.50	3.50	5.50	5.50	8.50

Land types, according to geologic-geotechnical characteristics:

Type 1: No apparent geologic-geotechnical risks.

Type 2: With potential geologic-geotechnical risks (soft, expansive, collapsible, hillside instabilities, heavily tectonic massifs, hydrogeological conditions ...).

In population variants with conventional road characteristics the following parameters will be set:

Population variants with conventional road characteristics. Material Execution Cost (M€/km)

Type	Lana Orography	Unwavy Orography		rugged or very rugged Orography
Type 1	2.00	2.00	4.00	4.00
Type 2	2.40	2.40	4.40	4.40	6.40

Land types, according to geologic-geotechnical characteristics:

Type 1: No apparent geologic-geotechnical risks.

Type 2: With potential geologic-geotechnical risks (soft, expansive, collapsible, hillside instabilities, heavily tectonic massifs, hydrogeological conditions ...).

2. The unit prices of the units used in the projects shall correspond, at most, to those collected in the Reference Price Table of the Directorate-General for Roads, which shall be updated annually. The use of units of work not included in the previous Price Table, shall mean a maximum of 20% of the budget for the action, excluding from this percentage the repositions of the services concerned and the related actions. with prospecting and archaeological recoveries.

3. The maximum cost per unit of structure surface, in material execution, is set according to the following table:

Maximum cost per structure surface unit (€/m²)

Type	Surface Cimentation in Low Seismicity Zones	Deep Cimentation in High Seismicity Zones
Longitudinal Structure to the Trace	900	1,200
step on the path	600	800
800	800

In order for a structure to be approved for unit amounts higher than those established, an express authorisation by the Director General of the Office will be required, following a technical report of its need. Roads.

4. Among all the possibilities that exist to comply with the Environmental Impact Declaration, the project will be included in the project, which will be at the lowest possible cost. The explicit state of the investment motivated by environmental issues under the heading "environmental cost" will be left in the project. Environmental cost values in excess of 15% of the total project budget shall be explicitly justified.

5. The traffic increases to be used in the traffic studies, for the purpose of defining the need for additional lanes in ramp, third lanes by question of capacity, the category of the firm, as well as any other question of the geometry of the road shall be as follows:

Traffic increments to be used in studies

Period	Cumulative Annual
2010-2012	1.08%
2013-2016	1.12%
	1.44%

6. In the case of weak demand (with a planned IMD of less than 7,000 vehicles/day in the year of commissioning) it must be particularly strict in the design conditions which entail significant increases in cost, especially in the Additional lane approach.

7. In the case of self-driving weak demand projects (expected IMD below 7,000 vehicles/day), a specific annex to the project will be included, reflecting the feasibility and appropriateness of its possible progressive implementation, so that the first phase will be implemented. First carriageway of the motorway. In those cases where it is established by the Directorate-General for Roads, the project will be divided into two phases, so that the first road of motorway runs in the first phase.

8. The links between tracks shall be designed such that the length of the structure is the least compatible with the capacity of each branch. The cost of the material execution of the link must be located in the environment as indicated in the following table, with the exception of the express authorisation of the Director General of Roads. New typologies may be established in the updating of these parameters.

Link Budget (running material)

IMD sum of the two autopaths/motorways linking	Link budget on land type 1 (M€)	Budget increment on land type 2 (M€)
IMD ≤ 20,000	6.0	0.5
20,000 < IMD ≤ 40,000	10.0	1.0
40,000 < IMD ≤ 80,000	15.0	1.5
IMD > 80,000	20.0	2.0

Land types, according to geologic-geotechnical characteristics:

Type 1: No apparent geologic-geotechnical risks.

Type 2: With potential geologic-geotechnical risks (soft, expansive, collapsible, hillside instabilities, heavily tectonic massifs, hydrogeological conditions ...).

ANNEX III

Efficiency parameters for airport studies and projects

1. All the tables in Annex III shall be considered as the amounts in terms of material execution (taxes not included) and the following types of land according to their geological-geotechnical behaviour:

Land types according to geologic-geotechnical behavior

Type 1: No apparent geologic-geotechnical risks.

Type 2: With potential geologic-geotechnical risks (soft soils, expansive, collapsible, slope instabilities, seismicity, tectonic, hydrogeological, rocky soils).

2. The budget for the approval of all investment projects for works and supplies to be drawn up by Aena shall be, at most, that provided for in the approved investment sheet, with a maximum deviation of 20%.

3. The cost of the new construction of passenger terminal buildings will be marked in the following parameters:

Terminal Buildings Cost (€/m²)

Type of Ground	Small (< 10,000 m2		Medians (between 10,000 m2 and 100,000 m2		Large (> 100,000 m2
1	2,200	2,700	2,000	2,400	1,700	2,000
		2,500	2,500	3,000	2,200	2,700	1,900	2,200

Costs include: civil work; furniture; replacement of affected services and estimated cost of technical assistance (10% for project writing, work control, environmental management).

Costs for: baggage handling systems and aircraft access gateways are excluded; security facilities (passenger safety checks, inspection of hold equations, CCTV); computer facilities (networks and data processing) and information systems; and access to the building.

4. The cost of the new construction of the technical buildings will be framed in the following parameters:

Cost of technical buildings (€/m²)

Type	Buildings for technical blocks and offices in general		Type 1		1,800	Type
			1,500	1,500	1,500	1,800
	2,400	2,400	1,800	2,100

Costs include: civil work; furniture; replacement of affected services and estimated cost of technical assistance (9% for project writing, work control, environmental management).

Costs are excluded for: computer facilities (networks and data processing).

5. The cost of the new construction of the control towers will be framed in the following parameters:

Cost of Fuse and Fany for Control Towers for a Single Track *

Type	Total Height less than 30 m (€/m)		Height greater than 30 m (€/m)
Type 1	90,000	130,000	130,000	180,000
		140,000	160,000	160,000	230,000

Fuser and fan cost for control towers located between 2 or more tracks *

Type	Cost (€/m)
Type 1	150,000	210,000
Type 2	180,000	250,000

Service Building Cost for Control Towers *

Type	Cost (€/m2
Type 1	1,800	2,200
Type 2	2,000	2,400

(*) All costs include: civil work; replacement of affected services and estimated cost of technical assistance (12% for project writing, work control and environmental management). The costs of: IT facilities (data networks and process) and air navigation facilities are excluded.

6. The cost of the new construction of the buildings parking for light vehicles will be framed in the following parameters:

Cost of building parking for light vehicles (€/plaza)

Type	Street and top-level floors		Underground or low level of
Type 1	12,000	15,000	14,000	17,000
		17,000	15,000	13,000	20,000

Costs include: civil work; replenishment of affected services and estimated cost of technical assistance (9% for project writing, work control and environmental management).

Costs for access control facilities, license plate reading, and plaza-to-square routing are excluded.

7. The cost of the new construction of surface car parks will be framed in the following parameters:

Cost of surface parking (€/m²)

Type	Lana Orography		Orography undulating
Type 1	110	137	140	180
Type 2	140	180	190	240

Costs include: civil work; replacement of affected services; marquee; lighting and estimated cost of technical assistance (10% for project writing, work control and environmental management).

Costs for access control facilities, license plate reading, and plaza-to-square routing are excluded.

8. The cost of the new track construction, taking into account its classification according to the ICAO criterion, will be framed in the following parameters:

Characteristics of the tracks for classification according to the ICAO criteria

Classification	Track Width	Margin Width	Strip Width
Track I	60 m	7.5 m	300
II	Track II		45m	7.5 m	300 m
	Track III	30 m	-	150 m

Track cost (€/m)

Type	Terrain Type	Llana Orography		Wavy Orography
Track I	Type 1	9.350	9.350	12.650
Type 2	9,900	12.650	14,300	17.600
Track II			5,500	5,500	7,700	7,700	9,900
	Type 2	9,900		11,000	14,300
Track III	Type 1	3.850	5,700	5,000	7,500
			7,500	7.150	10,700

Costs include: civil work; replenishment of affected services; assessment and estimated cost of technical assistance (10% for project writing, work control and environmental management).

If the flight track requires a system of approach lights, the total cost between 5 and 10 M€ must be increased for each threshold.

9. The cost of the new construction of filming streets will be framed in the following parameters:

Cost of shooting streets (€/m)

Type	Llana Orography		Orography Wavy
1	2.750	5,600	7,400	7,400
	Type 2	3.850	7,400	5,500	10,700

Costs include: civil work; replenishment of affected services; assessment and estimated cost of technical assistance (10% for project writing, work control and environmental management).

10. The cost of the new aircraft parking platform construction will be framed in the following parameters:

Aircraft parking platform cost (€/m²)

Type	Llana Orography		Orography Wavy
1	140	175	180	225
Type 2	175	220	250	320

Costs include: civil work; replenishment of affected services; assessment and estimated cost of technical assistance (10% for project writing, work control and environmental management).

11. The cost of the new power plant construction will be framed in the following parameters:

Cost of power stations

Power	Cost (M€/MW)
than 5 MW	3.0	4.0
5 MW and 10 MW	2.5	3.0
MW	1.5	2.0

Costs include: civil work; replenishment of affected services and estimated cost of technical assistance (10% for project writing, work control, environmental management and legalizations).

12. In the case of extension or adjustment works in the field of flights instead of new construction, such as in the case of ramp-up or fast-exit street, an estimated increase of 20% to the above amounts should be considered. defined to take into account the precise mitigating measures for operational security and night work ensuring the minimum incidence in airport operations

13. Among the possibilities that exist to comply with the Environmental Impact Declaration, the project will be included in the project, which will provide the minimum possible cost. The explicit project of investment motivated by environmental issues under the heading "environmental cost" will be left in the project. Environmental cost values in excess of 15% of the total project budget shall be explicitly justified.