Engineering to Improve ecological connectivity in Santa Coloma de Gramenet

Treball realitzat per: Mohammad Al Khaled Dirigit per: Elisabet Roca Bosch Álvaro Sainz Rastrilla (AMB) Grau en: Enginyeria de Camins Canals i Ports Barcelona, 26/06/2024 Departament d´Enginyeria Civil i Ambiental TREBALL FINAL DE GRAU Engineering to Improve ecological connectivity in Santa Coloma de Gramenet. Tabel Content: Index of the figures: ....................................................................................... 3 Acknowledgement: ........................................................................................ 6 Abstract: ......................................................................................................... 7 1. Introduction: ............................................................................................. 8 1.1. Objective: ................................................................................... 9 1.2. Methodology: ........................................................................... 10 2. Background: ............................................................................................. 15 2.1. Ecological connectivity:............................................................ 15 2.2. The impact of transport infrastructures to ecological connectivity: ............................................................................. 19 2.3. Engineering solutions to improve ecological connectivity: .... 22 2.4. Defining habitat fragmentation .............................................. 24 3. The green infrastructure in the metropolitan area: ............................... 26 3.1. Biodiversity in the metropolitan area of Barcelona: .............. 27 3.2. Partial territorial plan - ecological connector map infrastructure of the AMB: ....................................................... 30 4. Study area: ............................................................................................... 36 5. Proposed solution and location: .............................................................. 45 5.1. Summary ..................................................................................64 5.2. Step dimensions ....................................................................... 65 5.3. Design.................................................. .....................................67 5.4. Fences and guide structures .................................................... 67 5.5. General information about fences .......................................... 72 6. Assessments ............................................................................................. 73 a. Benefits:............... .................................................................... 73 b. Cost and funding: ..................................................................... 75 c. Maintenance: ........................................................................... 76 7. Conclusion ................................................................................................ 83 Bibliography ................................................................................................. 85 Index of the figures: Figure 1, Fencing directs animal movements to safe crossing structures (IENE 2022) . 10 Figure 2, Leaving exterior road verges available to wildlife and guiding the animals to the crossing structure (IENE, 2022) ................................................................................ 11 Figure 3, Road verges included inside the fence which is appropriately funnelling wildlife to the crossing structure (IENE, 2022) ............................................................... 12 Figure 4, Road verges are inside a fence which does not correctly conduct animals to the crossing structure (IENE, 2022) ................................................................................ 13 Figure 5, ecoducto corridor (2015) ................................................................................. 14 Figure 6, Illustration of structural connectivity (left) and functional connectivity (right). Bentrup 2008 .................................................................................................................. 15 Figure 7, Functional connectivity describes how allows for moviment. by L. Heady .... 16 Figure 8, Using corridors to ensure species mobility. Bentrup 2008 ............................ 17 Figure 9, . Connectivity level. Bentrup 2008 .................................................................. 18 Figure 10, Creation of corridor alternatives. Bentrup 2008 ........................................... 18 Figure 11, showing the impact of infrastructure development on the interior core of habitat. (IENE, 2003) ....................................................................................................... 19 Figure 12, The effect of ecological corridors and road networks on the movement of species across landscapes. (IENE, 2003) ......................................................................... 20 Figure 13, The corridor function of road verges in different landscapes. (IENE, 2003) . 22 Figure 14, Restoration of vegetation and perimeter fencing to guide animals (MMA 2006) ............................................................................................................................... 23 Figure 15, shows how habitats turn on into smaller and smaller fragments ................ 25 Figure 16, Barcelona’s network of urban green corridors links the green spaces (Ajuntament de Barcelona , 2020) ................................................................................. 27 Figure 17, Barcelona’s network of green infrastructure (Ajuntament de Barcelona , 2020) ............................................................................................................................... 28 Figure 18, Collserola-Montjuïc corrido (Ajuntament de Barcelona , 2020) ................... 29 Figure 19, New forms of urban green spaces (Ajuntament de Barcelona , 2020) ......... 30 Figure 20, Orthophoto showing the interruption of the Catalan coastal mountain range by the Llobregat river on the left and the Besós river on the right as it passes through the AMB . (AMB) ............................................................................................................. 31 Figure 21, Green infrastructure of AMB. (AMB 2020) ................................................... 34 Figure 22, network connected of green itineraries ........................................................ 35 Figure 23, population of Santa Coloma de Gramenet, evolution 2007-2020 ................ 38 Figure 24, study of zone(SC) (Catalonia, Metropolitan Area of Barcelona, and Santa Coloma de Gramenet). ................................................................................................... 40 Figure 25, General plan of the intervention showing the location on a map of Santa Coloma of the different routes now enhanced by ramps and escalators (Implantació d'accessos mecànics i urbanització de l'entorn 2010) ................................................... 42 Figure 26, Route between carrer Mas Marí and carrer Pirineus, not far from the Fondo metro station (Implantació d'accessos mecànics i urbanització de l'entorn 2010) ....... 43 Figure 27, Detailed plan of the intervention carried out in the La Guinardera neighbourhood. (Implantació d'accessos mecànics i urbanització de l'entorn 2010) ... 44 Figure 28, zone of proposal. (Google Map) .................................................................... 47 Figure 29, proposal applied in AUTOCAD. Own in collaboration with the AMB ............ 48 Figure 30, fence of the corridor. Own in collaboration with the AMB .......................... 49 Figure 31, Terminology used for defining length (A), width (B) and height (C) of an underpass, (IENE 2022) .................................................................................................. 50 Figure 32, U-shaped slab. Own in collaboration with the AMB ..................................... 51 Figure 33, L-shaped slab. Own in collaboration with the AMB ...................................... 52 Figure 34, illustration of concrete used in the wall of the corridor. Own in collaboration with the AMB .................................................................................................................. 53 Figure 35, illustration of how many bars of steel used in the slab. Own in collaboration with the AMB .................................................................................................................. 54 Figure 36, illustration of how many bars of steel used in the slab. Own in collaboration with the AMB .................................................................................................................. 55 Figure 37, Corridor passage of wildlife. Own in collaboration with the AMB ................ 57 Figure 38, Materials and the fence of the corridor additional the cross section of the corridor. Own in collaboration with the AMB ................................................................ 58 Figure 39, simulation of the corridor providing with natural light. (AMB) .................... 59 Figure 40, general view from the top of the location of the corredor. (AMB) .............. 60 Figure 41, general view of the cooridor showing also the fences around it. (AMB) ..... 61 Figure 42, the side faced showing the moviements of the animals. (AMB) .................. 62 Figure 43, Wildlife crossing signage. (alamy, wildlife corridor 2017) ............................ 63 Figure 44, Reflective sign at night (bestofsigns slow-multiple-deer-crossing-symbol- aluminum-sign-hip-reflective s.f.) .................................................................................. 64 Figure 45, Of these two sections, B would be the most recommended. Specifically, B would be the recommended one if prolonged increases in the water level are expected, (IENE 2022) .................................................................................................... 65 Figure 46, Enchanted replacing a stepped downspout at a drain outlet (IENE 2022) ... 66 Figure 47, Enchanted replacing a stepped downspout at a drain outlet (IENE 2022) ... 66 Figure 48, Materials suitable for small vertebrate fencing. (IENE 2022) ....................... 68 Figure 49, Materials suitable for small vertebrate fencing. A: Concrete fence, B: Steel fence, C: Recycled polymer fence rough at the interior to allow small fauna to go out and smooth at the exterior to avoid entrances (IENE 2022).......................................... 68 Figure 50, Amphibian passages are composed of multiple rectangular or dome-shape underpasses located at maximum distances of 60m and with opaque guiding fencing (IENE 2022) ..................................................................................................................... 69 Figure 51, The end of the amphibian passage guiding structure should be U-shaped to direct animals away from roads or railways and helps avoid access to the infrastructure (IENE 2022) ..................................................................................................................... 70 Figure 52, General diagram of a passage for amphibians Heigh at least 40 cm (gencat, DISSENY DE PASSOS DE FAUNA I TANCAMENTS PERIMETRALS 2015) .......................... 71 Figure 53, A: Temporary fence not effective because amphibians and other animals can climb easily. B: Reptiles such as tortoises, lizards and snakes can also climb mesh fences. C: Welded mesh reinforcement added to a large mammal fence which deters small fauna bu ................................................................................................................ 72 Figure 54, Location of the fence at the top of the embankment will allow safe access of wildlife to habitats provided by verges to the exterior of the fenced area (IENE 2022) 73 Figure 55, maintenance of the fences (IENE 2022) ........................................................ 77 Figure 56, maintenance of the fences (IENE 2022) ........................................................ 78 Figure 57, An example about the Maintenance of the corridor (IENE 2022) ................ 79 Figure 58, shows some vegetation through the corridor (gencat, DISSENY DE PASSOS DE FAUNA I TANCAMENTS PERIMETRALS 2015) ............................................................ 81 Acknowledgement: This thesis research was made feasible thanks to collaboration with AMB. Their unwavering support and dedication have been critical to my research undertaking from beginning to end. AMB has always been committed to advancing knowledge and supporting innovation. Their knowledge and resources provided essential insights that influenced the direction and outcome of my dissertation. I'd want to offer my heartfelt gratitude to the entire AMB staff for their leadership, support, and willingness to share their knowledge. Their suggestions tremendously improved my professional and personal development while also boosting the quality of this study. I'd like to thank Prof. Elisabet Rocca i Bosch, who served as my thesis advisor, for her ongoing support, invaluable insights, and guidance throughout this trip. Her coaching has had a huge impact on my career and academic development. Finally, I'd like to express how grateful I am for the opportunity to collaborate with AMB on this thesis project. I have no doubt that the skills and relationships I've gained via this cooperation will benefit me in all of my future endeavors. Abstract: This thesis aims to plan and construct an animal corridor located under the street of Santa Coloma de Gramenet (Bv5001). This project epitomizes the fusion of urban infrastructure and wildlife preservation. The corridor's main goals are to protect local wildlife, reduce animal-vehicle collisions, and enhance biodiversity in metropolitan settings. It explores the corridor's design, construction, environmental impact, and regular cleaning, among other topics. The design stage addresses the challenges of incorporating a wildlife corridor into a densely populated metropolitan region, emphasizing structural integrity, minimizing disruption to the existing infrastructure, and suitability for various animal species. The use of sustainable materials and technology during the construction phase ensures the corridor's durability and environmental compatibility. The thesis examines the ecological impact of the corridor, focusing on its role in connecting fragmented habitats and facilitating the natural movement of wildlife. This is crucial for preserving local biodiversity and maintaining ecological balance within the urban ecosystem. The study also discusses the reduction of wildlife-vehicle collisions, affirming the corridor's contribution to public safety. Maintenance strategies are explored, including regular monitoring and maintenance to ensure the corridor remains functional and effective over the long term. 1. Introduction: There is a serious issue with animal crossings in the Barcelona Metropolitan Area. Natural migratory patterns for many species are being disturbed as urbanization in the area continues to rise, increasing the risk of animal-vehicle incidents and decreasing connectivity across various habitats. This has detrimental effects on the environment as a whole, in addition to endangering the safety of species. I suggest creating a corridor to address this problem, which will link the Serralada Marina and Natural Space Collserola Corridors. This corridor will provide a safe and secure route for animals to cross the urban environment and reach the river, where they can access vital resources for survival. It will improve communication between various habitats, preserving biodiversity and fostering local sustainable development. The proposed corridor will be planned with consideration for the requirements of local species, taking into account their migratory patterns and behavior across the landscape. The construction will feature characteristics like plants and natural materials to blend in with the surroundings and will be built with ecologically friendly materials and construction methods. In addition to offering a secure passageway for animals, the corridor will benefit the community in many ways. It will aid in reducing the frequency of animal-vehicle collisions, which can endanger drivers and lead to expensive repairs. Overall, the proposed corridor is a significant step in safeguarding the Barcelona Metropolitan Area's natural heritage and encouraging sustainable development in the area. By providing wildlife a safe and secure pathway, we can contribute to ensuring that future generations can enjoy the amazing range of plants and animals that make this place so wonderful. 1.1. Objective: This work aims to simulate the corridor project and analyze the structural typology used in fauna crossings, and to identify the basic parameters that define it. This includes facilitating the movement of animals to the Besós River, taking into account that its height and width are proportional to the knowledge related to the environment and behavior of the target species of animals present in the region. Consideration is also given to the placement of fences, as fences are effective measures to prevent animals from accessing the causeway, directing them to safe crossing points, and reducing deaths resulting from the movement of animals, as shown in figure 1. As for its installation, the fence should only be installed on selected parts of the infrastructure where collisions are particularly common. A fencing system must be planned comprehensively and with foresight and should include: • Clear identification of target species and specification of mitigation objectives. • Localization and design of gates, and escape facilities, if required. • Identification of the necessary length of the fencing system and design of fence endings. • Identification of the type of fence mesh, pole type, and reinforcements to match the target species’ requirements. - Functional connectedness refers to a landscape's ability to facilitate movement of organisms, including seed dispersal, breeding migrations, and genetic exchange. This is a data-driven metric that requires research and monitoring to better understand how animals interact with the environment. Greenways help to conserve ecological diversity by connecting existing areas in the landscape structure. Some of these links and the advantages they offer are discussed below. In settings where the matrix is less conducive to biodiversity, greenway corridors must be established to facilitate species migration. In a matrix suitable for the species, the species has the possibility of switching between matrices, however in a matrix that is less suitable, the existing connecting corridor may be the species' only possibility of migration. (Figure 8). Figure 7, Functional connectivity describes how allows for moviment. by L. Heady Combining fragmented and restricted habitats with corridors in the current landscape structure allows species to recolonize, particularly by aiding wildlife migration. (Figure 9). Figure 8, Using corridors to ensure species mobility. Bentrup 2008 Connecting patches with many corridors will ease the migration of species. (Figure 10). However, at this point, measures should be taken because diseases and problems caused by invading species can spread quickly. Figure 9, . Connectivity level. Bentrup 2008 Figure 10, Creation of corridor alternatives. Bentrup 2008 Ecological connection is the process of creating wildlife corridors beneath highways to allow animals to move safely. These corridors, an important part of long-term infrastructure, boost biodiversity and prevent wildlife deaths caused by highways. The concept aims to reunite fragmented habitats, allowing animals to travel freely and acquire important resources such as food and water. Designing efficient biological corridors beneath highways requires striking a balance between development and wildlife conservation. 2.2. The impact of transport infrastructures to ecological connectivity: Transport infrastructure has both primary and secondary effects on the ecological connectivity. Among these effects are the following: • Loss of wildlife habitat: The direct impact of road construction is the physical change in land cover along the route as natural habitats are replaced or altered by transport infrastructure. The impact of this net loss of natural habitat is made worse by disturbance and isolation effects that lead to an inevitable change in the distribution of species in the landscape. Figure 11, showing the impact of infrastructure development on the interior core of habitat. (IENE, 2003) • Barrier effects. The only way to avoid the barrier effect is to make infrastructure more permeable to wildlife by means of fauna passages, adapting engineering works or by the management of traffic flows. Carefully selecting the route of the road through the landscape can minimize the barrier problem. A. In open landscapes without ecological corridors, species may not be able to move between habitats. B. Small fragments of suitable habitat may serve as stepping stones connecting distant habitat patches. C. Ecological corridors in combination with roads may attract animals but direct them towards the road where they might be killed when attempting to cross. D. Mitigation measures such as fauna passages can help to re-link ecological corridors. Figure 12, The effect of ecological corridors and road networks on the movement of species across landscapes. (IENE, 2003) • Fauna casualties - collisions between transport and wildlife. Changes in land use, human settlement patterns or industrial development induced by the construction of transport infrastructure are secondary effects so, should put plans to manage increased access therefore, be drawn up during the planning stage and implemented in association with the infrastructure development. • Disturbance and pollution. It is very important to take into consideration the larger context of individual infrastructure plans as these larger processes are likely to have significant impacts on nature. To study possible conflicts between nature conservation interests and infrastructure development, new tools such as computer simulations and spatial modelling are increasingly being used. • Ecological functions of verges The value of infrastructure verges is a much-debated topic. They can be important habitats for some species of wildlife, but they can also lead animals to places where mortality is increased. Verges can provide links in an ecological network and function as corridors for movement, especially in agricultural landscapes. Their function depends on their geographical location, vegetation, adjacent habitat, management and type of infrastructure. A. In open, agricultural habitats, vegetated roadsides can provide a valuable movement corridor and habitat for wildlife. B. In natural landscapes, open and grassy road verges introduce new edges and can increase the barrier effect of roads to forest species, but increase the corridor effect or provide new habitat for others. C. Verges may serve as sources for species spreading to new or recolonising vacant habitats. 2.3. Engineering solutions to improve ecological connectivity: Ecological connectivity is endangered by numerous factors, such as habitat modification due to changes in land use, habitat loss from various human activities, and habitat fragmentation, for example, due to traffic routes. Climate change is a significant factor that adds additional pressure on habitats and biodiversity. Creating corridors as part of wildlife corridors represents an engineering solution to improve ecological connectivity and reduce the impact of roadblocks on wildlife. We must consider specific engineering strategies and considerations related to wildlife corridors. For example, the Parc Figure 13, The corridor function of road verges in different landscapes. (IENE, 2003) Natural de la Serra de Collserola scores highly in terms of large green spaces, despite the presence of road infrastructure and various settlements surrounding it. An example of constructing a corridor for animals involves an ongoing effort to reduce wildlife deaths due to collisions with moving vehicles, incorporating revegetation and perimeter fencing to guide the animals. Among the main benefits provided are: • Improve traffic safety and reduce the high social and economic costs of road traffic accidents involving wild animals. • Reduce wildlife mortality and disturbances to adjacent ecosystems due to traffic and infrastructure features. • Maintain ecological connections across transport linear infrastructure. • Support the measures installed or constructed to enhance biodiversity on ponds, verges, and other green areas. • Play a part in improving future design, construction, and maintenance practice. Figure 14, Restoration of vegetation and perimeter fencing to guide animals (MMA 2006) 2.4. Defining habitat fragmentation Transport networks fragment natural habitats into small, isolated patches, forming barriers between the remaining regions. This has two primary effects on species: first, it can reduce the size of habitat patches to the point where they can no longer support viable populations of important species; second, it can isolate the remaining patches so that individuals have a low chance of moving between them. Being unable to travel across patches exposes organisms to local and regional extinction. Habitat fragmentation caused by transportation networks, as well as subsequent secondary developments, have become one of the most important global threats to biological diversity. Although human activity began to fragment nature many years ago, the density of transportation networks expanded dramatically during the 1900s, and the impacts of enhanced accessibility has hastened this impact. Landscape development creates barriers that restrict species from freely traveling from one area of their habitat to another. As habitats are fragmented, they become "islands," exposing animals to hazards both within their habitat and when venturing into other places. Fragmentation also increases "edge effects," which are the negative implications of having more edge areas vulnerable to adjacent development versus protected interior habitat. This leads to increased road fatalities, the prevalence of invasive species, disease, conflict between humans and wildlife, genetic inbreeding, and exposure to harsh weather. Not all species are equally affected by habitat fragmentation. Sedentary species that cannot migrate far are only impacted if their unique habitat is gone. In contrast, species that spread and move about are influenced by the overall number of interconnected habitats accessible. Larger mammals, such as bears, wolves, and cougars, require extensive area to feed, reproduce, and sustain themselves. As a result, these species are frequently the most vulnerable when habitats become highly fragmented. Figure 15, shows how habitats turn on into smaller and smaller fragments The municipalities of Prat del Llobregat and Barcelona, adjacent to the river, are those with the largest area of economic activity estates (PAEs), about 2000 hectares each of the existing 9265 hectares. throughout the AMB. Following the axis of the river itself, we must highlight a large concentration of industry, especially in Castellbisbal and somewhat less in the rest of the municipalities. These PAEs are found around the main road infrastructures that connect the Delta logistics platform with the territory, which contains the port and the airport. In this sense, the route of the large infrastructures (AP-7 highway, the A-2 highway or the High Speed Train line) has been carried out following the criterion of reducing impacts on the urban fabrics, boxing the river into a gigantic system of motes intended to support infrastructure and protect settlements from flooding (Torra et al., 2008). It is also worth highlighting the enormous number of facilities, mostly underground, taking advantage of the spaces freed from occupation and the gentle slopes that follow the rivers. The presence of these networks of supply of substances, energy or information that run through the river spaces conditions, in turn, the actions that can take place in the river space, such as, for example, tree plantations, earthworks, management of runoff from the territory, etc. On the other hand, the geomorphological configuration of the metropolitan territory has also determined the human occupation that has taken place throughout history. During the last 60 years the Urban settlements have been detached from their proximity to rivers, and urban development has focused more on areas far from rivers, removing what was uncomfortable towards spaces rivers, coming to use these spaces as authentic landfills and sewers (Binnqüist, Del Puerto and Chávez, 2013), and marginalizing the surrounding neighborhoods. A clear example is the Besós River, which during the 70s and 80s was one of the most polluted rivers in Europe as a result of the great growth of the surrounding towns and their industrialization process. This growth took place without taking into account the ecological and productive functionality of these river spaces, which caused a loss of environmental quality, a decrease in biodiversity. and a degradation of ecosystem services. Therefore, this configuration has led, at the same time, to inevitably confine the river in a reduced fluvial space, isolating it both ecologically and socially. The occupation of riverbanks and floodplains has altered flow regimes, and favored erosive processes of the bed and slopes, and the removal of riparian vegetation (Binnqüist, Del Puerto and Chávez, 2013, Perona Alonso, M. , 2017). Therefore, as a result of widely biased planning, ecological degradation of the city has occurred (Pellicer, 2001). In this context, it is worth highlighting the modification of the mouth, moved 2.5 kilometers further south of the natural mouth, to avoid flooding in the municipalities of the lower part of the Llobregat and allow the expansion of the Port of Barcelona with the expansion of the Zone. of Logistics Activities (ZAL) that began in 2001. All these territorial dynamics have resulted in the Llobregat and the Besós becoming two natural river spaces, nestled in the middle of a densely populated metropolis with a relevant role as communication and supply infrastructure corridors. On the other hand, as they are located close to urban areas and available to the metropolitan population, they have subsequently been the subject of improvement projects and various urban planning initiatives, especially aimed at increasing the social use of these spaces. The relationship between these open spaces of the AMB and the rest of the territory focuses on guaranteeing the continuity of the ecosystem and social functions (recovery, preservation and management) of the Llobregat and Besós rivers, the improvement of the environments of river connectivities, ecological, as well as other heritage elements that guarantee civic continuity, recovery and management of the environment of both the rivers themselves and the tributary streams. if we think of a territory of 600 square kilometres where more than 3 million people live, we automatically think of a very dense metropolis with a large number of urban areas and economic activities such as the metropolitan area of Barcelona, the largest urban agglomeration in the western Mediterranean where half of the GDP (Gross domestic product) of Catalonia is generated. Surprisingly, more than half of this territory is occupied by green spaces such as the Collserola mountain range, the Garraf massif, the Ordal mountains, the Marina mountain range, the Baix Llobregat agricultural park, the Llobregat and Besos rivers and their basins, numerous streams and beaches, as well as green spaces such as parks and squares within the cities. All these natural areas are interconnected and form what is known as green infrastructure, whose ecological and landscape richness is extremely important, with more than 50 habitats and 5,300 different species. The consolidation of this set of green spaces will help to implement a new Metropolitan model of environmental sustainability that must strike a balance between socio-economic development and environmental preservation, which requires work at all levels, from the design of a territorial strategy to the definition of each of the elements of the green Figure 21, Green infrastructure of AMB. (AMB 2020) infrastructure. One of the spaces par excellence of the green infrastructure is the final stretch of the Llobregat river, which stands out for its key role in biodiversity, ecological connectivity and social use. In fact, the Llobregat contains more than half of the habitats of the metropolis and more specifically its delta is one of the most relevant areas of the metropolitan area in terms of biodiversity. The Llobregat and its tributaries play an important role in ecological connectivity as they are the link between the interior and the coast and between the mountains of Oran and Collserola, however, the multiple urban areas and infrastructures of the territory make it difficult to achieve greater permeability. The river that had been forgotten for decades has now been recovered as a place to be in contact with nature, to discover spaces and elements of historical interest and to do outdoor activities. It is connected with other natural spaces such as parks, mountains and beaches and with a network of green itineraries that give shape to the territory and unite the municipalities. Although it is an intensely humanised and fragmented space surrounded by communication infrastructures, industries and densely populated urban areas, the final stretch of the Llobregat river, which crosses 16 municipalities and has a length of 30 km, has become an essential ecological infrastructure for the provision of ecosystem services. one of the main challenges will be how to integrate and apply ecosystem services in the real processes of planning, management, evaluation, decision making and environmental communication, among others, governance is fundamental. Figure 22, network connected of green itineraries we need to be alert and attentive to future climate scenarios, e.g. how will we be affected by rising temperature extremes, what will be the effects of reduced water resources or increased fire and flooding periods, how can we cope with biodiversity loss. The speed and intensity of the consequences of climate change will determine to a large extent the way in which the territory must be managed in order to respond to the needs of its citizens. Green infrastructure will help reduce the risks and vulnerability of a territory that will be better adapted to future scenarios. The AMB is already working on this and will continue to do so in order to meet these challenges and increase the resilience of the metropolitan territory. 4. Study area: Santa Coloma de Gramenet is part of the metropolitan area of Barcelona. With an area of 7 km², its population amounts to 120,029 inhabitants, of which 26,278 were born outside of Spain (21.89%). The city is divided into 6 administrative districts, but most of the population is concentrated in districts V and VI, which at the same time have the largest ethno-cultural diversity, as 55.5% of these districts' population is of foreign origin. Diversity is also present among the Spanish nationals, while most are born in Catalonia (61.8%), many come from Andalusia (20.6%), Extremadura (5%), Castilla-La Mancha (3.5%), Castilla-León (2.7%), and Galicia (1.7%). The population of foreign origin comprises more than 100 different nationalities. By geographical area, Latin American nationals amount to more than 30% of the foreign population, followed by Chinese (20%), North African (16%), and South Asian (13%) nationals. From Europe, 7% are nationals of other EU countries, while 4% are from third countries. Santa Coloma de Gramenet is a workers’ city, with a workforce mainly commuting to Barcelona and its metropolitan area. Besides some small businesses, the local industry is not strong enough to provide commensurate workplaces. The city is very well connected, both with public and private transport. Among the most significant milestones in recent years were the establishment of a university campus, initiatives to transform the Besòs river zone into a public space, and a project to improve local mobility and accessibility. Due to its complex orography, elevators have become a useful tool to increase local intercommunication. The existence of Santa Coloma and its population growth throughout the twentieth century is easily explained by its proximity to Barcelona city. It serves as a communication channel between the Catalan capital and the most eastern areas, and during the first half of the 20th century, it was an important destination for Spanish migration towards Catalonia: a flow mainly composed of low-skilled workers who lived in Santa Coloma and worked in the Barcelona industrial area. Between the late 1950s and the 70s, the population increased from 14,000 to 140,000, a figure that was maintained until the 80s. Today, Santa Coloma has 120,000 inhabitants. Since 2002, Santa Coloma has become the destination of a new migratory flow, this time from abroad. Currently, the foreign population represents 21.89% of total inhabitants. People from Latin American countries represent 7.8% of the total population in the city, but by nationality, none of them exceed 5%. In some districts of the city, the migrant population represents from 34% to 43% of the total population. The city is defined by: • An intense increase in the number of immigrants within a short period of time, i.e. since the first decade of the century (2000), resulting in a substitution of the population that has led to a rapid and drastic change in the internal social landscape. • A disorderly and hostile urban image (legacy of the Franco era, counting 143.232 inhabitants in 1977), with buildings and houses of very poor quality and expensive and complex urban regeneration. The topographic circumstances mark the city with steep slopes throughout. • A limited public space for interaction and leisure which was “robbed” from low quality urban fabric, even though progress has been made in the last three decades. • High rates of unemployment (24% today, while only 7.9% in 2006) and a GDP per capita that is less than half of the Barcelona metropolitan area- and almost half of the Catalan figure. In 1994, the situation of the peri-urban crown of Santa Coloma de Gramenet and the Río Besós reflected a high deterioration in environmental conditions due to uncontrolled waste spills, a high incidence of forest fires, low water quality in the river course, as well as the absence of value perception by the population of the ecological heritage and natural environment of Santa Coloma, and a low level of environmental education at different educational levels, as well as in civic associations and the population in general. Specifically, the following items are defined in the initial situation: 1. Presence of uncontrolled waste dumps in the forest area, the riverbed and in the peri-urban area. 2. Need for green and leisure areas in the city as a contrast to the dense fabric urban (willingness to move towards a greener and more sustainable city). 3. Unemployment and lack of professionalization of a sector of the young people of Santa Coloma of Gramenet and a population over 45 years of age. 4. Need for citizen awareness and individual involvement in problems of the environment to modify the attitudes of citizens towards it. Figure 23, population of Santa Coloma de Gramenet, evolution 2007-2020 In 1994, the Santa Coloma City Council promoted the Restoration Program of Peri-urban Areas as a long-term action strategy in the natural environment, and in 1997, the Environmental Recovery Project of the Final Section of the Besós River began through the financing of Cohesion Funds. ECOMETROPOLI, the Environmental Education Center of Santa Coloma de Gramenet, fits as an educational instrument in the Peri-urban Area Restoration Program and the Environmental Recovery of the Besós River, which propose, in general, the following objectives that motivated its creation in 1994 and 1997, respectively, and that have been developed so far: ➢ The ecological recovery of peri-urban and river spaces and their transformation in leisure and educational areas for the population (city-environment transition areas natural). ➢ Job placement in professional families in the field of the environment for young people in the municipality, as well as for people who are unemployed over 45 years of age. ➢ The active participation of civic entities and the educational sector of the city, especially those located in the neighborhoods in which the intervention areas are located. ➢ The active recovery of the biodiversity of the two main natural areas of the municipality of Santa Coloma de Gramenet: The Serralada de Marina and the Río Besós. ➢ The creation of a permanent reference environmental education space in the Metropolitan Area of Barcelona and for the entire population of the Besòs area, in general, and the population of Santa Coloma de Gramenet, in particular. ECOMETROPOLI aims to consolidate a permanent offering of Environmental Education workshops in the areas of the natural environment (Serralada de Marina), ecological recovery and conservation of the Besós River, the protection and recovery of urban and indigenous biodiversity, the development of urban agriculture and gardens, energy efficiency in homes, adaptation to climate change, and sustainable and safe mobility. The ECOMETROPOLI educational program also aims to increase the level of information and training of the metropolitan population that frequents the natural environment of Santa Coloma de Gramenet and the Besós Fluvial Park. The main purpose of this center is, therefore, to raise awareness among the population of Santa Coloma and metropolitan people of all ages about the importance of protecting the environment and disseminating the biodiversity of the city's natural environment. The action strategy is based on the development of environmental education projects that promote the acquisition of knowledge, habits, and behaviors that lead to the care and improvement of the environmental setting, through the analysis of problems derived from man's relationship with the environment and participation in activities that lead to reflection, commitment, and responsible action towards the environment. It also aims to promote healthy lifestyle habits. Figure 24, study of zone(SC) (Catalonia, Metropolitan Area of Barcelona, and Santa Coloma de Gramenet). examining Santa Coloma's urban form, we found that tension between various urban fabric patches results in conflicting areas and discontinuities. These are places where one patch blends in with others, and the cohesiveness and harmony of the urban fabric are lost. Buildings no longer have direct relationships with one another; instead, they function as a collection of separate, independent entities. Consequently, this results in unplanned open space, which is seen as a leftover area that remains undeveloped following development. Several of these locations are unoccupied areas with intricate topographical circumstances that were both included in and surrounded by the urban environment. This condition, for instance, can be observed at the Molinet Park neighborhood in Santa Coloma's extreme south, where the topography of the land makes urbanization challenging. E. Bru describes this type of free space in the book "Three on the Site" as follows: "Residual space is the majority of free space in today's cities. It is space between things rather than open space in the traditional understanding of the word. Its occupancy has been rendered impossible by the persistence of unresolved tensions." Some of theseissues have since been addressed and incorporated into the surrounding urban fabric through the creation of small parks and urban areas, but others remain unaddressed. These undeveloped semi-urbanized areas may serve as the main sites for urban tissue intervention in Santa Coloma. Public transport in Santa Coloma de Gramenet (Catalonia, Spain) is an important part of the Metropolitan Area of Barcelona's transportation network. Santa Coloma is a densely populated suburb of the city of Barcelona, serving both as a dormitory town and one of the biggest settlements in the capital's urban area, with around 120,000 inhabitants. It is bordered by Barcelona's Nou Barris and Sant Andreu districts, Badalona, Sant Adrià de Besòs, and Montcada i Reixac. The town has historically relied mostly on bus lines for transportation, but a significant improvement arrived in late 2009 with the partial construction of Barcelona Metro line L9. Until well into the twentieth century, there was no bridge crossing the Besós River to connect Barcelona with the municipality of Santa Coloma de Gramenet. Despite its proximity to the city, this small country town maintained its bucolic air, which was greatly appreciated by a part of the Barcelona bourgeoisie who built their opulent summer retreats there. After the 1920s, however, many immigrants pouring into Barcelona, who found work but not accommodation, settled in Santa Coloma. The town sprawled chaotically in all directions, fast becoming a dormitory town. In just fifty the corriodr is structure designed and purpose built or adapted to enable wildlife to safely cross over or under linear transport infrastructure. Those movements are crucial for dispersal of individuals to find mating opportunities between different subpopulations, which increases genetic variability, or to find habitats that suit seasonal needs. Adaptation to the effects of climate change also requires that wildlife can overcome barriers. So, wildlife passages contribute to preserving ecological connectivity and are valuable elements of the Green Infrastructure. Figure 29, proposal applied in AUTOCAD. Own in collaboration with the AMB The first measure implemented to protect local fauna will be the installation of fences to prevent them from entering the platform area and thus avoid them being run over. The barrier effect of transport infrastructure on wildlife is one of the most important factors associated with habitat fragmentation. Its magnitude varies with infrastructure characteristics (i.e. traffic intensity, infrastructure width, presence and type of fencing) and differs between species depending on their mobility, their behaviour towards traffic, and their capacity to inhabit or move across humanmodified habitats. The barrier effect is not as tangible as animal-vehicle collisions, but the results can be equally lethal for the local survival of populations. The dimension of an underpass is defined by height, width and length. The length basically corresponds to the width of the road or railway track and is therefore fixed. However, the width and to a lesser degree the height can be chosen according to the requirements of the animals. For a description of the dimensions of an underpass an index of relative openness is often calculated, defined as width x height / length. However, relative openness should never be used as the sole measurement. Therefore minimum values have to be set for height and width. Relative openness can then be used as a value that reflects the fact that the longer an underpass is, the wider and higher it has to be. Figure 30, fence of the corridor. Own in collaboration with the AMB A range of materials are used in the construction of underpass wildlife corridors; these materials are selected with the unique demands of the wildlife species the corridor is meant to support in mind, as well as structural and environmental factors. The following are some typical components and architectural elements seen in wildlife underpass construction: ➢ Concrete: because of its strength and durability, concrete is frequently utilized to build animal underpasses. It once served as the foundation for the underpass's walls and base. Figure 31, Terminology used for defining length (A), width (B) and height (C) of an underpass, (IENE 2022) Figure 32, U-shaped slab. Own in collaboration with the AMB Figure 32 & 33, shows the shape of the slabe which is marker in Red that is goig to use in the begining of entry and the exsite of the corredor. Figure 33, L-shaped slab. Own in collaboration with the AMB Figure 34, illustration of concrete used in the wall of the corridor. Own in collaboration with the AMB • Bituminous mixture pavement: 5 cm wearing course, 7 cm intermediate, 13 cm base. • 20x20x4 cm panot paving on a 15 cm thick HM-20 concrete base15 cm thick HM-20 concrete base. • Paving Concrete HM-20 on a base of gravel. ➢ Steel: To provide concrete more strength and support, steel reinforcements are commonly utilized in conjunction with it. Figure 35 & 36 Figure 35, illustration of how many bars of steel used in the slab. Own in collaboration with the AMB Figure 36, illustration of how many bars of steel used in the slab. Own in collaboration with the AMB ➢ Natural Substrates: To simulate the natural environment and promote animal use, the underpass's foundation may be covered in natural substrates like dirt, sand, or gravel. This is especially crucial for species whose sensitivity to foreign surfaces is high. ➢ Rocks and Vegetation: Natural elements like as rocks and vegetation are frequently placed to corridors to make them more aesthetically pleasing and less frightening to wildlife. This helps the structure blend in with its surroundings in addition to provide cover. ➢ Drainage Systems: To stop water from building up inside the underpass, proper drainage is essential. It is essential to use materials and designs that allow for efficient drainage while preserving a dry path for wildlife. ➢ Fencing: Although it is a component of the underpass itself, underpasses are frequently used in conjunction with fencing of various materials to direct animals toward them and away from roadways. For these structures to be effective in promoting safe animal crossings, the natural lighting design in the corridor is a crucial element. In order to minimize potential disturbances and accommodate the preferences and behavior of the target animal species, the natural lighting design must be carefully considered. These are some important factors to take into account while designing a corridor's lighting: ✓ Reducing Disturbance: Since many animals are sensitive to artificial lights, using the corridor may be discouraged for them. As a result, lighting design frequently seeks to emulate natural settings as precisely as feasible. This could occasionally entail employing very little or no lighting inside the underpass itself. ✓ Natural Light Ingress: To minimize the need for artificial lighting, the corridor is intended to let natural light in wherever possible. This can be accomplished by carefully placing and designing the corridor so that light from the sun enters the interior. ✓ Use of Low-Impact Lighting: Low-impact lighting solutions are recommended when artificial illumination is required. Using lights with wavelengths less likely to harm wildlife or motion-activated lights that shorten exposure times are two examples of how to do this. The objective is to strike a balance between protecting animals' safety and preserving their natural habits, and promoting the maximum amount of use of the corridor by the animals. This necessitates a thorough comprehension of both the target species' ecology and its surroundings. Figure 37, shows the implemented of the corridor under the street or (Carretera de la Roca) via CAD. Figure 37, Corridor passage of wildlife. Own in collaboration with the AMB 5.1. Summary - It is necessary to build a rectangular fauna passage with minimum dimensions of 2 m wide and 2 m high with two lateral benches of at least 0.5 m wide. - The entrance and exit, especially if there are ramps, must have a rough surface to provide good grip and a recommended slope of 30º (maximum of 45º). - It is necessary to install guide fences, at least 40 cm high, for the passage of amphibians and small mammals. - It is proposed to install rough strips on the road to reduce the speed and, if desired, a signal. Figure 44, Reflective sign at night (bestofsigns slow-multiple-deer-crossing-symbol- aluminum-sign-hip-reflective s.f.) 5.2. Step dimensions The appropriate size of an amphibious underpass is determined by its length (road width in this case). Although there are some studies that report that some amphibians use tunnels narrower than 0.20 m in diameter, the larger the tunnel the more effective the passage. Amphibious passages proper, however, do not include side benches, therefore, we would talk about underground passages of small fauna. In European standards they range between 1 and 2 m in width and 1 to 2 m in height. Even so, a width and height of 2m is recommended to allow for adequate maintenance (frequent maintenance is needed, especially after storms and heavy rains). It is recommended to build lateral benches with material that does not rot with a width of 50 cm on both sides of the watercourse. The height must be adapted to the hydraulic conditions to allow the bench to always be above the water level. The recommended slope of the ramps to access the side benches would be 30º (max. 45º). Figure 45, Of these two sections, B would be the most recommended. Specifically, B would be the recommended one if prolonged increases in the water level are expected, (IENE 2022) Figure 47, Enchanted replacing a stepped downspout at a drain outlet (IENE 2022) Figure 46, Enchanted replacing a stepped downspout at a drain outlet (IENE 2022) The entrance and exit, especially if there are ramps, must have a rough surface to provide a good grip, for example by combining stones and concrete. 5.3. Design - The passage structures must be rectangular or dome-shaped. Circular structures are not recommended. Tunnels with rectangular cross-sections are also recommended due to the larger base compared to pipes of similar heights. It is also easier to fix guide structures at the vertical entrance of the tunnel. - Structures without concrete at the base are preferable because they maintain contact with the natural, moist surface and allow soil to be added during installation. It is highly recommended that the pavement is permeable to avoid clogging and water stagnation within the passage. - Concrete of the corridor construction is preferable to steel, plastic or other materials because it is more durable and easier to maintain. - Drier corridors are not as effective as those combined with a water feature, such as a drainage channel or stream. - Water must drain easily from the corridors. Standing water in the tunnel is generally not recommended. - There are wildlife detectors at the level crossings. These detectors can be for temperature, for movement, etc. Standardized signaling does not work because it is so widespread. That is why there are other specific light signals to inform about the frequent passage of wildlife on the road. 5.4. Fences and guide structures To provide a fence that is effective and safe for amphibians, reptiles, and other small wildlife, smooth, opaque, and durable materials such as metals, concrete, or durable recyclable polymers should be used. Figure 49, Materials suitable for small vertebrate fencing. A: Concrete fence, B: Steel fence, C: Recycled polymer fence rough at the interior to allow small fauna to go out and smooth at the exterior to avoid entrances (IENE 2022) Figure 48, Materials suitable for small vertebrate fencing. (IENE 2022) - Metal, plastic or concrete are common materials used in different types of guide fences, which must be durable (at least 10 years) and soft to make it difficult for amphibians to climb. - Guide fences must be buried or firmly anchored to the base, without leaving holes, and perpendicular to the ground. A rounded fence shape does not provide adequate guidance. - The ends of the fences should be U-shaped to keep amphibians away from the road when they reach the ends of the barrier. Figure 50, Amphibian passages are composed of multiple rectangular or dome-shape underpasses located at maximum distances of 60m and with opaque guiding fencing (IENE 2022) Figure 51, The end of the amphibian passage guiding structure should be U-shaped to direct animals away from roads or railways and helps avoid access to the infrastructure (IENE 2022) - The height must be at least 40 cm above the ground. - The width of the structure must be as large as possible: on one side until you reach the wall and on the other you should see if there is any element that could act as a "stop" - The top of the barrier should form a flap to prevent animals from climbing. Figure 52, General diagram of a passage for amphibians Heigh at least 40 cm (gencat, DISSENY DE PASSOS DE FAUNA I TANCAMENTS PERIMETRALS 2015) - A vegetation free movement surface is recommended right next to the barrier and vegetation adjacent to the movement corridor should provide cover. - Guide structures should be placed as close to the road as possible to minimize the length of the through tunnel. A safety barrier prevents vehicles from getting caught in the guide structures. - Corners and edges should be avoided especially where the guide structure joins the tunnel entrance. 5.5. General information about fences In order to ensure maximum available habitats and lateral corridors for wildlife adjacent to the infrastructure, fences should be placed as close as possible to the road infrastructure, taking into account safety issues and traffic maintenance. When fences are installed in combination with underpasses, the optimum position is at the top of the embankment with road edges facing outwards and providing a safe guide to the entrance of the underpass, channeling wildlife towards the entrance (Fencing around the mouth of the connector entrance should not be placed perpendicular to the roadway as it can create a tunnel effect). Figure 53, A: Temporary fence not effective because amphibians and other animals can climb easily. B: Reptiles such as tortoises, lizards and snakes can also climb mesh fences. C: Welded mesh reinforcement added to a large mammal fence which deters small fauna bu 6. Assessments a. Benefits: Building a wildlife corridor addresses the issues of habitat fragmentation and road safety, providing substantial advantages for both humans and animals. These advantages fall under three categories: economic, safety, and ecological. • Ecological benefits: Wildlife corridor makes it easier for animals to traverse across fragmented landscapes, which is essential for preserving genetic variety and the general health of the population. Because of their connectedness, animals can search for mates, Figure 54, Location of the fence at the top of the embankment will allow safe access of wildlife to habitats provided by verges to the exterior of the fenced area (IENE 2022) ➢ Regular cleaning: For wildlife corridors to remain functional and ensure the safety of the animals who utilize them, regular cleaning is important. The goal of each of the main tasks involved in this process is to preserve the conditions that allow wildlife to migrate. First, it's important to clear out any debris or obstructions. These can be man-made, such rubbish or leftovers from neighboring roadways, or natural, like fallen leaves or branches. These impediments can discourage animals from utilizing the hallway or even imprison smaller animals, making it impossible for them to get through. Managing trash or poisons is another important aspect of routine cleaning. Animal or human feces can accumulate and jeopardize the health of surrounding wildlife. This includes food waste, which disrupts the crossing's primary purpose. Toxins can also accumulate in and around wildlife corridors, such as those from nearby industrial activities or automobile emissions. Every cleaning routine must include measures against any hazardous chemicals that could jeopardize the local wildlife. Routine cleaning also includes keeping the crossing structure's drainage systems clear and effective. Water accumulation may make a crossing impassable or lessen its value to wildlife. This is why good drainage is necessary. Managing vegetation is part of routine cleaning. This includes keeping the crossing's surrounding vegetation at a level that encourages wildlife use. Overgrown vegetation may make it more difficult for animals to pass. (Figure 58) Routine maintenance of wildlife crossings is a large job that requires consideration of environmental purity, structural integrity, and the specific needs of the species that uses these facilities. It is necessary for ensuring the efficacy and efficiency of these critical conservation devices. ➢ Signs Maintenance: One of the Municipality of Santa Coloma de Gramenet's principal responsibilities is to maintain signage that designate wildlife corridors. An overview of the municipality's possible approach to this assignment is presented below: Figure 58, shows some vegetation through the corridor (gencat, DISSENY DE PASSOS DE FAUNA I TANCAMENTS PERIMETRALS 2015) - Regular Inspections: To make sure that all signs are in good shape, are readable, and can be seen, the municipality should carry out routine inspections. - Cleaning and Repairing Signs: To remove dirt and grime, signage must be cleaned on a regular basis. In addition, the city should promptly repair any damage caused by harsh weather, incidents, or vandalism. - Maintaining Reflectivity: Signs must retain their reflectivity in order to be useful at night or in low light. Signs that are no longer reflecting should be replaced by the municipality. - Management of Vegetation: To keep signs visible from a distance, it is essential to regularly cut the vegetation surrounding them. In summary, the upkeep of wildlife corridors necessitates an allencompassing strategy. This includes doing routine cleanings of the hallway, careful maintenance of the fences, signs and structural repairs. Through the implementation of these diverse yet essential procedures, the SCG Municipality guarantees that the corridor successfully achieves its objective of providing animals with a safe passage. Such careful upkeep improves the region's environmental harmony and sustainability in addition to helping to ensure the safety of the fauna. The SCG Municipality's proactive stance is evidence of its dedication to protecting regional ecosystems and encouraging harmony between urban growth and natural environments. 7. Conclusion The wildlife corridor project in Santa Coloma de Gramenet is an important implementaion of how environmental management and urban growth can coexist. The plan to create these corridors, especially with artificial underpasses, is in line with larger efforts to reduce habitat fragmentation and improve traffic safety. The ecological imperatives of preserving genetic diversity and permitting normal animal behaviors like colonization, migration, and breeding are in line with this strategy. From an ecological perspective, the corridor allows species to expand their lands more easily, promoting genetic variety and lowering the likelihood of inbreeding. It greatly lowers the risk of wildlife-vehicle collisions, protecting the lives of both people and animals. Economically speaking, the long-term benefits from fewer traffic accidents and car damage are significant, even though the initial building expenses are noteworthy. The project, which is funded by European Next Generation Funds, demonstrates a dedication to biodiversity preservation and sustainable urban development. An essential component of this project is maintenance, which entails routinely checking and maintaining animal crossings and fences. It takes ongoing attention to prevent wear, damage, and environmental conditions to ensure these components continue to function. Maintaining the safety of animal passage through regular cleaning of the corridor is equally critical, including the removal of debris and the management of any potential harmful hazards. In this initiative, the Municipality of Santa Coloma de Gramenet plays a crucial role. It entails preserving these corridors' structural soundness and operational efficiency, as well as the fences, underpasses, and related signs. Regular cleaning, inspections, and repairs are all part of the municipality's duties in case of recurring damage or shifting environmental circumstances. Regular maintenance and inspections are necessary for signage, which is essential for both traffic safety and wildlife conservation. It is imperative to make sure that these signs are reflective, readable, and visible in order to notify cars of the existence of the wildlife corridor. 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