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Singular bridge over the M-12 and New Accesses to the Terminal (N.A.T).

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Madrid, España

  • 360000

    excavation

  • 63000

    embankment

  • 20000

    concrete

  • 2200
    T

    structural steel

Connecting the interior roadway in Valdebebas Park with the roadway for Barajas’s New Accesses to the Terminal (N.A.T.) with a Singular Bridge over the M-12.

Construction work on the “Singular Bridge over the M-12 and accesses to the NAT Barajas in Valdebebas (Madrid)” consists of building an access connecting the residential area of Valdebebas and Terminal T4 at Barajas with a bridge that crosses the M-12.

The bridge spans 162.00 mts and a deck width of 24.50 mts, with a symmetrical transverse arrangement that can accommodate two lanes of traffic in both directions that are each 3.50 m wide and two sidewalks measuring 2.75 m. In the central area, there is a median 4 m wide that allows the arch to pass through the deck, separated from the roadway by protective barriers. The total width of the deck is finished out with the space occupied by the imposts on both edges.

The deck is made of a metallic section multicellular caisson with S355 J2 steel and a constant span of 3mts on the section’s axis, over which there is a concrete slab measuring 0.25 m thick.

The entire deck is suspended from the arch with a maximum height of 10.30 m at the center of the bridge and a length of 124 m, with its almost rectangular section having a constant span of 1.50 mts.

The deck’s connection to the arch is by means of a mesh or lattice with rectangular tubular profiles of S355 J2H steel, which is called a “diagrid”, located along 4 longitudinal planes, making the cross-section vary linearly from 4.00 m where it meets the deck, to 2.00 m at the keystone.

The bridge is balanced at each end with a counterweight anchored to the ground with stakes under traction, located along a platform across the width of the deck.

The main foundation at supports 1 and 2 consists of a pile cap of reinforced concrete. At the counterweight beside T-4, there are some ornamental lateral walls made of reinforced concrete that are 14 mts tall, which form an elevated circular gazebo.

The Bridge’s connection with T-4 over the M-12 is complete with a series of paths and branches that provide connections between Valdebebas and the existing road, as well as with the airport.

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C-Roads Platform

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Madrid – Málaga, Spain

C-Roads Platform
C-Roads Spain
  • 16

    European countries

  • 15

    Cities

  • 6000
    km

    covered by short-range

  • 100000
    km

    covered by C-ITS service

C-Roads is a joint initiative of EU States and road operators for testing cooperative ITS services enabled by Vehicle-to-Vehicle (V2V) and Vehicle-to-Infrastructure (V2I) connectivity facilitating the adoption of connected autonomous vehicles.

The C-Roads Platform is a joint initiative of European Member States and road operators for testing and implementing Cooperative Intelligent Transport Systems (C-ITS) services in light of cross-border harmonisation and interoperability.

The C-Roads Spain Consortium is composed by 26 Spanish public and private entities from the ITS sector, covering the complete sector value chain. Apart from us, there are important public entities like DGT and Madrid Calle 30 and private companies like GMV, Indra o Abertis.

The budget for the C-Roads Span Consortium ascends up to €18 million where the European Commission finances the 50%.

The project includes several pilot deployments, with the goal of accomplishing transfrontier interoperability under the C-Roads Platform. The key elements are the elaboration by all parties of technical specifications, that will be the baseline for all the experimental deployments, as for the site tests that will be commonly prepared to demonstrate the interoperability of the C-Roads Services that are being deployed.

We participate with two projects valued in €1 million, divided between two pilots deployed in two of their infrastructures: The AUSOL Concessionaire between Málaga and Guadiaro and the Serrano Park Parking in Madrid. Vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) connectivity technologies will be tested, which are the baseline for the implementation of near future autonomous vehicles.

By the usage of its infrastructures, we will be able to develop the connectivity technologies of connected vehicle and infrastructure oriented to interoperability at a European level, being able to incorporate these technologies in the mid term as part of its portfolio services.

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Wondo: every mobility option in just one app.

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Madrid, Spain

WONDO Website
REGISTER HERE

Wondo is a start-up from Ferrovial that offers premium mobility services in the Moovit app (a worldwide leader as a public transit planner) to help you find city routes using your preferred mode of transportation: metro, bus, carsharing, moto-sharing, scooters, or bikes.

Wondo was born at Ferrovial with the goal of improving mobility in cities around the world. We want to offer residents a free, flexible, sustainable way to get around town by making every transportation alternative available in one place so they can choose the one that suits them best.

How? By connecting operators, users, and the city with technology to help them get anywhere they want in a fast, safe, efficient way. Everyone wins!

Wondo believes in everything that is connected: shared mobility, public transit, and electric vehicles for attaining a planet that is inhabitable for us all and an efficient culture for getting around in cities.

That’s why you have complete freedom of movement, all sorts of mobility options, and plenty of benefits on just one site.

The more you move, the more you win

This start-up offers our users the first mobility rewards program, rewarding your way of getting around efficiently and sustainably. The more you move, the more benefits, gifts, and rewards you get.

Thanks to our agreement with Moovit, a leading company in mobility as a service (MaaS), all of our vehicles are located on the same map so that you can clearly see the best route to get to your destination. You can also take advantage of our own trip planner, which provides you with all the information you need about wait times and transfers to help you manage your time seamlessly, regardless of the mobility option you choose.

More money, fewer emissions

By now, you’re probably wondering what else is in for you.

Not only do our different alternatives save you time – they save you money, as well!

The more you use our app to keep moving, the more benefits and rewards you will get with our Wondo Tickets.

These mobility tickets can be redeemed for carsharing, moto-sharing, electric scooters… (emov, ZITY, eCooltra, Voi). To use them, you just have to copy the Wondo Ticket code and paste it in the operator app you want to use. It’s that easy!

Just for registering with Wondo, we’ll give you a €5 welcome gift to use with your operator of choice and to try out what we have to offer!

Also, for every 9 Wondo Ticket you buy, the 10th one is free. What’s more, every week you’ll find plenty of promotions and rewards.

Are you ready?

  • Download Moovit (look for us in the menu)
  • Sign up with Wondo and get €5 free
  • Buy more Wondo Tickets and enjoy our discounts
  • Choose how you want to get around
  • Don’t stop moving!

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Business Models for Last Mile Logistics

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Madrid-Barcelona, Spain

The Future of Freight
  • 80
    %

    Population in cities

  • Avg. annual

    30
    %

    increment of e-commerce

Business Models for Last Mile Logistics

  • 640 M

    E-commerce transactions per year

  • 237 M

    Parcels delivered a year (37%)

  • 44 KM€

    E-commerce turnover in 2018

Cities are growing – with more people and businesses increasing the volume of goods being delivered. This project is defining business models to sustain efficient integrated logistics solutions to improve the quality of life for citizens.

The objective of the Last Mile Logistics project is to understand and to define the best business models for implementing a goods logistics system in major cities (starting with Madrid and Barcelona) that reduces congestion and air pollution and increases convenience.

The business model will also define the specific roles for Ferrovial maximising its capabilities and interests. The scope of this research includes:

  • Market investigation about business models used in urban logistics solutions
  • Researching applicable technologies (logistics marketplace APP, route optimization, connected vehicles, etc.)
  • Defining new possible business areas, business models and balancing strategies
  • Simulation of business models defined changing them or adapting them as needed

The research will cover Technology Readiness Levels 3 to 6 by means of the following developments:

  • Analytical critical functions, financial modelling and/or characteristic proof-of concept of the business models
  • Preparation, definition and testing of the parameters for the simulations of the business models
  • Business model validation through the different stakeholder groups.
  • System/subsystem business model simulation in a relevant environment

The outcomes of this research will set the foundations for future project deployment, allowing TRL beyond level 6, through prototype building and demonstrations in specific areas of the city, which can be extended later to larger areas.

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Suspension Bridge on the A-6 in Las Rozas, Madrid

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Madrid, Spain

  • 7.74
    M

    Construction Bid Budget

  • 39
    m

    Height of the Tower

  • 2244

    Board Surface Area

The new bridge on the A-6 in Las Rozas, a suburb of Madrid, is an asymmetric suspension bridge with a span of 102 m between supports.

The main span is suspended from a tower by 9 pairs of cables located on the median. This tower is formed by two large sails or inclined triangular cells with a metal section that reaching its apex at 39 m above ground. The anchoring triangle is inserted at the highest point of the triangular cells, and it is formed by two large parallel plates, from where the frontal cables fork off like a fan.

On the triangular porticos, the compressed front tips are differentiated from the the rigid back retaining straps that anchor the tower to the counterweight on the inside of the abuttment. Horizontal elements—or braces— link both elements and close the triangles in their inclined plane. The wires are put in a polyethylene sheath or with forked terminals, and they sustain the mixed deck every 9 m. The deck, with a total width of 20 m (plus twospring lines, 1.08 m each), has two roadways, each with two lanes 3.25 m wide, separated by a pedestrian median 5,80 m wide.

Structurally, the deck is mixed, formed by a closed metallic box 8.30 m wide and a span of at most 1.50 m, with a lentil-shaped bottom. The span decreases as it moves from the center to the sides. The metallic box has four beam webs, serving as the two anchor point centers for the suspension cables, which are fixed on the top of the tower. To complete the deck’s span,there are steel ribs along the side measuring 5.80 m long, with spans that vary circularly from 1 m at the box girder to 0.2 m at the ends, while the inferior wing varies in width from 70 to 30 cm.

On the other hand, there are stiffener frames on the box every 3 m and bulkheads every 9 m. The rhythm of these stiffeners for the box are from 2 to 1. The transverse section of the deck is completed by an upper slap of reinforced concrete 22 cm in span. The building process consisted of launching the metallic sections of the deck with powerful cranes, allowing them to rest on the temporary towers that were withdrawn once suspension began. This allowed the construction of the structure without interfering with traffic on the A-6 or its service roads.

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Renovation of the “Frontón Beti Jai” Building, Madrid

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Madrid, Spain

  • 10800

    Floor area

Located at no. 7 Marqués de Riscal Street in Madrid, construction began in 1893 using state-of-the-art techniques and materials at the time. It is listed as a singularly protected building, lies on a 3,609 m² plot of land, and has a floor area of 10,800 m². The work done was ultimately aimed at recovering the Beti Jai court’s architectural beauty and making the building compliant for public use.

History of the Beti-Jai

Since it was completed and until the year 1918, this building was used as a playing court. From 1919, it was used for various purposes such as a garage, police station, prison, gypsum and plasterboard items workshop. In 1977, the building was in a state of neglect. Because of its history, the purposes for which it was built, and for its blend of eclectic and Neo-Mudéjar styles, the Madrid Institute of Architects drew up a report to apply for conservation and public use of the building. In 1991, it was listed as a National Monument and, thereafter in 2011, as a Cultural Interest Asset.

The eclectic-style façade at no. 7 Marqués de Riscal Street is currently the only visible element from the outside. The building is elliptical in shape and what is striking about the inside is the Neo-Mudéjar-style curved side façade, its cast-iron columns, and the curved beams supporting the grandstands which ensured court visibility from any angle.

Time had taken its toll on the empty building and, in order to mitigate the damage, our construction subsidiary Ferrovial Agroman undertook various renovation works for Madrid City Council’s Heritage Directorate General.

Renovation process

At a first preliminary stage, the following work was done:

  • Applying urgent measures including protective scaffolding on the main façade, which was also used to study it closely, and generally propping up the building.
  • Gathering information. Planimetric and topographic maps were produced, indicating the true structural situation, bulging walls, cracks, etc. and a sewerage study was also conducted.
  • Analysis of the condition of the structure and the foundations by taking samples and carrying out tests to check the extent of support provided by the building’s loadbearing walls, condition and dimensions de girders, walls, etc.

Having established the advanced state of dilapidation resulting from years of neglect and zero maintenance, structural consolidation and rooftop waterproofing work began in July 2016. Consequently, all elements at risk of collapsing and potentially affecting other elements which could conceivably be recovered and restored were removed.

The work done was ultimately aimed at recovering the Beti Jai’s architectural features without altering its essence. At the same time, the project wanted to meet the necessary requirements for a building that is currently being used by the public to be compliant. That is why structural consolidation was carried out to achieve a suitable load increase for that use. The foundations were therefore reinforced to receive the necessary elements capable of absorbing such loads without causing a glaring change in the extremely characteristic aesthetic features of the court. Wall uprightness was also recovered on the inside to guarantee wall stability.

As for the outside, the façade onto Marqués de Riscal has been recovered not only insofar as its composition is concerned, but also in regards to its aesthetic features and original finish. This means that all partly remaining elements have been recovered, including parts of or complete coats of arms, corbels, pilasters, banisters,etc. In short, all elements that made up the façade have been restored in order to proceed to make moulds and reproduce the same items. Work has been slow and thorough given the condition it was in and the requirement that the façade be recovered as it was originally conceived by Joaquín Rucoba. The same procedure was applied to all other façades.

The top banister—which had completely disappeared—was also recovered and so was the buttress with the name Beti Jai on it. In order to recover the letters, the original letters partly remaining on the inner façade were used, scaling them up to precisely twice their size.

The original layout of all the other façades has been recovered, along with their materials, manually replacing lost bricks one by one, and then pointing and protecting the same.

All non-original elements, such as grandstand partition walls, were eliminated in order for the original ironwork, which was cleaned and protected, to be visible again.

As for the roofs, they have been returned to their original condition, including lambrequins and wooden roof-end elements on the inside of the grandstands.

While the delicate and painstaking works were under way, all constructive elements found were analysed and checked to see whether or not they were original in order to eliminate all elements having an adverse impact. An example of this work was the discovery of the original, characteristically shaped roof tiles in the main body dating back to the year 1894, supplied by the Great Tile Factory of Eloy Silió. Molds were made to manufacture new tiles and lay them out in order for the roof to recover its original condition.

Similarly, the existing wall tiles have been dated, numbered and stored.

3-D modelling techniques applied to the Beti-Jai

Laser scanning was used to map the building for all of these works to be carried out, and a 3-D model of the building was also obtained. These techniques allowed all elements to be dimensioned with millimetric precision.

All of these works carried out have allowed a unique building to be recovered and restored.

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Pavement Restoration on the 18L-36R Runway at the Adolfo Suárez Madrid-Barajas Airport

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Madrid, Spain

  • €+
    10
    M

    Total Budget

  • 70000
    t

    Flexible Pavement

  • 24
    h/5d

    Time Spent on Project

  • +
    130

    Trucks

The restoration construction on the pavement on the 18L-36R runway and surrounding taxiways at the Adolfo Suárez Madrid-Barajas Airport, along with construction to eliminate obstacles on that track, were awarded to Ferrovial Agroman in 2016 for over €10 million.

Our construction subsidiary Ferrovial Agroman took up quite a challenge with this project, since it required working on the runway for a record 24 hours a day for five consecutive days, regenerating 70,000 tons of flexible pavement. To do so, it had 11 milling machines, 4 asphaltic agglomerate plants (two of which were installed by the Machinery Service inside the Airport), 10 asphalt spreading crews, and over 130 trucks.

The project also includes 240 kilometers of primary guidewires, 21 kilometers of secondary wire, and 2,000 buoys installed. The state of the runway fringes were also improved, and more than 2,000 elements, such as catch basins, signaling, underground galleries, and more have been updated.

The 18L-36R runway is 3,500 meters long and 60 meters wide, and it went into service in 2006. Aena tackled this job before the useful life of the infrastructure ended, thus proactively addressing situations that could have compromised the airport’s operational capacity. The runway’s performance in terms of operational capacity was planned and coordinated beforehand with operators and Enaire, the aerial navigation service provider, so that it was possible to do so and not impact the airport’s normal operations.

This project did have one more variable that turned out to be a critical one: the south wind, since airplanes had to land on the runway under construction with this wind. For this reason, planning had to be adjusted to the max in order to carry out the construction in a short window without the south wind and with the ever-present risk of needing to stop construction and get the runway operational in the middle of construction. After several attempts and last-minute cancellations, construction began on Friday, May 19, 2017, at 5:00 p.m. and ended on Wednesday, May 24, at 11:00 a.m., when the runway and surrounding taxiways opened to traffic.

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R2: Risk to Reaction

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Madrid, España

The Project involves developing and implementing a monitoring system for workers in order to boost the level of safety on the job.

R2 is a system designed to boost the level of safety for workers on the job by means of risk monitoring.

Objective: Monitoring access to the work area, in addition to detecting the presence of unauthorized personnel in restricted areas. Enabling simple communication between workers and a control center in order to minimize risks and accidents on the job.

The site chosen for carrying out the pilot project is the indoor pool at Casa de Campo in Madrid.

The system’s functions include:

  • Monitoring entrances and exits in the work area by means of a bracelet that each worker will wear in order to know who is on site in case of a hazardous situation.
  • The system also has a communication feature that connects workers to a control center to handle hazardous situations: the Panic Button. A worker can ask the control center for help remotely, and the control center will warn workers of events considered to be relevant: evacuation, help is on the way, etc.

The R2 system and its operation are very simple, and it consists of two main elements:

  1. Individual bracelets so that each worker can be identified
  2. Markers located in critical areas

The impact of the R2 project can be summed up as:

  • Increasing safety at all work sites
  • Digitizing data on preventing hazards in the workplace for analysis
  • Being scaled and applied to other sites. Thanks to the experience gained while working on the pilot, it is now possible to implement this solution at other sites and scale it to them.

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IoRL: Internet of Radio Light

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Madrid, Spain

IORL
  • 20

    Participants

  • 5G

    Access

The project is included in the European Framework Horizon 2020 and corresponds to the Call: H2020-ICT-2016-2 and the Topic: ICT-07-2017

As the main goal of the project, IoRL will design a device, Remote Radio Light Head (RRLH), that will allow for the introduction of different existing LED lighting systems. The device will provide broadband communications services of more than 10Gbits/s ubiquitous in all buildings from the RRLH access points located in those luminaires.

The RRLH combines millimeter wave (mmWave) and Visual Light Communications (VLC) modules at a low cost. In addition, this device will be managed from a Cloud Home Data Center (CHDC) through a Smart Home IP Gateway (HIPG), so that third-party application developers can create new operating networks and management services for homes or public spaces.

Description

The increased use of Wireless Local Area Networks (WLAN) communications in buildings is causing congestion and interference, whilst modern building materials are restricting the propagation of Radio Frequency (RF) waves within them. Therefore building owners have been increasingly turning to the deployment of cellular home networks (HeNBs) in their buildings because they operate in licensed spectrum that can avoid interference and congestion. Unfortunately these deployments require the permission of Mobile Network Operators (MNOs) due to their potential to interfere with the main transmitted signal from the main mobile network (eNB). However MNOs have only had the capacity to analyse their largest customers’ deployment requests thereby losing a large market opportunity. To complicate matters further, each building requires a HeNB deployment for each MNO that is providing coverage for it, which is very costly and inconvenient for the building owner.

The IoRL project solves this problem by providing a broadband radiolight communications solution that operates in unlicensed millimeter wave and visible light spectra, does not suffer from interference because of the propagation characteristics of EM waves in this part of the spectrum and provides universal broadband coverage within buildings from radio-light access points that are pervasively located within the light roses in buildings. This technology can also be applied to other indoor environments such as Tube Stations, Underground Pedestrian tunnels etc.

The aim of IoRL project is to design, develop and exhibit:

  1. Software Defined Home Network Architecture
  2. Wireless Home Network Architecture
  3. Remote Radio-Light Head Network Architecture
  4. Visual Light Communications (VLC) Transmission
  5. mmWave Transmission
  6. User Terminal Architecture
  7. Radio-Light Security and Safety Architecture
  8. International Standardization and Demonstration

The different technologies will be tested in real case scenarios in order to validate the theoretical assumptions and work. The pilot case scenarios will be:

  1. Residential Buildings
  2. Business/Shopping Mall
  3. Public Space/ Museum
  4. Public Space/Tunnel/Station

Participants

  1. EURESCOM GMBH, (Germany)
  2. BRUNEL UNIVERSITY, (United Kingdom)
  3. COBHAM PLC, (United Kingdom)
  4. INSTITUT SUPÉRIEUR D’ÉLECTRONIQUE DE PARIS, (France)
  5. MOSTLYTEK LTD, (Israel)
  6. ISSY MÉDIA, (France)
  7. BUILDING RESEARCH ESTABLISHMENT, (United Kingdom)
  8. FRAUNHOFER INSTITUTE FOR INTEGRATED CIRCUITS IIS, (Germany)
  9. NATIONAL CENTRE FOR SCIENTIFIC RESEARCH DEMOKRITOS, (Greece)
  10. VIOTECH, (France)
  11. WARSAW UNIVERSITY OF TECHNOLOGY, (Poland)
  12. ARCELIK PLC, (Turkey)
  13. RUNEL, (Israel)
  14. HOLON INSTITUTE OF TECHNOLOGY, (Israel)
  15. FERROVIAL SA, (Spain)
  16. OLEDCOMM, (France)
  17. TSINGHUA UNIVERSITY, (China)
  18. LEADPCOM, (China)
  19. SHANGHAI-FEILO / YAMING, (China)
  20. FUNDACIÓN CENTRO DE INNOVACIÓN DE INFRAESTRUCTURAS INTELIGENTES, (Spain)

Participation of Ferrovial Agroman

Ferrovial Agroman, as constructor and maintainer of rail infrastructures, will be involved in the pilot site related to public spaces/tunnels. The selected pilot site will be potentially located in Nuevos Ministerios Station in Madrid, where the innovative technologies from IoRL will be deployed serving use cases related to maintenance activities and workers in tunnels, as well as railway platform services that could be provided to passengers.

Expected Outcomes, Benefits and Impact

The potential results involved in the project are listed as follows: Technical benefits

  • Ubiquitous 5G access including in low density areas.
  • Definition of 5G network architecture and of core technological components.

Economic benefits

This project can provide the platform to apply other technologies that cannot be used due to connectivity problems (e.g. tunnels, underground works, etc.). The use of those technologies will increase our productivity, reducing our operational costs. Social benefits

  • Novel connectivity paradigms, beyond the Client server model and enabling massive edge network deployments.
  • Proactive contribution to the 3G PP standardization activity on 5G, and to other standardization activities, e.g. ONF, ETSI-NFV, IEEE; proactive contribution to the WRC 19 preparation for 5G spectrum.

Funding

This is a Research and Innovation project (granted with 100% funding of the European and Israel budget) by the Horizon 2020 programme of the European Commission.

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NLP: Natural Language Processing, Disrupting Legal Document classification

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Madrid, Spain

  • Cost reduction

    80
    %

    document classification

  • Cost reduction

    40
    %

    metadata extraction

The project aims to conduct the market validation of our NLP bases solution, capable of automatically interpreting and categorizing legal documents in Spanish taking into consideration all peculiarities related to legal jargon, and to extend it new target languages (English, Italian) and new geographies.

Project Description

The project aims to conduct the market validation of our NLP bases solution, capable of automatically interpreting and categorizing legal documents in Spanish taking into consideration all peculiarities related to legal jargon, and to extend it new target languages (English, Italian) and new geographies.

Employees of large companies in the area of Business Process Services spend too much time and effort browsing through legal documents in order classify and extracting the right information in a due diligence process. In this project it is proposed to validate and extend its state-of-the-art opensource-based NLP solution for entity recognition and extraction to classify legal documents, covering Spanish, English and Italian.

The expected outcome of its NLP solution is to be able to dramatically cut operational costs while processing legal documents, reducing manual cost up to 80% in document classification and 40% in metadata extraction.  This will be possible due to an iterative testing-training-tailoring of our current NLP technology assets.

Participants

  1. Fondazione Bruno Kessler FBK
  2. Universidad Politécnica de Madrid
  3. Indra
  4. Ferrovial
  5. Ci3

Schedule

  • EIT Digital decision in 2018
  • Duration: 12 months, starting the 1st of July 2019

Results

Expected benefits in case of successful Project development:

a) Technical benefits

  • This market validation project will allow to localize the solution in English and Italian (targeting a bigger target market).
  • Re-train the AI models with new documents in a new business environment (that implies a significant effort in data pruning and data processing).
  • Tailor the solution to the business need of Ferrovial.

b) Economic benefits

  • Spare time when reading legal documents, covering Spanish, English and Italian.
  • It will reduce business service process cost about 30-40%.

c) Environment benefits

  • Potential reduction of paper used.

d) Social benefits

  • The tool to develop will help to avoid or minimize wasting time in reading non-key points in legal documents.

e) Commercial benefits

  • To have a product localized, tailored, validated and ready to be commercialized.
  • It could represent a competitive advantage and a clear added value to our business.

Identified Risks

The main risks identified in this project are listed as follows:

a) Technical risks

  • Suitability (and accuracy of the results) of the Ferrovial/Amey use case chosen in order to validate the solution and the change management process to successfully deploy the solution in different business units.
  • Competitive product already in the market. Some disruptive players (Luminance, Kira or Kim) are approaching some targets segments of the industry we are facing, although their use cases are only in English and not pretrained.

b) Organizational Risks

  • One or more partners leaving the consortium.
  • Time for development is underestimated.

c) Economic risks

  • Partner organizations with financial problems requires restructuring project budget.
  • Time for development is underestimated.

d)Environment risks

  • No environment risks have been identified.

f) Social risks

  • Lack of commitment of the end-users to provide data.
  • No interest in applying this type of technology by the managers in other business units.

g) Legal risks

  • Continuous evolution of the reference standards.
  • Legal problems to collet/use data from other stakeholders.

Strategic Impact

The specific impacts of the project can be listed as follows:

  • The expected outcome of the NLP solution is to be able to dramatically cut operational costs while processing legal documents, reducing manual cost up to 80% in document classification and 40% in metadata extraction.
  • The solution will be tailored to the business need of Ferrovial.

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