SYSTRA: consulting engineering firm in public/urban/railway transport - France & international

Our international presence

SYSTRA — 2020-07-27T08:57:24Z

SYSTRA is present on all five continents and our expertise networks enable the needs of our clients to be addressed, throughout the world.


France
SYSTRA Headquarters - Paris	72 rue Henry Farman 75015 Paris	+33 1 40 16 61 00
SYSTRA Bordeaux	Les Bureaux de la Cité 23 Parvis des Chartrons 33000 Bordeaux	+33 5 33 20 02 00
SYSTRA Lyon	120 rue Masséna 69006 Lyon	+33 4 78 60 53 09
SYSTRA Marseille	Immeuble Grand Large 9 boulevard de Dunkerque 13002 Marseille	+33 4 91 01 69 30
SYSTRA Lille	86 boulevard Carnot 59800 Lille	+ 33 3 74 07 00 00
SYSTRA Conseil & Aménagement (ex. SYSTRA Foncier)	72 rue Henry Farman - CS 41594 75513 Paris Cedex 15	+33 1 73 00 91 30
Algeria
	Rue de la Madeleine 42 - Lot n°49 16035 HYDRA
Argentina
		Business contact Hervé Laurain +56 2 27059450 hlaurain@systra.com
Australia
SYSTRA Scottlister	Level 15, Chifley Tower, 2 Chifley Square Sydney, NSW 2000	+61 (0)2 9229 8100
Azerbaïdjan
	64/2, A. Huseynzade str. AZ1009 BAKU
Belgium
SYSTRA SA	Rue de la Science 10 1000 Brussels Belgium	systra.belgique@systra.com
Brazil
SYSTRA Brazil	Rua dos Inconfidentes, 1180/1190 – Savassi Belo Horizonte - MG CEP 30140-907	+55 31 3045-1400 brasil@systra.com
	Rua Gomes de Carvalho, 1510 – Vila Olímpia São Paulo - SP CEP 04547-005	+55 11 3048-9300 brasil@systra.com
Canada
SYSTRA Canada	1100, boul. René-Lévesque Ouest 10e étage Montréal (Québec) CANADA H3B 4N4	+1 514-985-0930
Chile
	Merced 480 – Piso 11 – Santiago Centro.	Contact commercial Hervé Laurain +56 2 27059450 hlaurain@systra.com
China
SYSTRA Asia Pacific	22nd Floor, Genesis 33-35 Wong Chuk Hang Road Hong Kong	+852 2529 7037
MVA Hong-Kong / MVA Asia Limited	22nd Floor, Genesis 33-35 Wong Chuk Hang Road Hong Kong	+852 2529 7037
SYSTRA Shanghai Consulting CO., LTD.	1812 Modern Transport Building, No.218, Hengfeng Road Shanghai, 200070, P.R.China	Fax : + 86 21 - 5182 2726 Tel : + 86 21 - 5182 2725 SYSTRA Shanghai CEO: Mr SUN Richard Business Director : Vincent XU YI xuyi@systra.com.cn
SYSTRA MVA Hong Kong Shanghai Representation	Room 2508, Kerry Everbright City 218 Tianmu Road West, Zhabei District Shanghai, 200070, P.R.China	+86 21 6353 6033
Beijing MVA Transport Consultants	N° 60 Nan Li Shi Road Wicheng District, Beijing, 100045, P.R.China	+86 10 8807 6320
Shenzhen MVA Transport Consultants	Room 906, Excellence Mansion, No.98, No.1 Fuhua Road, Futian Central Zone, Shenzhen, 518048, P.R.China	+86 755 3336 1898
Colombia / Panama / Hispanic America
		Business Contact Fernanda Pereira fpereira@systra.com
Denmark
SYSTRA Denmark	Hovedvagtsgade 6, 5. th 1103 Copenhagen K Danmark	+82 (0)2 2009 - 9915
Ethiopia
SYSTRA Ethiopia	Bole Sub-City, Woreda 03, House N°4/10 Mekonen Building ADDIS ABABA
Irland
SYSTRA Irlande	Riverview House 21-23 City Quay Republic of Ireland Dublin 2	+353 (0)1 905 3961 info_uk@systra.com
Italy
SYSTRA-SOTECNI - Italia	Via Salaria 1317/M, 00138 Roma (Italia)	Tel: +39 (0) 6 886941 Fax: +39 (0) 6 81151391 systrasotecni@systrasotecni.it
India
SYSTRA MVA India	Vatika Mindscapes, Tower-B, 9th and 10th Floor Mathura Road, NH-2, Sector-27/D Faridabad – Haryana – 121013 - INDIA	(+91) 129 668 5600
SAI	SAI HOUSE, Block - A, Satyam Corporate Square, B/h. Rajpath Club, Bodakdev, Ahmedabad-380 059 Gujarat (INDIA)	+91 79 6614 2600 / 6614 2700 mail.sai@systra.com
Korea
SYSTRA Korea	14F, Ann Jay Tower,208, Teheran-ro, Gangnam-gu, 135-920 Seoul KOREA	+82 (0)2 2009 - 9915
Morocco
SYSTRA Morocco	61 rue Mesfioua Aviation 10180 RABAT
Mexico
		Business Contact Hervé Laurain hlaurain@systra.com
Philippines
SYSTRA Philippines	1601 West Tower, Philippine Stock Exchange Centre Exchange Road, Ortigas Center, Pasig City, 1605 PHILIPPINES	+63 2 86 31 30 75
Pologne
SYSTRA Poland	Oddzial w Polsce ul. Komandorska 12 50-022 Wrocław	+48 71 73 36 470
Romania
SYSTRA Romania	29C, Intrarea Rigas Sector 1 10152 Bucharest
Russia
SYSTRA Russia	31/12, Bolshaya Ordynka, bis 1 Moscou 119017
Sénégal
SYSTRA Senegal	Place de l'indépendance Immeuble Claireafrique 8ème étage DAKAR
Singapore
SYSTRA MVA Singapore	333 North Bridge Road 05th floor KH KEA Singapore 188721	+65 6227 3252
South Africa
	203 Witch-Hazel Avenue- Highveld Techno Park Centurion 0157 - GAUTENG
Spain
SYSTRA Spain	C/Andrés Cortina 2 3° Dpto 2 48993 BILBAO
Sweden
SYSTRA Sweden	Mölndalsvägen 24 412 63 Göteborg	+46 10-708 05 60
Thaïland
SYSTRA MVA Thailand	37th floor, Unit F, Payatai Plaza Building, 128/404-405 Payathai Road, Thung-payathai, Rajthewee, Bangkok 10400, Thailand	+662 216 6652
Taïwan
SYSTRA Taiwan	Room N1010, Chia Hsin Bdg III 10F, No 9, Lane3, Minsheng W. Rd Zhongshan Dist. 10449 TAIPEI CITY TW TAIWAN	Fax : +886 2 2523 2672 Tel : +886 2 2523 2620 vchen@systra.com.tw
Tunisie
SYSTRA Tunisia	3 bis impasse Virgile Notre Dame 1002 - TUNIS
United Kingdom
SYSTRA UK	3rd Floor 5 Old Bailey London EC4M 7BA UK	+44 (0) 203 714 4400 info_uk@systra.com
United States
SYSTRA USA	New York Headquarters 520 Eighth Avenue, Suite 2100 New York, NY 10018	+212-494-9111 usamarketing@systra.com
SYSTRA A+E	1 Gateway Center 7-45 Raymond Plaza West, Suite 1520 Newark, NJ 07102	+212-494-9111 usamarketing@systra.com
SYSTRA International Bridge Technologies	Main Office 9325 Sky Park Court Suite 320 San Diego, California 92123 USA	SAN DIEGO : +1 (858) 566-5008 MONTREAL : +1 (514) 905-8063 DUBAI : +971 4 4542 031

The future of metros as seen by SYSTRA and Usbek & Rica

SYSTRA — 2020-07-17T14:38:24Z

In 2020, in a context marked by the sanitary crisis and the proliferation of technical inventions, SYSTRA and Usbek & Rica consider what the future of the metro might be. Could this still present opportunities for innovation? What will it look like in 15 years, and beyond?

This document of 30 illustrated pages, destined for all those interested in the metro, looks at several big issues:
What impact will the climatic and sanitary crises have on the metro?
How will the development of this historical mode of transport be affected by digital tools?
Will major disruptive innovations put the metro in jeopardy?
What will metro stations look like in 2035?
Will the future of the metro be marked by continuity or disruption?

In this special edition, available here, the journalists at Usbek & Rica, a French publication that explores the future, and SYSTRA's mobility experts share their thoughts and visions, sometimes very personal, on the future of the metro.

Discover our 2019 activity report

SYSTRA — 2020-07-10T13:48:10Z

Signed up for sustainable mobility: such is the commitment made by SYSTRA in 2019, for the years and decades to come.

As an engineering and consulting company dedicated to mobility, our activities have always aimed to serve populations and thereby the planet.
Today, we have decided to go further in the field of sustainable mobility.

The Group has prepared itself to meet the numerous challenges we, and future generations, are facing. We have developed our business model, reconsidered our organisation, extended the field of our activities…and above all we have continued to lead useful projects throughout the world.

Our activity report presents the development of our strategy and provides solid evidence of SYSTRA's commitment to sustainable mobility, via a range of projects that we are leading in various regions of the world.

To leaf through and download the interactive version of the document, click here

Arriving soon, Driverless Airport Shuttles!

SYSTRA — 2020-06-12T09:45:31Z

Like for so many other forms of transport, autonomous vehicles or semi-autonomous vehicles are starting to offer an alternative to traditional airport shuttles. David Holdcroft, Head of Airport Systems at SYSTRA Aviation, tells us about this innovation.

A frequent sight at many airports since the early 1970s is the APM (fig. 1) or Airport People Mover. These large, self-driving vehicles (50+ passengers per car, often coupled into “trains” of 2 or 3 cars) trundle up and down on their dedicated guideways between terminals, car hire facilities or remote satellites, happily moving large numbers of people between a few stations quickly and efficiently.

As for so many other forms of transport, autonomous vehicles or semi-autonomous vehicles are starting to offer an alternative to APM. Autonomous Shuttles and other systems such as Personal Rapid Transit (PRT) are already here and operating. Let's look at what they can offer.
Firstly, what is available?
PRT is Personal Rapid Transit (fig. 2) – as the name implies 4-6 seat small vehicles which transport you on your own or in your group (like a taxi);
GRT (Group Rapid Transit) or Autonomous Shuttles are generally electric minibuses carrying between 10 to 24 passengers.

It should be noted that they are systems and not just a vehicle which you buy and let loose on the road. Depending on who you buy the system from you will get not just the vehicles but guidance and supervisory software, possibly a guideway and, optionally, even the operation and maintenance.

There are a number of suppliers in the market, for example: Navya, EasyMile and 2getthere, all with a slightly different take on the basic concept, but in general they tend to be battery powered, have a top speed of between 18-20 KPH (but potentially up to 40KPH if the safety case allows) and use a central supervisory system. They are also increasingly able to use the existing road infrastructure.

Current systems such as those in use at Heathrow Airport and Rotterdam (Riviuum) can guide themselves along a predetermined route. Mechanical guidance like that used for an APM is not needed, but they do require some form of assistance for localisation and navigation. GPS can help but is not always used or accurate enough (GPS can be affected by weather and buildings and some areas do not have good coverage). Each provider uses a slightly different method. 2getthere for instance relies, in part, on magnets embedded in the road or guideway. All the systems have redundancy and safety at their core.

Some systems can monitor their surroundings for pedestrians and cyclists etc. and respond accordingly, for instance slowing down or stopping. Systems now being designed and deployed will also be able to run in full mixed traffic on public roads. The speed they can do this will, of course, depend upon local traffic speeds, according to the maturity level of the technology.

Each deployment is unique and will require its own dedicated safety case which considers and mitigates the risks in that particular environment. This might, for instance, require the removal of parked cars along the side of a road to eliminate the hazard of pedestrians suddenly appearing from between the parked vehicles.

The autonomous systems (PRT and Autonomous Shuttles) now available have some advantages over traditional APM, and in many ways do a quite different job. They can, for example, offer a more frequent service at many more stations/stops, getting closer to the origin and destination of the passenger's total journey. This reduces overall journey time.

Having the vehicles run independently, to increase journey time predictability, away from road traffic, requires that the vehicles have their own dedicated track or guideway. This of course introduces its own cost! If it's just a matter of zoning off a lane on an existing road then this cost is minimal. However, if elevated guideways are needed, this becomes more expensive. To mitigate that the guideways can be light weight (for the smaller PRT, the structure can be designed to a standard lower than that required for classic infrastructure e.g. footbridges).

Autonomous Systems can also run an “on demand” service during quiet times or deviate from their core route to suit fluctuating or ad-hoc passenger needs. As long as these optional routes/stations have also been mapped and programmed into the supervisory system, then it will only serve them when a passenger requires them, saving unnecessary journeys and thereby reducing operating costs.

Of course, it's not just passengers that need to be transported around an airport. Other items such as baggage, food and other goods must be delivered, and waste removed. Autonomous Systems using specialist vehicles can help with this, perhaps connecting a centralised consolidation centre to the terminals, or serving baggage drops located in car parks, where passengers check their bags in just after parking, allowing them to travel unencumbered to the terminal, or even for automated transportation of baggage transfers between terminals.

In comparison to APM, Autonomous Systems offer a lower capital cost solution with more flexibility to serve a wider area and provide several different functions besides carrying passengers. They are also easier and quicker to extend or adapt.

Airports, a suitable field for high-tech experimentation

Airports can lend themselves well to the introduction of new technologies and are often early adopters. In the case of Autonomous Systems, they offer several advantages over an urban deployment. For instance:
• Airports are their own landlord, typically have a single entity in charge of decision making and planning, and the geographical perimeter has clear boundaries; this makes progress easier and faster;
• They do not have as many different use cases, e.g. types of passenger, as a city would due to the limited campus and range of activities, making the design and operation of Autonomous Systems easier.

All this makes it relatively straightforward for airports to adopt Autonomous Systems. In fact, several airports including Heathrow, Brussels and Paris have such systems or are going through trials now.

So, what would an airport that employs Autonomous Systems look like in a few years' time?
It could have a network of intelligent shuttles running only when needed, on the routes where there is a demand, delivering passengers in a shorter predictable time to their destination. Passengers would be able to check their bags at convenient bag drop facilities in remote car parks with shuttles delivering the bags (securely) to the terminal baggage system. Goods and waste could be carried on the same system, taking vans and trucks off the airport roads.

All this can be done with an automated and electric system.
This all sounds a long way off, but some airports are using or trialing Autonomous Systems now!

SYSTRA contact:

David Holdcroft

dholdcroft@systra.com

Physical distancing in public transport: an approach based on flow studies

SYSTRA — 2020-05-18T18:01:17Z

The health crisis will require physical distancing to continue for some time. What will the impacts be on people's daily lives, especially in public places such as metro stations, railway stations, seaports, airports, as well as museums and other meeting points?
Passenger flow studies can provide solutions. SYSTRA's experts present a practical case for a subway station.

The current health crisis and government instructions, particularly the ones about lockdown, have substantially reduced travelling and the use of public transport. Although the health crisis is beginning to abate, distancing measures will remain in place to help prevent further propagation of the virus. For this reason, it is vital to continue to impose physical distancing for an indefinite period, as lockdown restrictions are eased, people begin to travel again and economic activity resumes.

What will the repercussions be on daily journeys using public transport? One aspect that must be analysed is the management of passenger flows through confined places such as metro stations. Another is the occupancy of carriages, which will be reduced in compliance with distancing rules. This question requires a system-wide approach, which must include the station's 'holding' capacity, as well as passenger flow.

Passenger flow studies can offer solutions to this problem. They can be used to check the safety and comfort of passengers in line with distancing measures. They can also underpin recommendations to ensure robust and optimised use of public space and passenger flows.

The video below produced by our staff shows two dynamic simulations(*) of a practical situation in a metro station:
• an ordinary service situation in a station handling 2,000 passengers during the peak quarter of an hour;
• a situation during the easing of restrictions after lockdown, recommending changes to respect various measures, and visualising the consequences of physical distancing compared to the normal situation.
(*) The blue dots depict passengers entering in the station (passengers embarking), the red dots represent passengers moving towards the exit (passengers alighting.)
Click here to watch the video

Physical distancing requires more space for passengers. Metro stations cannot to handle their usual peak period footfall. To guarantee the best service possible, we recommend several modifications to make best use of station space (coloured orange in the video). In our case study, these arrangements enable up to 70% of the usual peak period passengers to pass through, by respecting the following recommendations:
• intuitive (nudge) floor markings, applying physical distancing in the passenger waiting and walking areas;
• intermediate waiting zones supervised by staff or dynamic signage, where passengers wait to access stairs and automatic ticket controls, as well as on the station forecourt;
• flow management coordinated with service at the station, such as switching off half of the automatic ticket control lines, staircases reserved respectively for passengers entering and leaving, use of dematerialised tickets and passes to minimise crowds around kiosks, vending machines etc.

The station in the model functions correctly during off-peak periods, showing no signs of congestion. For a station that is already saturated under normal circumstances, the 70% figure must be lowered (according to the same available space).

This preliminary approach does not integrate the physical distancing that will be required in metro carriages. That will reduce the payload of each unit(*) and so the capacity of the station might be further diminished. We could certainly build a more complex model to incorporate this.
(*) The dynamic simulation supposes that all the passengers waiting on platforms can always board the train.

However, adjustments to service (the headway between trains), as well as control of station access, could alter these conditions, thereby changing waiting conditions in the public area (station forecourt). The number of passengers observed in a normal service situation depends on service on the metro, as well as the connections with other modes of transport. As a result, the overall level of service provided by the network is modified in a crisis situation. This inevitably affects the number of passengers in the station.

This simulation should therefore be part of an overall study of transport and physical distancing in all public spaces, which can be modelled using our tools.
Two major issues should be examined together: final footfall in the station, and ridership in metro carriages, to prevent the system from being overwhelmed.

The guidelines for dealing with these issues call for more general recommendations:
• continue to encourage working from home, or at least adjust the times of certain activities to limit the number of passengers on trains and in stations at peak periods;
• close certain stations to increase commercial speed. Trains can run more frequently using the same resources (numbers of trains and drivers). Invite passengers who need to go short distances to use other (active) modes;
• encourage the use of other transport modes (walking, cycling, scooters and electric scooters, taxis, ride sharing);
• develop tools and applications (such as MaaS, Mobility as a Service) to send quality information instantaneously to travellers, such as:
the number of passengers on a transport mode, thereby redirecting passengers to alternative modes, to avoid possible congestion and wasted time,
choosing a seat in a metro carriage (also on a bus or light rail car), using a reservation system linked to a quota, to limit the number of passengers on public transport.

In every case, the rules for physical distancing in the transport systems of great metropolises will inevitably reduce the number of passengers that can be carried.

SYSTRA contacts:

Gonzalo Tavares
gtavares@systra.com

Marine Viant
mviant@systra.com

Envisioning trams of tomorrow: what future for catenary-free systems?

SYSTRA — 2020-04-23T18:59:34Z

Preserving the charm of historical areas, reducing interfaces with civil works, simplifying underground network deviations, easing access to fire brigades and maintenance employees… catenary-free systems offer a promising future for trams in urban environments. In this article, SYSTRA experts Mathieu Mélenchon and Frédéric Rouquette, System Engineering Managers, Daniele Coldebella, System Engineering Centre Director, Luciano Consoli, Rolling Stock Expert, and Maud Bernard, Innovative Transportation Systems Programme Director, evaluate the advantages and constraints of three catenary-free systems: continuous ground level power supply systems, on-board energy storage, and hydrogen powered systems.

1. SYSTEMS STUDIED

Historically, a railway electrification system supplies power to the trams/LRT through an Overhead Catenary System (OCS). Such a system consists of poles placed along the line at a regular distance supporting feeding wires: it takes space and, even if relatively inconspicuous, is still visible which can be an issue in some historical areas.
In order to limit the aesthetics impacts (on a part of the line, or on the whole line) or to cope with a restricted environment (e.g. narrow right of way), some alternatives have been developed in the past decades. Several catenary free systems exist and could be proposed depending on the site configuration. Unfortunately, the existing solutions involve an increase of the lifecycle cost of the project, as compared with the efficient, standardised, proven-design OCS. The objective of this paper is to list potential solutions, identify the conditions of implementation, advantages and drawback to evaluate their relevance for an urban LRT/tram system.

Before evaluating which solution could be proposed, it will be necessary to estimate the portion of the line on which the overhead contact line cannot be installed.
There are several types of 'catenary-free' systems available on the market, we will focus on the three solutions that we consider relevant for an urban environment (i.e. diesel powered vehicles are not studied there):
Continuous Ground Level Power Supply Systems: This system allows power to be drawn from the ground level continuously with contact or contactless;
On-Board energy Storage: these solutions all rely on an on-board energy storage device which supplies the LRT while running without an overhead catenary. This storage is loaded in specific sections of the line or in station, power could be supplied either by catenary or by ground collection;
Hydrogen powered systems: The train carries a hydrogen tank and fuel cells, and produces electricity by combining hydrogen and oxygen. Energy produced is stored in an OBS.
The two first systems could be currently considered as mature, while the hydrogen powered systems is a recent alternative with a lack of operating experience.

2. BENEFITS FOR THE PROJECT OF IMPLEMENTING A CATENARY FREE SOLUTION

2.1 Aesthetics
The first benefit of having a Catenary Free system is mainly aesthetic. Implementing a catenary free solution minimises the visual impact caused by overhead lines & masts. Indeed, a catenary-free solution is commonly installed in projects where there are strong urban stakes. A Catenary Free System does not obstruct the charm and view of old parts of the cities :
Emblematic places;
Near historical buildings or within historical areas;
City Centre.

2.2 Technical
Catenary free solutions also have technical benefits to minimise the followings constraints :
Underpass: existing infrastructure could be relatively low and could constitute a hurdle for a catenary system;
Fire Brigade access: in some particular sections, a catenary system could be a risk for firemen due to its proximity to buildings, demanding specific procedures;
Low EMC/EMI values: hospital, labs or other sensitive buildings along the corridor could impose stringent EMC/EMI levels not always compatible with a catenary system;
Reduce right-of-way width: in some narrow environment (e.g. city centre), it could be difficult to integrate the track and the catenary system;
Reduce or simplify the maintenance works of the catenary system environment (e.g. reduction of the tree pruning effort along the corridor, simplification of the access to equipment close to the catenary line such as public lighting).
In these cases, a catenary free system offers the benefits of providing a traction power supply without being in interface with a civil works system.

2.3 Criteria to consider
What comes with benefits often comes with drawbacks or limitations, which is the case for our three catenary free systems. In order to estimate the relevance of switching to a catenary-free solution and if confirmed, selecting the most suitable solutions given the context, some criteria would need to be considered such as:
Main characteristics of the line (e.g. topography, available space) and the expected performances (e.g. commercial speed);
Local climatic conditions: Ability to cope with adverse weather conditions such as heavy rain or snow;
Electromobility ecosystem that could be impacting for hydrogen based solutions;
Maturity of the solutions and existing competition;
Life cycle costs, consisting of the investment effort and the recurrent costs during the operation, as compared to an Overhead Line System.

3.THE CONTINUOUS GROUND LEVEL POWER SUPPLY SYSTEMS

3.1 Main characteristics
The power is provided to the vehicle through a contact line embedded in the permanent way. A mandatory condition to release power is the presence of the vehicle over the segment. The contact line is composed of consecutive modules insulated between each other. Size of each module and the mechanism to energise them depends on the manufacturer and the energy collection. Energy transfer to on-board equipment could be done mechanically from a contact shoe or by induction through pick-up coils beneath the vehicle forming a secondary circuit that converts the energy of the magnetic field into electricity.

Alstom, Ansaldo and Bombardier are offering continuous ground level power supply solutions.

3.2 Main advantages and constraints /limitations
The aim of this section is to identify the advantages, the constraints and the limitations in order to be able to estimate the relevance of the solution for a given configuration.

4.ON-BOARD ENERGY STORAGE

4.1 Main characteristics
The principle is simple :batteries or batteries + supercapacitors are charged and act as on-board energy storage containers. Prior to use, the energy storage must be sufficiently charged, which is done either during off-service times at stabling yards or while in service at charging points (through catenary or through a localised ground level power supply system).
Once the tram leaves the charging area and accelerates up to its operational speed, the traction energy storage begins to discharge and bears the power loads of the vehicle electric motors and any other auxiliary equipment such as HVAC systems or electric doors. Upon reaching operational speed, batteries or batteries + supercapacitors efficiency is maximised by only drawing power when coasting speed is reduced. During deceleration of the tram at a stop or at a curve, regenerative energy derived from excess heat and kinetic energy is released from the traction motors unit to recharge the energy units further increasing batteries/batteries+supercapacitors efficiency.
The benefit of using super capacitors is to make possible the transfer a great volume of energy in a short period. The super capacitors are charged at passenger stations during the dwell time which should last between 20 and 30 seconds, depending on the length and gradient between stations. Charging points could be set at different locations of the line.

4.2 Main advantages and constraints /limitations

5. HYDROGEN SYSTEM

5.1 Main characteristics
Fuel cells are able to generate power from hydrogen gaze and air via an electrochemical reaction releasing only pure water. Due to the solution slow dynamic of operation and start-up, fuel cells could not meet a light rail vehicle's demands. They need to be associated with other storage systems to compensate. Currently the most efficient combination is:
Fuel cells, used as the main power source providing the majority of the demand;
On-board Energy Storage (batteries and supercapacitors) used to supplement the Fuel cells output power during vehicle start-up and during high load demand (acceleration or slope).The energy recovery during braking is captured by this On Board Storage.

The combination of these technologies (Fuel cells, Batteries, Supercapacitors) aims to maximise their benefits while avoiding the weaknesses of each one.
Fuel Cells: Proton Exchange Membrane Fuel Cell (PEMFC), the fuel cell leading technology has good power capability during steady-state operation, but cannot properly handle rapid power demand variations. In addition, Fuel Cells cannot store energy collected for the regenerative braking. For this reason, OBS are required to take over this power load during the peak demands and store the energy recovery during braking.
On-Board Energy Storage (Super Capacitor combined with Battery system): Combining the two technologies, battery and supercapacitor, would make a good compromise compensating their individual limitations.

Such hydrogen systems require a complex Energy Management System to coordinate the different power sources enabling an efficient power distribution. The objective is to reach a balance between power source efficiency and optimised lifetime.

5.2 Main advantages and constraints

6. EVOLUTION

This document lists the different technologies available to remove partially or totally the catenary system of a tramway project. The pros and cons of each solution are current but things are evolving quickly. From a technology standpoint: the automotive industry is investing a lot to reduce the carbone emissions of the future road vehicles, while on board energy storage and hydrogen fuel cells performance are improving constantly. From the ecosystem standpoint: particularly true for the hydrogen based solution, the lack of refueling infrastructure is a critical issue. The necessary investment is too high for a tramway line alone but if infrastructures are available for private vehicles, trucks or other public transport mode (buses), the equation could change.
The public buses are migrating to a zero emission solution, moving the line for the future tramway and enabling technologies to move from 'promising' to 'standard' and reducing the investment and operation costs of catenary free solutions.

SYSTRA contact:

Mathieu Mélenchon

mmelenchon@systra.com

SYSTRA deals with the COVID-19 crisis with determination and solidarity

SYSTRA — 2020-03-19T18:39:51Z

SYSTRA is closely monitoring the evolution of the Coronavirus (COVID-19) pandemic across the globe and is assessing the situation, the impact on employees, customers, suppliers and the business. The health and safety of SYSTRA employees is paramount.

We take our responsibility as an employer and business partner very seriously. We are doing all we can to keep all our staff and stakeholders safe and support the business.

SYSTRA is a global firm with operations worldwide. We have activated business continuity plans to minimize business disruption as much as possible while complying with instructions and guidelines from local authorities.
Following the guidance of public health bodies, we have taken a number of measures to help minimize risks, including limiting travel strictly to business-critical operations, minimizing face-to-face meetings and recommending the use of video/audio conferencing.

Be assured that we are dedicated to maintaining the continuity and quality of the support and services to our clients. We are equipped to provide a large part of our services by working remotely and our IT has been boosted to cope with additional demand.

We thank you for your understanding in this challenging time.
Please do not hesitate to reach your local SYSTRA contact if needed.

Energy transition challenge for bus and coach public networks

SYSTRA — 2019-11-07T18:46:07Z

Energy transition for public transport networks: this expression, heard so often, seems familiar to us. However, we are only at the beginning of the story that will shape future transport network operations. Marc Boudier, Project Manager in SYSTRA's Consulting Division, gives us the key factors to define energy transition strategy for our public road transport networks. What are the possible technology choices? What is changing towards oil era? Is there a duplicable recipe for every territory? How can those ‘clean' technologies be mastered? What are the associated costs and risks?

The Paris Agreement was signed in 2016 by nearly 200 countries in the world: its goal is to limit global warming to 1.5 degrees celsius by mitigating greenhouse gas (GHG) emissions and making finance flows consistent with that goal.
Even if the measures are not mandatory, signatory countries to the Paris Agreement have to respect certain principles: strategy 20/20/20 (reduce carbon dioxide emissions by 20%, increase renewable energy production by 20% and increase energy efficiency by 20%), nationally determined contributions (NDC) on GHG emissions that represent a progression over time.
Being the second most important sector for GHG emissions, transport has indeed a key role to play in the successful implementation of the Paris Agreement.

Let's acknowledge the legal frameworks in favour of climate change

The European Union has fixed a legal framework per country with some objectives for renewable energy market share. Also, new cars manufactured in Europe will have to emit carbon dioxide below yearly thresholds aimed at reducing emissions to under 95g per kilometre in 2021 then reducing this figure by 37.5% in 2030.

Some European countries like France have enacted ambitious laws for energy transition in public transport: by 2025, in French agglomerations with more than 250,000 inhabitants every bus should be renewed with clean technology: this means mainly buses running on electricity or gas. Some other European countries have also enacted a 2025-2030 milestone for clean renewal of public transport buses.

In the US, even if recent political signs have not been necessarily in favour of green awareness, and even if clear climate change legislation is not enacted yet, the number one GHG emitter in the world still has officially a plan to reduce GHG emissions by 26-28% in 2025 (compared to 2005) using an existing law (The Clean Air Act) and certain measures: Clean Power Plan, Energy Efficiency Standards, Methane Action Plan. Moreover, at a subnational level some states have enacted a legal framework on climate change like the leading state California: Global Warming Solutions Act, Environmental quality Act with GHG emissions provisions.

These legal frameworks in favour of climate change have a double positive impact: on the one hand, they strengthen the new mobility industries with cleaner solutions, on the other they seriously push cities and territories that are not directly involved to tackle the energy transition issue if they do not want to lose attractiveness vis-à-vis their neighbours. Indeed, big agglomerations that engage the energy transition process for their public transport fleet will become leaders of a cleaner mobility not only for bus fleets but also for coaches, cars and new mobility modes like bicycles, electric scooter trolleys…

Let's consider mobility needs

Cleaner public road transport will trigger a better local environment quality (air quality, sound environment…) that will have to be confirmed regarding the global environmental footprint of the technology. Nevertheless, implementing a transport network with limited efficiency or an inappropriate response to local mobility needs, would not make more sense with cleaner energy than with oil. Thus, the energy transition process needs to examine the efficiency of transport networks and implement the following actions:

This is a quality approach to defining a transport network: robust (reliable, variation resilient), flexible (needs adjustment, interoperability, multioperability), and accessible (clear information, easy access, attractive price, adjustment to type of population such as persons with reduced mobility).
After leading these actions to consolidate the existing transport network, we can engage in the next steps. Which technologies are available? What is changing compared to Diesel?

Let's review the available technologies

Studying the energy transition of public road transport, the first technology that comes to mind is electricity. There are 3 kinds of electricity technologies that use batteries: slow charging (the vehicle is charged for hours out of operations, often during the night at the depot); fast charging (the vehicle is charged for a few minutes, several times along the operation day often at a terminal or sometimes at some intermediate stations); and the trolleybus (bus charged on operations under electric line; new generations include small batteries allowing autonomy out of the electric line). Well spread in a few districts in China (we can quote the main one in Shenzhen), the electric technology on battery is starting to be deployed on a larger scale in Europe progressively with the renewal of bus fleets.

However, the ‘all electric' approach has some limits, not only regarding vehicle autonomy but also the environmental balance based on low-carbon electricity and battery production with rare metals. That is why, considerations are turning towards a transition including energy mix.

Throughout the world, another technology is commonly integrated as cleaner than Diesel buses: the CNG vehicles (compressed natural gas). This technology is mature and is coming back under the spotlight providing autonomy and cost advantages. As natural gas is also a fossil source of energy that emits CO2, all the stakes lie in supplying with bioCNG (renewable CNG produced mainly via a process of waste methanisation).

Another technology, still in a confidential state of deployment, lies in dihydrogen produced by the electrolysis of water process. This process with low-carbon electricity has a good environmental balance but is energy intensive: 2 or 3 Kwh electricity are needed to get the energy equivalent of 1 dihydrogen Kwh, which makes the technology expensive for bus use.

Finally, other solutions based on more ‘exotic' energy sources can be interesting for some territories. Among them, we can quote the use of some biofuels.

Let's see what clean technologies change with regard to oil

A Diesel bus network uses a proven and mastered technology that no longer fits with the standards regarding GHG emissions. Tomorrow, with clean energy technologies, we can no longer think ‘material means for a bus network = vehicle procurement'. The vision must change and address the issue as a system. Firstly, a transport offer is defined then operation services are built to answer it and finally the system should be sized to meet operations requirements. Clean technologies require an organisation change and training for skilled employees.

To make energy transition sustainable, the following criteria are to be closely analysed, that will help decision-making among the available technologies:
Vehicle autonomy
Charging/fueling time
Securing energy supply
Flexibility for transport offer evolution (for instance commercial route lines)
Global investment costs
Global operation costs
Local environmental balance on the technology lifecycle
Global environmental balance on the technology lifecycle
General assessments of main ‘clean technologies' according to these 8 criteria are presented in the table below.

As we can notice, the technology matching perfectly with all criteria does not exist. The first prism to choose the adequate technology is operation needs. To assess the performance of ‘clean technology' answers to those needs, bus (or coach) services are generally spread according to daily kilometres and required autonomy. A second prism is the territorial context: indeed, existing energy facilities and territory projects are key factors to be taken into account.
If one technology is adopted to answer all needs, we keep a mono-energy system. In other cases, we are talking about energy mix.

Use local synergies according to the energy policy of the territory

A careful analysis of territory assets will be very helpful for decision-making on energy transition strategy. All energy supplying networks like electricity or gas come naturally to our mind and in developed countries generally benefit from a good territorial coverage in the urban environment.
However, a territory can also use synergies linked to specific activities that produce waste valuable for energy transition. In wine-growing regions for instance, grape marc can be used to create ethanol biofuel.
Some other territories can benefit from industrial activities producing dihydrogen as waste material: in Germany and the Netherlands, this solution is used to fuel buses with dihydrogen at a very affordable price.

Another way to benefit from territorial synergies is to pool energy stations. Compared to electric stations that are more difficult to mutualise between heavy and light weight vehicles for power and charging time reasons, CNG stations are much easier to pool. Indeed, we quickly understand that bus and coach networks' energy transition can be considered as a first step to a wider strategy for mobility as a whole. Public CNG stations will be an asset not only for public transport networks but also for freight and individuals.

Today, our mobility is deeply dependent on the daily oil price where production is concentrated in a few regions of the world. This is an important risk for mobility and economic balance that needs to be considered, whereas energy transition compliant with a high-level energy strategy can strengthen energy supply independence with several years of supply contracts including agreements on volumes and prices. However, as every main developing sector, energy transition needs to know and control specific risks.

Preventing risks linked to clean technologies

Risks that need to be hedged are directly linked to the chosen technologies. It would be illusory to quote all of them. The table below lists major risks and means to prevent them. In any case, the aim is to ensure sustainable continuity of service of bus and coach networks from the beginning of energy transition.

Beyond risk management, every community engaging in public transport energy transition will face the need to contain costs.

Control energy transition costs

Knowing the constraints on public finance and recent strikes in the world due to higher taxes, controlling the energy transition costs is vital and a key success factor. So far, main operation costs on Diesel vehicles are split into 3 categories (out of driver income): rolling stock (bus or coach), maintenance and fuel. Tomorrow, with clean technologies, infrastructure costs and some components renewal costs like battery, fuel cell will have to be considered.
The graph below compares (based on European prices) annual costs per technology compared to Diesel: dihydrogen, electricity slow charging, CNG (compressed natural gas) and bioCNG.

A 50-bus network (half standard buses and half articulated buses) has been modelled: parked in one depot and operated at 60,000 yearly kilometres. Charging/fueling infrastructure is included in the model contrary to civil work costs.

Comparing clean technologies, CNG seems to be the best solution from a financial point of view. This is why several communities in the world have already chosen the technology for their bus network. Nevertheless, CNG is still a fossil energy that emits GHG, only 25% less C02 compared to Diesel.

The solution based on bioCNG (CNG from renewable sources produced by the waste methanisation process) is more environmentally friendly but its cost is 3 or 4 times that of fossil CNG. Moreover, supplying bioCNG can be limited because waste from 7,000 people is needed to feed only one bioCNG bus.

The dihydrogen technology still keeps higher costs, 2 or 3 times higher compared to Diesel technology, even if maintenance costs should decrease going from pilot tests to more industrialised developments. Our model has considered price reductions on rolling stock thanks to European mass procurement projects like JIVE (Joint initiative for hydrogen vehicles across Europe).

Electric technology has some financial advantages in countries where this energy source is affordable and supply does not suffer from shortages. With wider deployment, battery costs should decrease if free market rules are still followed. However, there is a risk of increased dependence on a few countries that master battery technology and access to rare metals.

Depending on the national and local energy sector context, some solutions will be more adapted to one country rather than another regarding environment and cost aspects. Nevertheless, in most countries throughout the world oil is taxed, generating substantial revenues for governments. As a result, every move from Diesel to clean energy mobility will need consideration on energy-mobility taxation. Any change in energy taxation would change the economic equation.

SYSTRA contact:

Marc Boudier

mboudier1@systra.com

Navigating the Future of Road Transport: a SYSTRA study for BP

SYSTRA — 2019-11-07T10:33:33Z

European consumers want a faster shift to low carbon transport solutions, says new research study undertaken by SYSTRA and commissioned by BP.

EU consumers are concerned by climate change and a clear majority (72%) think we should reach net zero emissions by 2050, but this does not translate to an ability or willingness to adopt lower carbon forms of transport, according to new research from transport and research consultancy SYSTRA.

Whilst transport industry experts interviewed for the study anticipate the future of personal and passenger transport as a blend of autonomous, connected, electric and shared (ACES), consumers find this harder to relate to, with one in four unable to see any ACES technology commonplace by 2030.

Despite recognition by industry experts and consumers that a move from car ownership towards user-ship will reduce carbon emissions, consumers struggle to imagine a world in which they do not own a car, with just a third (38%) thinking they will be car-free in 2050 – about as many as those who expect flying taxis to exist (34%).

Two thirds of European consumers (69%) say reducing the carbon footprint of their journeys is important to them. Electric vehicles form one part of the solution to lowering carbon emissions, but there are still key barriers identified in the study to their uptake: purchase cost, the availability of charging points, battery life and charging time.

These are the results from a 12,000-strong consumer survey across 4 European countries - UK, Germany, Spain and The Netherlands, 22 in-depth interviews with leading industry experts and 10 case study interviews in the UK and Germany. The research was undertaken by SYSTRA and commissioned by BP.

SYSTRA Transport Planning Director, Katie Hall said, “Our research demonstrates that to have a real impact we must incentivise consumers to make lower carbon choices through improved infrastructure, government and business partnerships and an integrated transport network.”

Andrew McNaughton, SYSTRA UK Chairman said, “This research study is timely. Providing the right mix of transport solutions will tackle one of the most important issues facing our planet - climate change. It has to be our collective ambition to move more quickly towards a low carbon future.”

Tufan Erginbilgic, BP's Downstream chief executive said, “As this research makes clear, there is no single solution for reducing emissions in road transport. Technology and energy businesses, governments and OEMs all need to work closer together if we are to make a real difference.

“At BP, we want to enable our customers to make lower carbon transport choices. That's why we're leading the way to roll out the UK's largest public network of ultra-fast chargers - which will replicate today's customer experience and help overcome the barriers to EV adoption - as well as growing biofuels businesses and developing more efficient fuels and lubricants.”

To read the full report, click on the image below

Editorial

SYSTRA — 2019-11-06T15:53:00Z

For more than 60 years, SYSTRA has accompanied all the most significant transitions. Today, we wish to go even further in the development of sustainable transport solutions and be at the heart of transformations.
We are developing partnerships with manufacturers, participating in leading edge projects such as Hyperloop, and investing in structuring solutions such as BIM. We are embracing the digital revolution in order to develop new tools and new relationships.
More generally, the major challenges of our societies such as urbanisation, population growth and environmental protection are at the centre of our considerations.
What are the viable solutions for improving the flow of traffic in cities? What might the metro of the future look like? Will there soon be driverless trains?... Our experts share here their knowledge and opinions on the changes at work in the field of public transport and mobility solutions.

Crossrail - London

SYSTRA — 2017-05-29T14:46:08Z

SYSTRA are part of the team with Bechtel and CH2M serving as Crossrail's project delivery partner team to deliver this £14.8bn project.

THE CHALLENGE

Crossrail is one of the largest infrastructure engineering projects in Europe. It is building 42km of tunnels, 10 new stations and improving 30 more. The finished railway, will be named the Elizabeth line when it opens in central London in 2018.

The Elizabeth line will provide a major new suburban rail service for London serving 40 stations from Reading, Berkshire to Shenfield, Essex. It will connect the City, Canary Wharf, the West End and Heathrow Airport to commuter areas serving London.

The new railway will bring significant benefits to London, not only will it improve journey times and reduce overcrowding on the Underground, it will support London's economic growth and help to maintain its financial capital status. By 2026, employment in London is predicted to increase by 13% and its population growth by 10%. An estimated 200m passengers will travel on the Elizabeth line each year, increasing central London's rail capacity by 10%.

SYSTRA'S ROLE

Crossrail Ltd appointed a Bechtel Ch2m SYSTRA team to serve as its project delivery partner to manage the delivery of the central section of the Crossrail project. The team became integral to Crossrail management, responsible for the development of detailed design, construction and commissioning as well as managing consultants and contractors, to ensure functional compliance throughout all phases of the project.

SYSTRA's principal role is to provide expertise in railway systems, such as signaling, communications, traction power, track and overhead line equipment. SYSTRA also provides expertise in tunneling, noise and vibration, Building Information Modelling (BIM), planning, commercial management, project management and construction site management.

SYSTRA has helped optimize the choice of signaling system for Crossrail's central section, assessing both the European Train Control System (ETCS) currently being rolled out by Network Rail and Communications Based Train Control system (CBTC) of the type commonly deployed on new metro lines.

Saudi Arabia – North-South Railway

SYSTRA — 2017-04-05T18:28:32Z

The North-South Railway project involves running passenger and freight services on a 2,400 km line that crosses the Kingdom of Saudi Arabia from north to south. The line will be used to ferry passengers, freight as well as bauxite and phosphate.

To meet the requirements of all three service operations, the network comprises 6 passenger stations, 8 inter-modal and 3 mining terminals. Passenger stations have been designed rather like airport concourses with luggage check-in areas.

Starting in Dammam on the Persian Gulf and the capital Riyadh, the line runs right across the country to the border with Jordan to the north, where the desert-like conditions make operations particularly difficult. Very high embankments (of up to 90 m) were required to cross the dunes of the Nafud Desert.

SYSTRA Group teams worked on this highly challenging project for over 13 years. As the joint venture's lead consultant, SYSTRA and its subsidiaries CANARAIL and Scott Lister, worked on every project phase from design through to works supervision.

The first mining trains were commissioned early 2013 and the line was opened to passenger services early 2017.

SYSTRA's role

As the lead consultant in an international joint venture, SYSTRA started by conducting feasibility studies before producing detailed construction designs and supervising construction work through to ETCS dynamic testing to approve signalling designs.

SYSTRA was specifically responsible for rolling stock:

defining technical specifications
producing tender documents
evaluating tender bids
factory acceptance testing
site acceptance testing

Grand Paris metro – Line 15 south

SYSTRA — 2017-04-04T16:24:26Z

The new Grand Paris metro network will provide outlying districts with access to the city centre, easing congestion on existing transport networks. SYSTRA was awarded the contract to project manage Section 2 of Line 15 south.

Line 15 will stretch a total of 75 km around Paris and comprise 3 sections: west, east and south. The latter extends 33 km and will be the first to be commissioned. It has been divided into two sub-sections: sub-section West, which runs between Pont-de-Sèvres and Villejuif; and sub-section East, which SYSTRA has been asked to design.

This 21 km underground section comprises 8 stations between Villejuif and Noisy-le-Grand.

It is a most unusual project in terms of size and complexity: the engineering structures (tunnels and associated structures) must be built in a particularly dense urban environment, which requires meticulous coordination with all the parties involved in the project, including the third parties responsible for the associated projects above ground.

Line 15 south is due for commissioning in 2022.

SYSTRA's Role

The Group's project management activities on the Eastern sub-section of Line 15 south (structural work, secondary work and technical engineering) cover:

Optimisation of the horizontal and vertical alignment,
Stations (including the distinguished station at Noisy-Champs) and connections to other services,
Tunnels and connecting structures,
Associated engineering structures (27).

SYSTRA is also responsible for:

producing functional station designs,
enhancing and optimising the alignment,
delivering studies and designs for the tunnels and engineering structures,
compiling noise and vibration analyses.

SYSTRA is involved in every phase of the project from scheme designs through to testing and commissioning.

Illustration: Bry-Villiers-Champigny station. Credit : Richez Associés.

Bogota Metro – Colombia

SYSTRA — 2017-03-28T13:49:17Z

Bogota's first metro line is due to enter service in 2022. SYSTRA has been working on this project from the outset, producing the very first preliminary studies. Today, SYSTRA has been awarded the contract to project manage the design phase and build a U-shaped viaduct metro line for the people of Colombia.

This elevated metro line will largely run alongside Avenue Caracas. The network's first new metro line will stretch 25 km and comprise 15 stations, 10 of which will connect to Bogota's existing bus network services.

This route was chosen to improve city centre access for those living in the capital's outlying northern and southern districts. More generally, this metro line will revolutionise transport systems in Bogota, a city, which had no metro network despite a population of over 8 million.

The centrepiece of the city's future transport network will be this U-shaped viaduct line. It's an affordable solution for Colombia, comprising a shorter construction schedule : work will start on detailed designs in 2017 and construction activities in 2018.

SYSTRA's Role

SYSTRA is responsible for managing the construction tender. In 2016, the Group produced design studies for the line, infrastructures (viaduct and station) and railway systems.

Paris Region - New Tram-Train T4 branch

SYSTRA — 2017-03-24T17:56:59Z

A new branch will be added to the T4 Line, the first tram-train to be opened in the Paris region, serving Montfermeil. Systra has been commissioned to provide assistance to the project owner, the STIF.

Inaugurated in 2006, the T4 Line is a line that has become fundamental for Parisians living north of Seine-Saint-Denis who travel between Bondy and Aulnay-sous-Bois. A particular feature of the line is its reuse of the Coquetiers rail line, originally built in 1875 and modernised for the T4 project.

The new branch of the T4 Line is part of a policy to improve the public transport network in the Paris metropolitan area and, in particular, to the east of Seine-Saint-Denis, which aims to open up under-served areas and encourage people to use public transport.
Building on the success of the tramway, the Paris region has decided to provide the line with a new branch to Montfermeil, which allows the creation of a new direct connection between Bondy and Montfermeil.

This new extension to the T4 Line branches off at Gargan station, in the Pavillons-sous-Bois municipality. The new branch extends over a distance of 6.5km, passing through four municipalities: Les Pavillons-sous-Bois, Livry-Gargan, Clichy-sous-Bois and Montfermeil.

The project has important interfaces with a number of urban and transport schemes including the Grand Paris Express station at Clichy-Montfermeil (Line 16), Bondy station (Line 15), the T11 Express Tangentielle Nord [Northern Tangent] project on the Noisy-le-Sec site, the T-Zen 3 BRT at Gargan station, and the Urban Renewal Project for the Clichy-Montfermeil plateau area. The new T4 branch is to enter service at the end of 2019.

SYSTRA's missions

Systra's assignment is to provide assistance to the project owner (in the sense defined in the MOP Act [the French public procurement legislation]) for the urban section, a new departure for Systra which strengthens its expertise and capabilities in all phases of the project: from design to construction.

The assignment means that Systra is acting with the STIF's authority, and on its behalf, to manage the project. The expertise provided includes:

Project management (cost management, risk analysis, monitoring of schedules, etc.)
Management of the service providers and key players
Management of interfaces
Management of all administrative procedures
Relations with local communities and finance providers
Advice and support to the project owner
The putting in place of all agreements and the procurement/ management of the contracts related to the work
The management of project communications

The particular feature of the project is its interconnection with the National Rail Network. This specific aspect means that the safety requirements of two regulatory authorities need to be met: those of the EPSF and STRMTG.

The proper functioning of the interfaces, where the route through the urban area connects to the national rail network, is one of the major challenges in terms of the energy supply for motive power, signalling, and the overhead contact line.

In order to be able to integrate the urban area between Gargan and Montfermeil, existing infrastructure on the rail network had to be adapted:

the creation, at Gargan, of a 750V mains power supply and a substation, and the putting in place of servo-controls for the adjacent substation in the urban area
The putting in place of a compatible computer-assisted operating and passenger information system for both zones
Modification of switches and crossings to ensure compatibility with the mixed wheel types of the new trains that will run in the urban area.

New Passing Station in Åmsele, Sweden

SYSTRA — 2017-02-21T15:56:11Z

SYSTRA Dalco Elteknik was commissioned as a technical consultant to produce the documents necessary to lengthen the Åmsele passing station, enabling passing clearance between trains.

In the daytime, there were previously no opportunities for passing clearance between trains on the route between Hällnäs - Lycksele. The distance is about 60km and takes about 70 minutes by regional train.

The planned changes in Åmsele will enable this passing clearance for trains up to 630 m long, which will increase capacity on the 7km long Hällnäs - Lyckesele - Storuman stretch.

SYSTRA Dalco Elteknik teams are responsible, together with subconsultants, for the planning process including the subsequent design. This involved consultations, action-choice studies, railway plan, basic design, detailed design, permit management, notifications, tender documents, operation documents, and control of construction site monitoring (BPU) for the upcoming contract.

SYSTRA's missions

As General Consultant, SYSTRA is responsible for:

Design
Civil works
Construction management / construction site monitoring
Signalling, power and catenary
Telecom
Project management.

Urban cable car of Orléans – France

SYSTRA — 2017-02-10T15:59:24Z

SYSTRA, as part of the VINCI consortium, realizes design studies and coordination of security processes for the urban cable car of Orléans in France.

The Orléans metropolitan region's planned cable-car transport system will be located in the town of Fleury-les-Aubrais. It will span 350 metres and connect the future Interives district to the plaza opposite the Fleury-les-Aubrais SNCF train station, which are currently separated by railway track.

The “back-and-forth” cable car-system will be operated by automatic controls, requiring neither boarding personnel nor drivers on board the gondolas.

The bid's successful reception by the Orléans metropolitan government can be attributed to both its architectural quality and its simplicity, with only two cable-stayed pylons, situated on opposite sides of the railway track, providing passage over the railway complex and tram lines.

SYSTRA's missions

The consortium that won the contract is being led by VINCI and includes Agence DUTHILLEUL, GTM Normandie Centre, SOGEA, POMA and SYSTRA. The Group's missions will be:

Design studies, certification of execution studies and monitoring of the construction of the two stations and structures along the line
Design studies, certification of execution studies and monitoring of the construction of plumbing technical systems and electricity
Coordination of security processes.

In total, four consortia competed in the call for tenders, which was issued in June 2016. This is only the third tender to be launched in France for this kind of overhead cable-car transport system, after similar ones for Brest and Toulouse.

Modernisation of Corsica's railway

SYSTRA — 2017-01-03T11:50:37Z

The Corsican Authorities (CTC) renewed their confidence in SYSTRA, awarding the Group a new contract to modernise the island's train management and safety systems following a 50% growth in ridership since 2012.

Corsica's metre gauge railway network dates back to 1888. It comprises 2 lines that span a total of 232 km and run between the island's 4 main towns (Ajaccio, Bastia, Calvi, Corte). Ridership has been growing year on year with a particular emphasis on suburban traffic.

The single-track traffic control system currently deployed in and around Bastia, is due to be extended to the rest of the network to improve safety, punctuality, capacity and performance.

SYSTRA has been awarded the contract to manage every phase of this 7-year modernisation project. It involves installing signalling equipment that is connected to, and controlled by, a single traffic control system at all stations equipped with passing loops. SYSTRA will manage every project phase from design through to post-commissioning support. It is a particularly complex assignment not only because of the nature of the system operations involved but also because the network must remain fully operational during the engineering works. The project has been divided into phases in line with project finance schemes. SYSTRA will capitalise on its expertise, particularly in systems, infrastructures and sustainable engineering, to fulfil this assignment.

Backed by regional politicians, this project is essential for the development of Corsica's railway network and to enhance the island's appeal.

SYSTRA's Role

SYSTRA was awarded the contract to project manage the installation of signalling equipment at cross points and the creation of a network traffic control system for the island.

This all-encompassing contract covers:

Scheme and detailed designs,
Assistance awarding works contracts,
Works supervision,
Pre-acceptance operation assistance,
Production of procedures, and administrative and regulatory paperwork,
Production and examination of preliminary safety requirements and safety documentation,
Monitoring operator/maintenance activities and providing support before, during and after commissioning

SYSTRA compiled a study between 2011 and 2014, to identify ways to improve the performance of the Corsican rail network, paving the way for this global modernisation project. This new contract highlights the confidence that the Corsican Authorities and Railways have in SYSTRA Group.

Moldova – Modernisation of the railway network

SYSTRA — 2016-12-30T13:59:43Z

SYSTRA assessed the feasibility of modernising Moldova's railway network infrastructure.

Sandwiched between Romania and Ukraine in Eastern Europe, Moldova has a population of 3.5 million. Its railway infrastructures are out-of-date due to lack of public funding even though 2 of its 3 rail corridors constitute a vital link between Ukraine and the EU. Subsequently, roads account for the lion's share of the modal split.

Moldova and the European Bank for Reconstruction and Development (EBRD) have signed a €52.5 million loan agreement to modernise its railway infrastructures.

Transport infrastructure development opportunities are growing steadily in Moldova. This is SYSTRA's second contract in the country, following on from the contract to help develop a transport strategy in 2006.

SYSTRA's Role

SYSTRA was commissioned to compile a 4-month feasibility study between August and December 2016. Group experts were seconded to Moldova to analyse:

the infrastructures
the economy
the environment
systems
communication systems.

The team reporting to the project manager also analysed the track and signalling systems.

Brazil – Rio de Janeiro VLT Tram

SYSTRA — 2016-12-30T13:48:45Z

SYSTRA helped to design the Rio de Janeiro LRT/tram line for the 2016 Olympic Games. One of its key distinguishing features is that it is entirely ground level powered.

Operated by VLT Carioca, on behalf of Veículo Leve sobre Trilhos, Rio's LRT/tram line comprises a whole new infrastructure, replacing the city's traditional Santa Teresa tram line built more than a century before and which had been in operation since 1875.

An initial 6km section was opened just before the Olympic Games between Santos Dumont Airport, Parada dos Museus (Praça Maua) and the harbour. The second 7 km section was opened at the start of the Games.

In the longer term, the network will span a total of 28 km and comprise 31 stations. It is due to be fully operational in 2017.

SYSTRA's Role

SYSTRA worked on design of this LRT/tram line. Just like the Bordeaux and Dubai tram lines, this LRT is entirely powered by a ground level third conductor rail, as opposed to overhead lines.

The Group was responsible for:

Preliminary designs
Low and high voltage power

SYSTRA: consulting engineering firm in public/urban/railway transport - France & international

Our international presence

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The future of metros as seen by SYSTRA and Usbek & Rica

Discover our 2019 activity report

Arriving soon, Driverless Airport Shuttles!

Airports, a suitable field for high-tech experimentation

SYSTRA contact:

Physical distancing in public transport: an approach based on flow studies

SYSTRA contacts:

Envisioning trams of tomorrow: what future for catenary-free systems?

1. SYSTEMS STUDIED

2. BENEFITS FOR THE PROJECT OF IMPLEMENTING A CATENARY FREE SOLUTION

3.THE CONTINUOUS GROUND LEVEL POWER SUPPLY SYSTEMS

4.ON-BOARD ENERGY STORAGE

5. HYDROGEN SYSTEM

6. EVOLUTION

SYSTRA contact:

SYSTRA deals with the COVID-19 crisis with determination and solidarity

Energy transition challenge for bus and coach public networks

Let's acknowledge the legal frameworks in favour of climate change

Let's consider mobility needs

Let's review the available technologies

Let's see what clean technologies change with regard to oil

Use local synergies according to the energy policy of the territory

Preventing risks linked to clean technologies

Control energy transition costs

SYSTRA contact:

Navigating the Future of Road Transport: a SYSTRA study for BP

Editorial

Crossrail - London

THE CHALLENGE

SYSTRA'S ROLE

Saudi Arabia – North-South Railway

SYSTRA's role

Grand Paris metro – Line 15 south

SYSTRA's Role

Bogota Metro – Colombia

SYSTRA's Role

Paris Region - New Tram-Train T4 branch

SYSTRA's missions

New Passing Station in Åmsele, Sweden

SYSTRA's missions

Urban cable car of Orléans – France

SYSTRA's missions

Modernisation of Corsica's railway

SYSTRA's Role

Moldova – Modernisation of the railway network